1966 Indianapolis 500
The 1966 Indianapolis 500 was the 50th running of the prestigious auto race, held on Monday, May 30, 1966, at the Indianapolis Motor Speedway in Speedway, Indiana.[1] British driver Graham Hill won the event in his Indianapolis debut, driving a Lola-Ford to victory by a margin of 41.13 seconds over second-place finisher Jim Clark, with an average race speed of 144.317 mph over the 500-mile distance.[2][3] The race began disastrously with a multi-car crash in Turn 1 just seconds after the green flag, involving 11 of the 33 starters—including favorites A. J. Foyt and Dan Gurney—and scattering debris across the track, though no drivers suffered serious injuries.[4] Officials halted the event for over an hour to clear the wreckage, restarting with 22 cars; Mario Andretti, who had claimed pole position with a qualifying speed of 165.899 mph, led the early laps before retiring after 27 laps due to valve trouble.[2][5] As the race progressed under hot and humid conditions, mechanical issues plagued many leaders, including Andretti's valve trouble, Jackie Stewart's loss of oil pressure after leading 40 laps with 10 to go (allowing him to coast to a 6th-place finish and earn Rookie of the Year honors),[2] and retirements by drivers like Joe Leonard, leaving only four cars to complete the full 200 laps, with seven cars still running at the end.[4] Jim Clark dominated much of the afternoon in his Lotus-Ford, leading a race-high 66 laps despite two spins, but Hill methodically advanced, assuming the lead for good on lap 191 after Clark pitted for a splash of fuel.[2][2] The finish sparked significant controversy when Clark's team, led by owner Andy Granatelli, believed their driver had completed an extra lap and thus won, based on timing stands and unofficial scoring; Hill himself expressed surprise at the official results, which were not finalized until the following day.[4] Despite protests, Hill was confirmed as the winner—the first British victor and the first rookie to claim the Borg-Warner Trophy since 1927—highlighting the era's transition toward more powerful rear-engine cars amid ongoing safety and reliability challenges.[2][4]Background and Context
Historical Significance
The 1966 Indianapolis 500 marked the 50th running of the event, serving as a significant milestone in the race's history and underscoring its evolution from a pioneering American motorsport spectacle to a global benchmark of endurance and speed.[1][6] Held on May 30 at the Indianapolis Motor Speedway, this anniversary edition highlighted the sport's growing international appeal amid technological advancements in the United States Auto Club (USAC) series. Leading into 1966, USAC racing had been transformed by the intensifying competition between American and European engineering, exemplified by Ford's aggressive push into IndyCar with its double overhead cam (DOHC) V8 engines, which powered winners from 1965 to 1967 and challenged the dominance of traditional Offenhauser engines.[7][8] This engine rivalry paralleled Ford's high-profile battles against Ferrari in international endurance racing, such as at Le Mans, fostering a broader transatlantic contest that elevated American oval-track innovation.[9] Concurrently, the influx of European Formula One drivers like Jim Clark and Jackie Stewart introduced rear-engine chassis designs, accelerating the shift away from front-engine roadsters and influencing USAC's technical landscape in the mid-1960s.[10][11] In the cultural context of 1960s America, the Indianapolis 500 epitomized the era's fascination with speed, innovation, and spectacle, drawing an estimated crowd of 330,000 spectators and solidifying its status as a cornerstone of Memorial Day traditions.[4] The race's prominence in pop culture reflected broader societal shifts toward automotive enthusiasm and national pride, often featured in media as a symbol of American ingenuity amid the space race and counterculture movements.