1967 Indianapolis 500
The 1967 Indianapolis 500 was the 51st running of the annual automobile race, started on Tuesday, May 30, 1967, at the Indianapolis Motor Speedway in Speedway, Indiana, but halted by rain after 18 laps and completed the next day under clear skies.[1] A.J. Foyt won the 200-lap event for the third time in his career, driving a Coyote-Ford entered by Ansted-Thompson Racing, after inheriting the lead when Parnelli Jones's STP-Paxton Turbocar, powered by a Pratt & Whitney turbine, failed due to a $6 transmission bearing failure after 196 laps (four laps from the finish), despite having led 171 laps.[2][3][4][5] Mario Andretti (No. 1 Hawk-Ford for Dean Van Lines) captured the pole position with a qualifying speed of 168.982 mph, ahead of Dan Gurney (No. 74 Eagle-Ford for All American Racers) and Gordon Johncock (No. 3 Gerhardt-Ford for Gilmore Broadcasting) on the front row, while the race was completed in 3 hours, 18 minutes, and 24 seconds at an average speed of 151.207 mph.[1] The event unfolded under clear skies with cool temperatures around 59°F on the completion day, ideal for the turbine's performance but challenging for conventional piston engines.[4] The 1967 race featured one of the most international and talented fields in Indianapolis 500 history, drawing top drivers from Formula One including world champions Jim Clark, Graham Hill, Denny Hulme, and Jackie Stewart, alongside American stars like the Unser brothers, Dan Gurney, and Cale Yarborough.[3] Innovations dominated the entry list, most notably Andy Granatelli's Pratt & Whitney turbine-powered "Silent Sam" driven by Jones, which revolutionized racing with its jet-like efficiency and led 171 laps before its dramatic failure.[3] Foyt, starting fourth, led a total of 27 laps, including the final four, but demonstrated savvy fuel conservation and tire management to secure victory by 3.96 seconds over Al Unser, who finished second in a Lola-Ford after completing 198 laps.[1] New Zealand's Denny Hulme earned Rookie of the Year honors with a fourth-place finish in an Eagle-Ford, while the top five were rounded out by Joe Leonard (third, Coyote-Ford) and Jim McElreath (fifth, Moore-Ford).[6] The race saw 10 caution periods for a total of 50 laps due to crashes and mechanical issues, including multi-car incidents involving drivers like Roger McCluskey and Bobby Unser, though no fatalities occurred.[1] With three lead changes and a competitive battle between piston and turbine technologies, the 1967 Indianapolis 500 highlighted the sport's evolution amid USAC Championship Trail regulations, ultimately banning turbines for 1968 due to the controversy.[3] Foyt's win marked his third USAC national championship and solidified his legacy, while the event's blend of global talent and technological drama made it a pivotal chapter in IndyCar history.[2]Background
Championship context
The 1967 USAC National Championship season featured a demanding schedule of 21 races across ovals, road courses, and dirt tracks, with the early portion setting the stage for the prestigious Indianapolis 500 as the third event on the calendar. The season opened on April 9 at Phoenix International Raceway with the Jimmy Bryan Memorial 150-mile race on the one-mile oval, where Lloyd Ruby claimed victory in a Mongoose-Offenhauser, edging out Roger McCluskey's Eagle-Ford by a narrow margin.[7] Two weeks later, on April 23, Mario Andretti dominated the Trenton 150 at the one-mile Trenton Speedway, leading much of the race in his Hawk-Ford to secure his first win of the year and maintain momentum as the defending champion.[8] These initial races highlighted the blend of pavement ovals and emerging international talent, drawing fields of established USAC drivers and foreshadowing the intense competition at Indy.[9] Entering the month of May, team preparations intensified with prominent lineups poised for the 500-mile classic. A.J. Foyt, a four-time prior USAC champion, fielded his newly designed Coyote-Ford chassis for the Ansted-Thompson team, powered by a 255-cubic-inch Ford V8 that emphasized speed and reliability on superspeedways.[10] Mario Andretti returned with the Dean Van Lines squad in a Hawk-Ford, leveraging his recent Trenton success, while other key entries included Roger McCluskey's Eagle-Ford for Lindsey Hopkins and Joe Leonard's Coyote-Ford backup for Foyt. International interest surged with New Zealand's Denny Hulme making his USAC debut in an Eagle-Ford prepared by legendary mechanic Smokey Yunick, bringing Formula 1 experience from his ongoing season.