[10] For international stars like Graham Hill, the 1966 victory contributed to his achievement of motorsport's Triple Crown—winning the Indianapolis 500, Formula One World Championship, and 24 Hours of Le Mans—further bridging American and European racing worlds.[12] What set the 1966 race apart was its rarity as the first rookie victory since George Souders in 1927, with Graham Hill—despite his Formula One pedigree—claiming the win on his Indianapolis debut after leading only the final 10 laps.[13] Compounding the chaos, only seven of the 33 starters finished the full 500 miles, a testament to the era's high risks and the track's unforgiving demands, distinguishing it from more reliable outcomes in prior editions.[4]Rule Changes and Innovations
For the 1966 Indianapolis 500, the United States Auto Club (USAC) maintained engine displacement limits at 255 cubic inches for naturally aspirated multicam production-based engines, a regulation that had been in place since the late 1950s to balance performance and accessibility for manufacturers.[14] Additionally, USAC permitted supercharged engines up to 183 cubic inches, but a significant innovation emerged with the introduction of turbocharged engines, marking their debut at the event; three cars qualified using 2.75-liter four-cylinder Offenhauser engines equipped with Garrett TE-06 turbochargers, demonstrating early potential for increased power and efficiency under the new rules.[15] These changes reflected USAC's efforts to evolve technical specifications amid growing competition from European designs, allowing for 4.5-liter off-roadster equivalents in turbo configurations while curbing excessive displacement in stock-block variants.[16] A pivotal innovation in 1966 was the continued prominence of rear-engine designs, exemplified by the Lotus 38-Ford, which challenged the dominant front-engine Offenhauser roadsters through its monocoque aluminum chassis and rear-mounted 255-cubic-inch Ford V-8 engine.[17] This layout provided aerodynamic advantages, including a lower profile and streamlined bodywork that reduced drag and improved high-speed stability on the oval, contrasting with the taller, less efficient front-engine configurations that had prevailed at Indianapolis.[18] The Lotus 38's design, refined from its 1965 debut, emphasized better weight distribution and four-wheel independent suspension, accelerating the shift away from traditional American roadsters toward more agile, European-inspired chassis.[19] Safety regulations saw enhancements following the deadly 1964 Indianapolis 500 crashes that killed Eddie Sachs and Dave MacDonald, prompting USAC to mandate rubber-bladder fuel cells filled with methanol instead of gasoline to minimize fire risks and contain spills during impacts.[20] These measures, implemented starting in 1965 and carried into 1966, included stricter fuel capacity limits—reducing onboard quantities to about 75 gallons—and reinforced mounting requirements for the cells to prevent rupture.[21] Roll bar structures were also improved with stronger tubing and better integration into the chassis frame, building on post-1958 mandates to better protect drivers from rollovers and debris.[22] Tire competition intensified between Firestone and Goodyear, with the final 33-car field split nearly evenly at 17 Firestone-shod entries and 16 on Goodyear, fueling a "tire war" that drove advancements in radial construction and grip for the demanding 2.5-mile oval.[23] Goodyear's wider, lower-profile tires offered a slight edge in qualifying speeds for some teams, while Firestone maintained dominance in race longevity, highlighting how supplier rivalry spurred innovations in compound durability and heat resistance.[24] The fatal testing accident of driver Walt Hansgen on April 7, 1966, while preparing a Ford entry for Le Mans, underscored vulnerabilities in pre-event development and contributed to heightened scrutiny of off-track testing protocols by USAC and teams, though no formal rule amendments were immediately enacted for the Indianapolis event.[25]Preparation and Entries
Race Schedule
The preparation for the 1966 Indianapolis 500 followed the traditional Month of May schedule at the Indianapolis Motor Speedway, commencing with opening day on Saturday, April 30. Practice sessions spanned the subsequent weeks, from late April through Friday, May 13, allowing teams to test cars and engines amid an unsettled spring with cold temperatures and intermittent rain that shortened several sessions.[4] Time trials were conducted over two weekends to fill the 33-car field. The first weekend, May 14-15, served as Pole Day on Saturday and the initial qualification day on Sunday, where Mario Andretti secured the pole position with a four-lap average speed of 165.889 mph.[1] The second weekend, May 21-22, completed the qualifying process without major interruptions.[26]| Date | Event |
|---|---|
| April 30 | Opening Day (first practice) |
| April 30 – May 13 | Practice sessions (weekdays and weekends, rain-shortened on select days) |
| May 14 (Sat) | Time Trials – Pole Day |
| May 15 (Sun) | Time Trials – First Day |
| May 21 (Sat) | Time Trials – Second Day |
| May 22 (Sun) | Time Trials – Last Chance/Bump Day |
| May 27 (Fri) | Carburetion Day (final practice, engine tests, rookie orientation) |
| May 30 (Mon) | Race Day (Memorial Day) |
Teams, Drivers, and Entries
The 1966 Indianapolis 500 featured 33 starting entries, drawn from an initial field of 72 attempts, representing a mix of established American racing teams and emerging international efforts amid the ongoing shift toward rear-engine designs. Major teams included the STP Corporation-backed efforts, with Jim Clark driving the #19 Lotus 38-Ford for STP Division Studebaker and Al Unser in the #18 Lotus 38-Ford, both powered by the 255-cubic-inch Ford V8 engine. A.J. Foyt entered his own #5 Coyote-Ford, a custom rear-engine chassis designed by Eddie Kuzma and powered by the same Ford V8, marking a departure from traditional front-engine setups. Mario Andretti campaigned the #2 Brawner Hawk-Ford for the Brawner Racing Team, sponsored by STP, featuring a Hawk chassis with Ford power that highlighted the growing influence of Ford's racing division. The John Mecom Jr. team fielded three Lola T90-Fords, including #24 for Graham Hill, #43 for Jackie Stewart, and #26 for Rodger Ward, emphasizing the British Lola chassis's adaptation to American oval racing. All American Racers (AAR), led by Dan Gurney, entered three Eagle 66-Fords: #6 for Joe Leonard, #14 for Lloyd Ruby, and #31 for Gurney himself, with the Eagle chassis designed by Len Terry as an evolution of the successful Lotus 38.[29][2][30] The driver lineup consisted predominantly of American talent, with 30 U.S.-born participants out of the 33 starters, reflecting the event's domestic roots, while three international drivers added a notable "British Invasion" flavor: Jim Clark from Scotland, Graham Hill from England, and Jackie Stewart from Scotland. Among the field, seven drivers were classified as rookies by the Indianapolis Motor Speedway, including high-profile debutants Jackie Stewart, Graham Hill, and Cale Yarborough, alongside Gary Congdon, Larry Dickson, Mel Kenyon, and Carl Williams; this marked a significant influx of newcomers, with Stewart and Hill representing Formula 1 stars testing their skills on the oval.[31][29] Car specifications showcased the technological transition at Indy, with Ford's 255-cubic-inch V8 engines dominating the field in 24 of the 33 starters, offering superior power and reliability compared to the traditional Offenhauser four-cylinder engines, which powered the remaining nine cars—typically the 252-cubic-inch naturally aspirated versions, though three experimental turbocharged 168-cubic-inch Offenhausers from Garrett also qualified.