[11] These configurations reflected teams' focus on optimizing chassis-engine pairings for the Brickyard's unique demands. The competitive landscape was defined by the escalating rivalry between Ford's potent V8 engines and the venerable Offenhauser four-cylinder powerplants, with Ford's double-overhead-cam design proving dominant in early-season speed trials and qualifying simulations.[12] Offenhauser, long the staple of USAC success, held strong in torque-heavy scenarios but faced challenges from Ford's higher-revving output, influencing team strategies and engine allocations ahead of Indy. As the season's centerpiece, the Indianapolis 500 boasted a total prize purse of $734,834, dwarfing earlier events and incentivizing top performers like Foyt and Andretti to prioritize preparation for the high-stakes showdown.[13]Innovations and rule changes
The 1967 Indianapolis 500 introduced significant technical innovations, most notably the debut of the STP-Paxton Turbocar, a revolutionary gas turbine-powered race car designed by engineer Ken Wallis for team owner Andy Granatelli. This four-wheel-drive vehicle, powered by a modified Pratt & Whitney Canada PT6 turboprop engine, represented a radical departure from conventional piston-engine designs, offering superior power delivery and near-silent operation.[14] The car's innovative layout placed the driver alongside the turbine for better weight distribution, and it qualified third at 166.074 mph, highlighting the potential of turbine technology.[15] USAC rules permitted turbine engines by limiting their annular air intake area to a maximum of 23.999 square inches, an equivalence designed to align their power output with traditional piston engines capped at around 450-500 cubic inches of displacement. This regulatory framework aimed to foster innovation while maintaining competitive balance, though it sparked debates over turbine advantages in acceleration and fuel efficiency. Post-race, USAC further restricted the intake to 15.999 square inches for 1968, effectively curbing turbine dominance.[15][16] Another key development was the return of Goodyear tires as a competitor at the Indianapolis 500 in 1964 after an absence since 1953, intensifying the rivalry with longtime supplier Firestone and spurring advancements in tire compounds for higher speeds and grip. Goodyear supplied 12 cars in 1967, including A.J. Foyt's winning Coyote-Ford, breaking Firestone's streak of 13 consecutive victories from 1954 to 1966. USAC enforced tire allocation rules to promote fairness, requiring suppliers to provide tires to all entrants without exclusivity.[17][18][19] Minor rule adjustments by USAC focused on safety and speed control following the record-breaking 1966 race, including a strict 75-gallon limit on fuel tank capacity using methanol (with gasoline banned) to mandate pit stops and reduce fire risks. Additionally, the enforcement of a 4.5-liter (approximately 275 cubic inch) displacement cap for double-overhead-cam piston engines, such as the Ford DOHC V8, aimed to temper escalating track speeds while accommodating the rear-engine revolution. These changes collectively influenced car designs, prioritizing efficiency and reliability over raw power.[20][21]Practice sessions
Rookie orientation and testing
The Rookie Orientation Program for the 1967 Indianapolis 500 required novice drivers to complete a series of supervised laps at progressively increasing speeds to ensure they could safely handle the demands of the 2.5-mile superspeedway. Rookie tests began in late April, with drivers needing to pass phases typically starting at around 130 mph and building to 145 mph or higher under light traffic conditions. Chris Amon was among the first to complete these sessions, passing the initial three phases—10 laps each at 130 mph, 135 mph, and 140 mph—on April 29, followed by the 145-mph phase on April 30 in the #28 George R. Bryant entry.[12] Norm Brown also took advantage of the early opportunity, completing similar phases in the #49 car during the same period.[12] Denis Hulme, driving the #69 City of Daytona Beach Eagle-Ford, successfully passed his rookie test shortly before the main practice period, marking his debut at the Speedway despite prior testing experience there.[22] Other notable rookies who completed their orientation and went on to qualify included Wally Dallenbach, Art Pollard, Jochen Rindt, and Lee Roy Yarbrough, bringing a total of five newcomers to the 33-car field.[23] These sessions allowed inspectors and officials to evaluate the drivers' control, attitude, and adherence to United States Auto Club (USAC) safety protocols before granting full practice clearance.[12] Practice sessions opened on May 7, providing teams with six days of open running through May 12 to refine setups and address mechanical concerns ahead of time trials. Early activity focused on low-traffic shakedowns, with speeds gradually climbing as confidence grew; veteran drivers like Joe Leonard posted representative laps in the 160-mph range aboard Ford-powered machines, setting the tone for competitive pace.[12] Ford stock-block engines, used in several entries as a cost-effective alternative to the pricier DOHC variants, showed initial reliability challenges, including overheating and power inconsistencies during extended runs, prompting teams to experiment with cooling modifications.[24] Team testing emphasized aerodynamic stability, with adjustments to rear wing angles proving crucial for maintaining control through the track's high-speed corners, particularly for rear-engine chassis prone to lift. The era's turbine rule allowances enabled innovative designs, and the STP-Paxton Turbocar made its debut on-track runs during these sessions, as Parnelli Jones piloted the four-wheel-drive prototype to assess its helicopter-derived turbine's throttle response and handling under load.[25] By May 12, the DOHC Ford—victor in the prior two 500s—demonstrated strong potential in preliminary laps, averaging competitive times while teams ironed out gearbox durability for the demanding oval.[12]Final practice and Carburetion Day
The final practice sessions in late May 1967 focused on optimizing car setups for the upcoming time trials, with teams emphasizing handling, engine reliability, and tire performance under race-like conditions. As practice concluded on May 21, several drivers had already exceeded 160 mph in unofficial laps, signaling the competitive speeds expected during qualification. Goodyear, returning as a major tire supplier after nearly five decades, conducted wear tests with their compounds on various chassis to ensure durability over extended runs, marking a key preparation for their challenge against dominant Firestone entries.[3] Carburetion Day on May 26 served as the last open practice opportunity, allowing teams to simulate race scenarios, including longer stints and pit stop procedures, to refine strategies before the Memorial Day weekend events. During this session, drivers logged high-speed laps to shake down their machines, with Mario Andretti posting the month's fastest practice lap at 169.779 mph in his Brawner Hawk-Ford, underscoring the elevated pace of the field. A.J. Foyt also ran strongly in his Coyote-Ford, reporting good handling.[4] Incidents during the concluding practices highlighted the fine line between speed and safety, as teams pushed limits with powerful Ford and Offenhauser engines. Notable crashes included Chris Amon's Lotus-Ford hitting the wall in turn 4 on May 10, Jochen Rindt's Eagle in a separate session, and Lee Roy Yarbrough's contact later in the month, all resulting in minor damage but no serious injuries. Engine failures plagued several outfits, forcing hasty repairs and contributing to a tally of over 70 qualification attempts from an initial pool of around 90 entries, ultimately confirming 33 starters plus reserves. By the end of practice, all rookies had completed their orientation requirements, setting the stage for time trials.[3][26]Time trials
Pole Day
Pole Day for the 1967 Indianapolis 500 commenced on Saturday, May 13, under clear skies with temperatures around 70°F, providing ideal conditions for high-speed qualifying runs. The session started at 11:00 a.m. EDT and ran until approximately 6:00 p.m., as drivers competed to secure the top nine starting positions, which carried prestige and the inside lines for the race. Leading into the day, final practice sessions had seen Mario Andretti post the month's fastest practice lap, signaling strong contention for the pole.[27][28][4] Early attempts set a competitive tone, with Joe Leonard recording a four-lap average of 166.098 mph in A. J. Foyt's Coyote-Ford for Sheraton-Thompson, initially claiming the provisional pole. This mark was quickly eclipsed by Dan Gurney's run of 167.224 mph in the All American Racers' Eagle-Ford, positioning him on the front row. Andretti then raised the bar dramatically, qualifying on the pole with a record-setting four-lap average of 168.982 mph in the Dean Van Lines Brawner Hawk-Ford, including a single-lap high of 169.779 mph that broke the previous year's track record by over 3 mph. His effort bumped Leonard and others from the top spots, securing the inside position amid intense rivalry among Ford-powered entries.