[32] Chassis diversity included six Lotuses (primarily 38 models), six Eagles (1966 variants), four Lolas (T90), and ten Gerhardts (1966 models, split between Ford and Offy power), with the rest comprising custom designs like the Coyote, Hawk, and Watson; sponsorships were prominent, such as STP's backing for Andretti's Hawk and Clark's Lotus, underscoring corporate investment in the sport.[33][30] Several entries faced disruptions due to withdrawals and replacements prior to the race. Walt Hansgen, originally slated for the #24 Lola-Ford entry for John Mecom Jr., died from injuries sustained in a testing crash at Le Mans on April 3, 1966, leading to Graham Hill's late addition as a rookie driver for that car. Similarly, Johnny Rutherford suffered severe injuries, including broken arms, in a sprint car accident weeks before the event, resulting in Chuck Hulse replacing him in the #16 Vollstedt-Ford entry. These changes highlighted the perils of the era's racing schedule and the rapid adjustments required by teams.[29][15]| Major Team/Entrant | Key Drivers | Chassis-Engine | Notable Details |
|---|---|---|---|
| STP Division Studebaker | Jim Clark (#19), Al Unser (#18) | Lotus 38-Ford | STP sponsorship; Clark's car qualified strongly as a two-time podium contender. |
| A.J. Foyt Enterprises | A.J. Foyt (#5) | Coyote-Ford | Custom rear-engine chassis by Foyt team; Ford V8 power. |
| Brawner Racing (STP) | Mario Andretti (#2) | Hawk-Ford | STP-branded; Andretti's pole-winning setup. |
| John Mecom Jr. | Graham Hill (#24), Jackie Stewart (#43), Rodger Ward (#26) | Lola T90-Ford | British chassis trio; Hill as Hansgen replacement. |
| All American Racers | Joe Leonard (#6), Lloyd Ruby (#14), Dan Gurney (#31) | Eagle 66-Ford | Len Terry design; AAR's debut Eagles in competition. |
Practice and Qualifying
Practice Sessions
Practice for the 1966 Indianapolis 500 began on April 30 and continued through May 13, providing teams with limited opportunities to test and tune their entries ahead of time trials.[29] Cold temperatures and persistent rain disrupted multiple sessions, including a complete washout on May 11, severely restricting overall track time.[34] Drivers pushed for high speeds during the available runs, with Mario Andretti recording the fastest practice lap at over 167 mph on May 13 in his Brawner Hawk-Ford, establishing him as an early favorite.[35] Other top performers included Jim Clark in a Lotus-Ford, who consistently lapped in the mid-160s mph range, highlighting the competitive pace among rear-engine entries.[36] Several incidents marred the sessions, underscoring the risks of the high-speed testing. A.J. Foyt crashed his Coyote-Ford during practice, damaging the chassis beyond immediate repair, while Ronnie Duman wrecked his Eisert-Offy in the main straight.[29] Al Unser spun and wrecked his Lotus-Ford in the northwest chute, and George Snider and Don Branson also suffered crashes in turns one and the main straight, respectively, leading to repairs and adjustments for their teams.[29] Beyond the Speedway, preparations were shadowed by tragedies affecting potential participants. Veteran driver Walt Hansgen, slated to drive a Lola-Ford for the Mecom team, died on April 7 from injuries sustained in a testing crash at Le Mans while preparing a Ford GT40, prompting Graham Hill to replace him.[37] Similarly, Johnny Rutherford broke both arms in a sprint car accident at Eldora Speedway on April 3, forcing him to miss the entire season, including the Indy 500.[38] Teams focused heavily on refining rear-engine designs, which dominated the field with 29 of 33 qualifiers, but many encountered handling challenges such as oversteer in turns and inconsistent traction compared to the more stable front-engine roadsters.[39] Front-engine cars, like those powered by Offenhauser engines, offered greater reliability in straight-line speed and durability, providing a counterpoint as teams weighed the trade-offs between agility and endurance.[40]Time Trials