[29][4][30] Gordon Johncock completed the front row in third place at 166.559 mph driving the Gilmore Broadcasting Coyote-Ford, followed closely by A. J. Foyt (166.425 mph) and Al Unser (166.411 mph) in their respective Foyt and Bardahl entries. A highlight was Parnelli Jones' qualifying in the innovative STP Paxton turbine car, averaging 166.075 mph over four laps to take sixth position; the silent, jet-like machine's run, with identical speeds of 166.482 mph on the first two laps, demonstrated its potential despite the unconventional powerplant. In total, 11 qualifying attempts filled the initial grid spots, setting the stage for subsequent sessions to complete the field.[4][2]Qualification days
The qualification days for the 1967 Indianapolis 500 took place on May 14, May 20, and May 21, allowing drivers to secure the remaining grid spots after the initial pole day efforts. These sessions followed the standard format of four-lap runs, where drivers aimed for consistent speeds across all laps to achieve the highest average, with the field progressively filling as cars locked in positions without immediate threat of bumping until the final day. Emphasis was placed on engine tuning, particularly with Ford DOHC V8s dominating the field, to maintain reliability and speed over the aggregate laps rather than risking all-out single-lap bursts.[2][12] On May 14, the first qualification day, several drivers filled middle-row positions, but incidents highlighted the challenges of the 2.5-mile oval. Jim Hurtubise, driving his Mallard-Offenhauser roadster, experienced a spin during his run but managed to complete enough laps for a partial qualification at 162.411 mph, temporarily securing a spot before later being bumped. This event underscored the narrow margins in time trials, where contact with the guardrail could jeopardize an entire attempt. By the end of the day, the field had begun to take shape with about 15 cars locked in.[3] May 20 saw significant activity as the field expanded, reaching 29 cars by the session's close, with drivers focusing on steady performances to avoid mechanical failures under the pressure of multiple attempts. Notable among the qualifiers were British entries making strong showings: Graham Hill secured 10th position with a four-lap average of 163.691 mph in his STP Lotus-Ford, demonstrating the potential of international talent adapting to the Speedway's demands. Similarly, Jackie Stewart qualified 13th at 162.875 mph in the Bowes Seal Fast Lola-Ford, further highlighting the competitive edge of European drivers in the rear-engine era. These efforts contributed to a diverse grid, blending USAC veterans with Formula 1 stars, as teams fine-tuned setups for consistency amid rising speeds that approached but did not surpass the pole benchmark of 168.982 mph set earlier.[31][12] The May 21 session, serving as Bump Day, featured intense competition as drivers fought to secure or defend the final spots in the 33-car field, with several bumping incidents occurring to displace the slowest provisional qualifiers. Drivers like those in Ford-powered entries prioritized lap-to-lap balance, reflecting the evolving strategy where outright speed was secondary to completing all four laps cleanly, as partial runs like Hurtubise's earlier incident could limit options. This phase solidified the field's composition, with key qualifiers such as Jackie Stewart and Graham Hill bumping their way in, while Jim Hurtubise was ultimately bumped after his final attempt, setting the stage for the race while emphasizing the technical advancements in engine management that defined the 1967 time trials.[3][30]Bump Day
Bump Day for the 1967 Indianapolis 500 took place on Sunday, May 21, serving as the last chance for drivers to claim or defend spots in the 33-car starting field amid fierce competition to displace the slowest qualifiers. The session unfolded under high pressure, with several drivers mounting final attempts to post faster four-lap averages and bump out incumbents from earlier qualification days. Qualifying runs continued until 6:00 p.m., after which the field was finalized, and alternates were immediately designated based on the next-fastest times.[3] Notable dramatic events included British drivers Jackie Stewart and Graham Hill bumping their way into the field; Stewart secured 24th position at 162.875 mph in the Bowes Seal Fast Lola-Ford, while Hill took 10th at 163.691 mph in the STP Lotus-Ford. Additionally, Jim Hurtubise's attempt in his front-engined Mallard-Offenhauser resulted in a speed of approximately 161.936 mph, leading to him being bumped from the field. The slowest qualifier was Larry Dickson at 162.543 mph. High-profile British entrant Colin Chapman, founder of Lotus Cars and collaborator with STP team owner Andy Granatelli, faced significant setbacks with mechanical troubles in the Lotus-Ford backups intended as contingencies for the turbine program; these issues, including engine failures during testing and setup, prevented additional Lotus entries from qualifying despite late efforts on Bump Day. Meanwhile, the innovative STP-Paxton Turbocar conducted a reserve qualification run to affirm its capabilities, clocking speeds that confirmed its competitive edge beyond its initial Pole Day effort, though it remained the team's primary machine.[3][2][32][33][34] With the session's close at 6:00 p.m., the 33 positions were locked, setting the stage for potential race-week substitutions from the bumped or reserve list.[35]Starting grid
Front row and early rows
The front row for the 1967 Indianapolis 500 featured Mario Andretti on the inside in the #1 Hawk-Ford, securing the pole position with a four-lap qualifying average of 168.982 mph, marking the fastest qualifying run in Indy history at that time.[3][2] Dan Gurney occupied the middle position in the #74 Eagle-Ford, posting a 167.224 mph average, while Gordon Johncock started on the outside in the #3 Gerhardt-Ford at 166.559 mph.[3] All three front-row cars were powered by the potent Ford 255 cubic inch quad cam V8 engine, highlighting the dominance of Ford power in the high-speed qualifying phase.[2] Row two consisted of A.J. Foyt on the inside in the #14 Coyote-Ford at 166.289 mph, Joe Leonard in the middle with the #4 Coyote-Ford averaging 166.098 mph, and Parnelli Jones on the outside driving the innovative #40 Granatelli turbine car, which qualified at 166.075 mph.[3] Foyt's placement in the second row positioned him as a strong contender for the lead from the start, given the inside line's traditional advantage in conserving momentum through the corners.[2] The turbine's unique Pratt & Whitney engine represented a experimental outlier amid the Ford-heavy field, drawing attention for its potential to challenge the conventional piston engines.[3] Subsequent early rows showcased a blend of established talents and engine varieties. Row three included Lloyd Ruby inside in the #25 Mongoose-Offy at 165.229 mph, Bobby Unser in the middle with the #6 Eagle-Ford at 164.752 mph, and Al Unser on the outside in the #5 Lola-Ford averaging 164.594 mph.[3] Row four featured George Snider inside in the #26 Mongoose-Ford (164.256 mph), Jim McElreath in the #2 Moore-Ford (164.241 mph), and Bobby Grim outside in the #39 Gerhardt-Offy (164.084 mph).[3] Row five had Art Pollard inside in the #16 Gerhardt-Offy (163.897 mph), Mel Kenyon in the #15 Gerhardt-Offy (163.778 mph), and Wally Dallenbach on the outside in the #53 Huffaker-Offy at 163.540 mph.[3] Overall, the starting field of 33 cars included 24 powered by Ford engines, 8 by Offenhauser (Offy), and 1 turbine, with the early rows reflecting Ford's speed edge in qualifying averages that positioned them as predicted early leaders.[2][4]| Starting Position | Driver | Car # | Chassis/Engine | Qualifying Speed (mph) |
|---|---|---|---|---|
| 1 (Row 1 Inside) | Mario Andretti | 1 | Hawk/Ford | 168.982 |
| 2 (Row 1 Middle) | Dan Gurney | 74 | Eagle/Ford | 167.224 |
| 3 (Row 1 Outside) | Gordon Johncock | 3 | Gerhardt/Ford | 166.559 |
| 4 (Row 2 Inside) | A.J. Foyt | 14 | Coyote/Ford | 166.289 |
| 5 (Row 2 Middle) | Joe Leonard | 4 | Coyote/Ford | 166.098 |
| 6 (Row 2 Outside) | Parnelli Jones | 40 | Granatelli/Turbine | 166.075 |
| 7 (Row 3 Inside) | Lloyd Ruby | 25 | Mongoose/Offy | 165.229 |
| 8 (Row 3 Middle) | Bobby Unser | 6 | Eagle/Ford | 164.752 |
| 9 (Row 3 Outside) | Al Unser | 5 | Lola/Ford | 164.594 |
| 10 (Row 4 Inside) | George Snider | 26 | Mongoose/Ford | 164.256 |
| 11 (Row 4 Middle) | Jim McElreath | 2 | Moore/Ford | 164.241 |
| 12 (Row 4 Outside) | Bobby Grim | 39 | Gerhardt/Offy | 164.084 |
| 13 (Row 5 Inside) | Art Pollard | 16 | Gerhardt/Offy | 163.897 |
| 14 (Row 5 Middle) | Mel Kenyon | 15 | Gerhardt/Offy | 163.778 |
| 15 (Row 5 Outside) | Wally Dallenbach | 53 | Huffaker/Offy | 163.540 |
Alternates and failed qualifiers