The time trials for the 1966 Indianapolis 500 spanned four days in May, structured to fill the 33-car starting field through competitive qualification runs, with drivers completing four laps to establish their average speeds.[5] The process emphasized precision and speed on the 2.5-mile oval, where rear-engine cars dominated the top spots amid ongoing technological shifts from traditional front-engine designs.[39] Pole Day on May 14 featured intense competition under chilly conditions, with 18 cars securing the initial spots in the field. Mario Andretti claimed the pole position with a record-breaking four-lap average of 165.899 mph in the #1 Hawk-Ford, shattering the previous mark and highlighting the potential of the rear-engine configuration.[5] A.J. Foyt, attempting to defend his title, crashed his Coyote-Ford into the wall but escaped uninjured, while Dan Gurney and others filled the front rows with speeds exceeding 162 mph.[41] Tragedy struck during the session when veteran driver Chuck Rodee lost control of his Watson-Offenhauser on his second warmup lap in Turn 1, backing into the outside wall; he was semi-conscious upon extraction and succumbed to his injuries two hours later at Methodist Hospital, marking the third qualifying fatality in Indy history.[42] The second day of time trials on May 15 focused on filling mid-pack positions, as faster cars had already locked in the top spots from Pole Day. Drivers like Billy Foster qualified at around 156 mph in the Vollstedt-Ford, securing a spot in row 4 and exemplifying the efforts to complete the initial 24-car provisional field without the pressure of pole contention.[29] Qualifying resumed on May 21 for the third day, allowing adjustments for cars bumped earlier or those seeking better positions, with nine more entries added to reach 33. Joe Leonard impressed in the #6 Eagle-Ford, posting a four-lap average of 159.56 mph to claim ninth on the grid and demonstrate the competitiveness of Dan Gurney's All American Racers team.[43] Bump Day on May 22 served as the final opportunity, where drivers vied to displace slower qualifiers and secure the last starting positions. Bud Tingelstad successfully bumped his way into the field with the #22 Gerhardt-Offenhauser at 159.144 mph, starting 27th and rounding out the grid amid tense last-minute runs.[44] The completed field boasted an average qualifying speed of 160.251 mph—the fastest in Indianapolis 500 history at the time—reflecting the era's advancing engine and chassis technologies, with the slowest qualifier, Bobby Grim, at 158.367 mph.[5]Starting Grid and Setup
Grid Positions
The starting grid for the 1966 Indianapolis 500 featured 33 cars arranged in an 11-row, three-wide formation, reflecting the ongoing shift toward rear-engine designs and the influence of Ford's quad-cam V8 engines. Mario Andretti, a rookie driving the Dean Van Lines Hawk-Ford, secured the pole position with a four-lap qualifying average of 165.899 mph, flanked by defending race winner Jim Clark in the STP Lotus-Ford on the inside-middle and George Snider in the Sheraton-Thompson Coyote-Ford on the outside-middle.[29][2] The full grid is presented below, with positions noted for rookies (R) and past winners (PW):| Row | Inside Position | Middle Position | Outside Position |
|---|---|---|---|
| 1 | 1. Mario Andretti (R) - Hawk-Ford | 2. Jim Clark (PW) - Lotus-Ford | 3. George Snider - Coyote-Ford |
| 2 | 4. Parnelli Jones (PW) - Shrike-Offy | 5. Lloyd Ruby - Eagle-Ford | 6. Gordon Johncock - Gerhardt-Ford |
| 3 | 7. Jim McElreath - Brabham-Ford | 8. Chuck Hulse - Watson-Ford | 9. Don Branson - Gerhardt-Ford |
| 4 | 10. Jerry Grant - Eagle-Ford | 11. Jackie Stewart (R) - Lola-Ford | 12. Billy Foster - Vollstedt-Ford |