The 1967 Indianapolis 500 attracted 77 entries vying for the 33-car field, with qualification determined by four-lap average speeds recorded during time trials over Pole Day, two Qualification Days, and Bump Day, where slower cars could be displaced by faster late attempts.[36] The United States Auto Club (USAC) rules limited the starting grid to 33 cars, and any bumped drivers or teams could appeal to USAC officials for reinstatement, though such appeals were rare and typically unsuccessful unless technical issues were proven.[3] The primary alternate position went to Lucien Bianchi in the #27 Vollstedt-Ford (163.04 mph). Backup alternates included Bob Hurt's #29 Gerhardt-Offenhauser, clocked at 161.261 mph in a late attempt that fell short of bumping back in, positioning it as a potential replacement if a starter scratched.[3] No cars ultimately scratched before the race, leaving the alternates on standby without entry. Jerry Grant initially held a provisional spot with #78 (162.352 mph) but was bumped on Bump Day by Graham Hill (#81 Lotus-Ford, 163.317 mph); Grant then re-qualified successfully with #42 Eagle-Ford at 163.808 mph, securing 30th position.[3][12] Among prominent did-not-qualify (DNQ) efforts, Team Lotus's #84 entry—a Lotus 38-Ford prepared under Colin Chapman's direction—failed due to persistent handling issues exacerbated by the Speedway's bumpy surface.[37] Similarly, Johnny Rutherford's initial qualifying run in the #45 Weinberger Homes Eagle-Ford ended in mechanical failure on the car's fourth lap, though he later secured a starting spot with a backup attempt at 162.859 mph; the early setback highlighted the high risk of engine and component stress under qualifying loads.[38] Other notable DNQs included a crash by Chris Amon in the #28 BRP-Ford during practice and Ralph Liguori in the #35 American Red Ball Watson-Offy, alongside withdrawals like Lorenzo Bandini's #32 Ferrari-backed entry due to team priorities shifting to Formula 1.[3][39] These failures underscored the intense competition, where even established teams struggled with reliability and adaptation to the 2.5-mile oval's demands.Race report
Pre-race and start
The pre-race ceremonies for the 1967 Indianapolis 500 followed longstanding traditions at the Indianapolis Motor Speedway. The Purdue University Marching Band performed the national anthem, a role the ensemble held from 1965 through 1981.[40] This was followed by the singing of "(Back Home Again in Indiana)," delivered by Russ Wunderlich as a last-minute stand-in after organizers overlooked booking a soloist.[41] Speedway president Tony Hulman then delivered the iconic command, "Gentlemen, start your engines," igniting the 33-car field in preparation for the race.[42] After warm-up laps and positioning on the starting grid—where Mario Andretti occupied the pole position, ahead of Dan Gurney in second, Gordon Johncock in third, and A. J. Foyt in fourth—the green flag dropped at 11:00 a.m. EDT under partly cloudy skies with an air temperature of approximately 62°F.[27][42] Andretti surged ahead to lead the opening lap at a record pace, but Parnelli Jones in the innovative STP-Paxton Turbocar quickly assumed the lead on lap 2, setting a dominant early rhythm.[42] The initial stages proceeded cautiously, with a yellow flag waving on lap 7 for debris scattered on the track, which bunched the field without causing significant disruptions. Jim McElreath also encountered a brief spin during this period but avoided major damage, rejoining the pack effectively.[42] These early interruptions kept the 33 starters in close formation as Jones began to pull away in the turbine-powered machine.Rain delay and restart
The 1967 Indianapolis 500 was interrupted by rain after completing just 18 laps on Tuesday, May 30.[43] The race had started at 11:00 a.m. local time under threatening skies, with Parnelli Jones taking the lead from lap 2 onward in the innovative STP-Paxton Turbocar.[44][4] Officials red-flagged the event as steady rain fell, marking the first time in Indy 500 history that the race would carry over to a second day.[44] Overnight drying efforts allowed the track to be prepared for resumption under United States Auto Club (USAC) regulations, which mandated continuing from the point of interruption with the original leader retaining position.[44] On Wednesday, May 31, the race restarted at 10:00 a.m. with a single-file rolling start behind the pace car, Jones again leading the field of 33 cars for the remaining 182 laps to complete the full 200-lap distance.[44][42] The restart proceeded cautiously, as a yellow caution flag was immediately displayed on lap 19 due to oil deposits on the racing surface, prompting a brief cleanup period.[42] Racing resumed under green conditions on lap 25, with Jones holding his lead intact amid the cool, overcast conditions.[42]Mid-race summary
Following the restart, Parnelli Jones in the innovative STP-Paxton Turbocar quickly reasserted dominance, leading the majority of the race with a total of 171 laps at the front.[2] The turbine-powered machine's efficiency allowed Jones to conserve fuel while maintaining a lower line through the turns and accelerating powerfully on the straights, gradually building a lead that reached up to 50 seconds by the midway point.[4] A brief interruption in Jones's command occurred on lap 52, when Lee Roy Yarbrough spun in turn four, forcing Jones to check up and spin to avoid contact; Dan Gurney inherited the lead for the next two laps before Jones regained it on lap 54 and held it uninterrupted thereafter until the final stages.[4] No caution flag was thrown for the incident, and the field continued under green. Meanwhile, A.J. Foyt methodically advanced through the pack, capitalizing on pit cycles around laps 50 and 100 to gain positions on fuel and tire stops, reaching second place by lap 98 where he began pressuring Jones closely.[4] Some Offenhauser-powered entries, including those of drivers like Jim McElreath, encountered early tire wear issues that hampered their pace in the top 10 battles.[2] Mario Andretti, starting from the pole, mounted a strong charge early in the restart, contending for second in the top 10 skirmishes, but his momentum was halted on lap 58 when he lost a wheel in turn one, sidelining him several laps down after repairs.[4] Additional minor disruptions included Yarbrough's accident on lap 87 and George Snider's crash on lap 99, both without cautions, as well as Johnny Rutherford's wreck on lap 103; these incidents shuffled the midfield but did not significantly affect the leaders.[2] Jochen Rindt retired on lap 108 due to a broken valve, further thinning the competitive field behind Jones and Foyt.[3]Finish and key incidents
As the 1967 Indianapolis 500 approached its conclusion, Parnelli Jones dominated in the innovative STP-Paxton Turbocar, maintaining a lead of nearly a full lap over the field. On lap 197, however, a $6 transmission bearing failed, causing the gearbox to lock in neutral and forcing Jones to coast slowly to the pits for repairs. This unexpected mechanical issue relegated him to a sixth-place finish, elevating A.J. Foyt from second to the lead with just four laps remaining.[45][46] Foyt, driving the Sheraton-Thompson Coyote-Ford, held steady in the ensuing laps but faced high drama on the final circuit. Exiting turn 4, he encountered a chaotic four-car incident on the frontstretch: Bobby Grim's turbocharged Offenhauser suffered a suspension failure, sending it crashing into the wall and scattering debris. Chuck Hulse and Carl Williams collided while attempting to dodge the wreckage, while Bud Tinglestad and Larry Dickson spun out to avoid involvement, briefly blocking the racing line. Anticipating the hazard from his premonition, Foyt eased off the throttle and threaded through safely, taking the checkered flag for his third Indy 500 triumph by 2 minutes and 38 seconds ahead of runner-up Al Unser. Joe Leonard completed the podium in third.[42][4] The event featured 10 caution periods totaling 64 minutes, largely due to spins, crashes, and the earlier rain interruption. The official elapsed time stood at 3 hours, 18 minutes, and 24 seconds, with the checkered flag waving at 5:36 p.m. on May 31 after the race's resumption from the previous day's delay.[42]Results
Finishing positions
A.J. Foyt won the 1967 Indianapolis 500, completing all 200 laps at an average speed of 151.207 mph after the race was halted by rain after 18 laps on May 30 and resumed on May 31.[2] Al Unser finished second, 2 laps behind Foyt.[2] The top five finishers dominated with Ford-powered entries, highlighting the era's rear-engine revolution at the Speedway.| Position | Driver | Car/Team | Laps Completed | Status/Margin | Notes |
|---|---|---|---|---|---|
| 1 | A.J. Foyt | Coyote-Ford (Ansted-Thompson Racing) | 200 | Winner, 151.207 mph | Led 27 laps total.[2] |
| 2 | Al Unser | Lola-Ford (Mecom Racing) | 198 | Running, 2 laps down | Rookie performance in his Indy debut; later became a four-time winner.[2] |
| 3 | Joe Leonard | Coyote-Ford (Ansted-Thompson Racing) | 197 | Running, 3 laps down | Foyt's teammate; strong mid-race pace but faded in the final stint.[2] |
| 4 | Denny Hulme | Eagle-Ford (City of Daytona Beach) | 197 | Running, 3 laps down | Led 0 laps. Rookie of the Year.[2] |
| 5 | Jim McElreath | Moore-Ford (Patrick/McElreath) | 197 | Running, 3 laps down | Led 0 laps.[2] |