| 5 | 13. Rodger Ward (PW) - Lola-Offy | 14. Johnny Boyd - BRP-Ford | 15. Graham Hill (R) - Lola-Ford |
| 6 | 16. Gary Congdon - Huffaker-Offy | 17. Mel Kenyon (R) - Gerhardt-Offy | 18. A.J. Foyt (PW) - Lotus-Ford |
| 7 | 19. Dan Gurney - Eagle-Ford | 20. Joe Leonard - Eagle-Ford | 21. Roger McCluskey - Eagle-Ford |
| 8 | 22. Jim Hurtubise - Gerhardt-Offy | 23. Al Unser (R) - Lotus-Ford | 24. Cale Yarborough (R) - Vollstedt-Ford |
| 9 | 25. Carl Williams - Gerhardt-Ford | 26. Arnie Knepper - Cecil-Ford | 27. Bud Tingelstad - Gerhardt-Offy |
| 10 | 28. Bobby Unser - Huffaker-Offy | 29. Eddie Johnson - Huffaker-Offy | 30. Al Miller - Lotus-Ford |
| 11 | 31. Bobby Grim - Watson-Offy | 32. Larry Dickson - Lola-Ford | 33. Ronnie Duman - Eisert-Ford |
Alternates and Failed Qualifiers
The qualification for the 1966 Indianapolis 500 was marked by fierce competition, with 72 entries competing for 33 grid spots, resulting in numerous drivers and teams falling short despite extensive preparation. The primary alternates were rookie Bob Hurt in the #36 Viking Racing Gerhardt-Offenhauser and Ronnie Duman in an initial entry for the Vollstedt-Ford team. Hurt's attempt ended without securing a position, highlighting the narrow margins in a field dominated by rear-engine innovations and high-powered Ford and Offenhauser engines.[29][32] Ten drivers were ultimately bumped during time trials, a process that intensified on the final day known as Bump Day, where slower qualifiers were displaced by faster late attempts. Notable among the failed qualifiers were veterans like Arnie Knepper in the #64 Vollstedt-Ford, as well as rookies like Bruce Jacobi in the #68 Rassey-Offenhauser and Jud Phillips in the #51 Silcox-Offenhauser. Mechanical failures, such as engine issues or chassis problems during runs, combined with insufficient four-lap average speeds, prevented these drivers from advancing, underscoring the technical demands of the 2.5-mile oval.[29] Ronnie Duman, initially the second alternate, successfully bumped into the field as the 33rd starter with a four-lap average of 158.646 mph in the #96 J. Frank Harrison Eisert-Ford, displacing a slower car and demonstrating the dramatic shifts possible on the last day. Rookie Larry Dickson achieved a similar feat, bumping in with the #34 Lola-Ford. The emotional strain was palpable for teams on the bubble, as seen with the Bardahl-All American Racers effort, where driver Lloyd Ruby's crew faced initial setbacks in setup and testing before Ruby secured the fifth starting position later in trials.[46][29] This level of contention reflected the era's transitional dynamics, with 28 rear-engine cars among the entrants pushing the limits of speed and reliability, leaving several promising efforts on the sidelines.The Race
Start and Early Laps
As the field prepared for the start of the 50th Indianapolis 500 on May 30, 1966, Speedway president Tony Hulman issued the traditional command, "Gentlemen, start your engines!"[4] Chief steward Harlan Fengler then dropped the green flag to commence the race, with pole-sitter Mario Andretti leading from the front row alongside Jim Clark and A.J. Foyt in third position.[47] Foyt, seeking his third 500 victory, made an aggressive early jump from the third spot on the grid, positioning himself prominently in the pack as the cars accelerated down the main straightaway.[39] Disaster struck almost immediately on the first lap, as a chain-reaction pileup involving 16 cars erupted entering Turn 1, triggered by mid-pack contact and aggressive positioning.[48] Drivers such as A.J. Foyt, Dan Gurney, Billy Foster, Arnie Knepper, Al Miller, Gary Congdon, Don Branson, and Larry Dickson were caught in the melee, with 11 cars eliminated from the race due to severe damage.[4][48] Foyt escaped with minor injuries, including a smashed finger and a bruised knee, but his car was too damaged to continue.[4] Officials threw a red flag to halt the race, clearing wreckage and debris for 1 hour and 24 minutes, the first such stoppage in Indianapolis 500 history.[49] With only 22 cars remaining, the race restarted successfully after a brief additional delay caused by Johnny Boyd's spin in Turn 1 on the initial restart attempt.[48] Andretti assumed the lead from the restart and held it for the first 16 laps, showcasing the speed of his Hawk-Ford before engine failure sidelined him.[48] Jim Clark then took over at the front, but Lloyd Ruby quickly emerged as a dominant force in the cleaned-up field, positioning his Eagle-Ford for an early challenge as the race settled into rhythm under 20 laps.[39][48]Mid-Race Developments
As the race progressed beyond the chaotic opening, Lloyd Ruby established dominance in his Dean Van Lines Eagle-Offy, leading a total of 68 laps primarily in the early stages after taking the lead on lap 65 following Jim Clark's first spin.[50] Ruby's stint was aided by the Offenhauser engine's reliability under green-flag conditions, where mandatory pit stops for fuel and tires became critical without the benefit of bunching under caution.[2] However, attrition began to thin the field, with notable retirements including Mario Andretti, who exited on lap 27 due to valve trouble in his Brawner Hawk-Ford, ending his pole-sitting run prematurely.[4] Clark, driving the STP Lotus-Ford, rebounded strongly after his lap 63 incident, regaining the lead on lap 76 following Ruby's fuel stop and holding it for 66 laps amid a series of position battles.[50] The Ford-powered entries, including Clark's, benefited from superior fuel efficiency, allowing longer stints between stops compared to the thirstier Offy engines, which helped maintain track position during green-flag racing.[51] Another significant retirement came early with A.J. Foyt, whose Coyote-Ford was eliminated in the lap 1 multi-car pileup, contributing to the reduced competition as the race settled into its middle phase.[2] Jackie Stewart's surge marked the most dynamic shift in the mid-race, as the rookie in John Mecom's Lola T90-Ford assumed the lead on lap 151 after Ruby was black-flagged for an oil leak, going on to dominate 40 laps with a growing advantage over the field.[49] Stewart's command showcased the Lola's handling prowess and the Ford V8's power delivery, pulling away by more than a lap before mechanical woes struck.[39] His run ended abruptly on lap 190 due to plummeting oil pressure, forcing a shutdown and handing the lead to Graham Hill, who capitalized on the green-flag pit cycles to maintain momentum.[52] These developments underscored the race's strategic depth, where fuel management and caution timing proved decisive amid ongoing mechanical challenges.Finish and Key Incidents
As the race progressed into its closing stages, Graham Hill capitalized on the leaders' misfortunes to overtake Jim Clark on lap 191, assuming the lead that he would hold through the final 10 laps.[29] Among the notable incidents that shaped the race's chaotic conclusion was Al Unser's crash on lap 161.[6] Later, Joe Leonard retired on lap 170 after stalling.[6] These events exemplified the high rate of mechanical failures and accidents, resulting in only seven cars still running at the finish—a record low for the Indianapolis 500.[6][4] Graham Hill crossed the finish line under the checkered flag to claim victory at an average speed of 144.317 mph, with Clark settling for second place 41.13 seconds behind.[6][4] Post-race inspections by officials confirmed Hill's win amid initial confusion over lap counts and leader signals from the pits.[4] Rookie Jackie Stewart delivered an impressive performance, leading briefly in the late stages before retiring on lap 190 due to oil pressure failure; despite the DNF, he was awarded Rookie of the Year honors for completing enough laps to place sixth on the timesheets.[53][29]Results and Analysis
Finishing Order and Statistics
Graham Hill won the 1966 Indianapolis 500 driving a Lola-Ford for the American Red Ball team, completing all 200 laps at an average speed of 144.317 mph.[29] Jim Clark finished second in a Lotus-Ford entered by STP, 41.13 seconds behind, while Jim McElreath placed third in a Moore-Ford for Zink-Urschel-Slick, just 8.76 seconds further back.[29] The race saw only seven cars classified as finishers, the fewest in Indianapolis 500 history up to that point, due to a combination of a massive opening-lap crash and ongoing mechanical issues.[4] The complete finishing order is as follows:| Finish Pos. | Start Pos. | Driver | Chassis-Engine | Entrant/Sponsor | Laps | Status |
|---|---|---|---|---|---|---|
| 1 | 15 | Graham Hill | Lola T90-Ford | American Red Ball (John Mecom) | 200 | Running |
| 2 | 2 | Jim Clark | Lotus 38-Ford | STP Gas Treatment (STP) | 200 | Running |
| 3 | 7 | Jim McElreath | Moore 66-Ford | Zink-Urschel-Slick (John Zink) | 200 | Running |
| 4 | 6 | Gordon Johncock | Gerhardt 66-Ford | Weinberger Homes (W&W) | 200 | Running |
| 5 | 17 | Mel Kenyon | Gerhardt 65-Offy | Gerhardt Offy (Fred Gerhardt) | 198 | Flagged |
| 6 | 11 | Jackie Stewart | Lola T90-Ford | Bowes Seal Fast (John Mecom) | 190 | Oil pressure |
| 7 | 29 | Eddie Johnson | Huffaker 64-Offy | Valvoline II (Vatis) | 175 | Stalled in pits |
| 8 | 28 | Bobby Unser | Huffaker 66-Offy | Vita Fresh Orange Juice (Van Liew) | 171 | Flagged |
| 9 | 20 | Joe Leonard | Eagle 66-Ford | Yamaha Eagle (All American Racers) | 170 | Engine |
| 10 | 10 | Jerry Grant | Eagle 66-Ford | Bardahl-Pacesetter (All American Racers) | 167 | Flagged |
| 11 | 5 | Lloyd Ruby | Eagle 66-Ford | Bardahl Eagle (All American Racers) | 166 | Cam stud |
| 12 | 23 | Al Unser | Lotus 38-Ford | STP Oil Treatment (STP) | 161 | Crash (NW turn) |
| 13 | 21 | Roger McCluskey | Eagle 66-Ford | G.C. Murphy (Lindsey Hopkins) | 129 | Oil line |
| 14 | 4 | Parnelli Jones | Shrike 66-Offy | Agajanian's REV 500 (Agajanian) | 87 | Wheel bearing |
| 15 | 13 | Rodger Ward | Lola T90-Offy | Bryant Heating (John Mecom) | 74 | Handling |
| 16 | 25 | Carl Williams | Gerhardt 66-Ford | Dayton Steel Wheel (Walther) | 38 | Oil line |
| 17 | 22 | Jim Hurtubise | Gerhardt 66-Offy | Gerhardt Offy (Fred Gerhardt) | 29 | Oil line |
| 18 | 1 | Mario Andretti | Hawk I-Ford | Dean Van Lines (Al Dean) | 27 | Valve |
| 19 | 3 | George Snider | Lotus 38-Ford | Sheraton-Thompson (Ansted-Thompson) | 22 | Crash (turn 1) |
| 20 | 8 | Chuck Hulse | Watson 66-Ford | Wynn's (Leader Card/Watson) | 22 | Crash (turn 1) |
| 21 | 27 | Bud Tingelstad | Gerhardt 66-Offy | Federal Engineering (Federal) | 16 | Radiator |
| 22 | 14 | Johnny Boyd | BRP 65-Ford | Prestone (Bryant) | 5 | Crash (turn 1) |
| 23 | 9 | Don Branson | Gerhardt 66-Ford | Leader Card Racer (Leader Card) | 0 | Crash (main straight) |
| 24 | 12 | Billy Foster | Vollstedt 66-Ford | Jim Robbins | 0 | Crash (main straight) |
| 25 | 16 | Gary Congdon | Huffaker 64-Offy | Valvoline (Vatis) | 0 | Crash (main straight) |
| 26 | 18 | A. J. Foyt | Lotus 38-Ford | Sheraton-Thompson (Ansted-Thompson) | 0 | Crash (main straight) |
| 27 | 19 | Dan Gurney | Eagle 66-Ford | All American Racers Eagle (AAR) | 0 | Crash (main straight) |
| 28 | 24 | Cale Yarborough | Vollstedt 65-Ford | Jim Robbins | 0 | Crash (main straight) |
| 29 | 26 | Arnie Knepper | Cecil 66-Ford | Sam Liosi (DVS Inc.) | 0 | Crash (main straight) |
| 30 | 30 | Al Miller | Lotus 29-Ford | Jerry Alderman Ford Lotus (Alderman) | 0 | Crash (main straight) |
| 31 | 32 | Wally Dallenbach | Watson 66-Offy | Leader Card (Watson) | 0 | Crash (main straight) |
| 32 | 33 | Larry Dickson | Lola T80-Ford | Michner Petroleum | 0 | Crash (main straight) |
| 33 | 31 | Ronnie Duman | Eisert 66-Ford | Harrison (J. Frank Harrison) | 0 | Crash (main straight) |