By Peter M. DeLorenzo
Detroit. Racing a car, motorcycle or anything with some sort of power is a pursuit like no other. It is a passionate endeavor requiring an obsessive single-mindedness that consumes the people involved to a degree that outsiders find hard to understand. Ask any driver who has competed at the top level, and they will tell you that there is nothing half-assed about what they do, because the focus required is almost incomprehensible. Drivers talk about being in "the zone" - a strange state of mind that takes over their entire being while they're racing - when the faster they go the more things seem to slow down for them. They're aware of everything around them, but at the same time their focus on the task at hand is impenetrable, because anything less can result in a mistake that will likely have severe consequences. Racers are indeed a rare breed, willing to sacrifice everything for the pursuit of what they love to do, to the detriment of everything else. These racers have left an indelible mark on the sport. Drivers who were fierce competitors, flawed heroes and incredible, gifted talents. Their legacies are what make the sport of motor racing so fascinating. In the next few issues of "Fumes" I will recall some of my favorites. This week, we're focusing on one of America's all-time greats: Parnelli Jones.
Rufus Parnelli Jones could drive anything, anywhere, at any time - and win. And he was one of the toughest competitors that ever got behind the wheel of a racing car. He was the first driver to average over 150 mph at the Indianapolis Motor Speedway, winning the pole with a speed of 150.370 mph in 1962. He won the Indy 500 in 1963, and he was dominating the 1967 Indy 500 in Andy Granatelli's STP Turbine-powered machine when it broke down with just three laps to go. He won in midgets, sprint cars, stock cars, at Pikes Peak (winning in a Mercury Marauder prepared by Bill Stroppe in 1963, while setting a new stock car record), and even in off-road machines, winning the Mexican 1000, Baja 500 and Mint 400 in his "Big Oly" Bronco.
My favorite memories of Parnelli, however, were from the 1967-1970 SCCA Trans-Am seasons when he wheeled a factory Bud Moore Mercury Cougar ('67) and Ford Mustang Boss 302s ('68-'70). Parnelli was absolutely spectacular in those Mustangs, battling Mark Donohue in the Penske Camaros (1968-69) and Penske Javelin (1970) and even his own teammate - George Follmer - in that milestone 1970 season, when the best factory and independent drivers in American road racing went at it, week-in and week-out. Parnelli asked no quarter and gave no quarter - he and George banged each other off of the racetrack twice during the 1970 Mid-Ohio Trans-Am round - and he delivered the Trans-Am Championship to Ford that season. Parnelli went into car ownership after retiring from driving, starting Vel's Parnelli Jones Racing and winning the Indy 500 in 1970 and 1971 with Al Unser driving the "Johnny Lightning Special." The team also won the USAC National Championship in 1970, 1971 and 1972. Jones is in every Hall of Fame you can thing of and deservedly so, but I will always remember him willing his Mustang to victory in that 1970 Trans-Am season. Parnelli was born in Texarkana, Arkansas, on August 23, 1933. He left us last Tuesday, June 4, at the age of 90.
Detroit. Racing a car, motorcycle or anything with some sort of power is a pursuit like no other. It is a passionate endeavor requiring an obsessive single-mindedness that consumes the people involved to a degree that outsiders find hard to understand. Ask any driver who has competed at the top level, and they will tell you that there is nothing half-assed about what they do, because the focus required is almost incomprehensible. Drivers talk about being in "the zone" - a strange state of mind that takes over their entire being while they're racing - when the faster they go the more things seem to slow down for them. They're aware of everything around them, but at the same time their focus on the task at hand is impenetrable, because anything less can result in a mistake that will likely have severe consequences. Racers are indeed a rare breed, willing to sacrifice everything for the pursuit of what they love to do, to the detriment of everything else. These racers have left an indelible mark on the sport. Drivers who were fierce competitors, flawed heroes and incredible, gifted talents. Their legacies are what make the sport of motor racing so fascinating. In the next few issues of "Fumes" I will recall some of my favorites. This week, we're focusing on one of America's all-time greats: Parnelli Jones.
Rufus Parnelli Jones could drive anything, anywhere, at any time - and win. And he was one of the toughest competitors that ever got behind the wheel of a racing car. He was the first driver to average over 150 mph at the Indianapolis Motor Speedway, winning the pole with a speed of 150.370 mph in 1962. He won the Indy 500 in 1963, and he was dominating the 1967 Indy 500 in Andy Granatelli's STP Turbine-powered machine when it broke down with just three laps to go. He won in midgets, sprint cars, stock cars, at Pikes Peak (winning in a Mercury Marauder prepared by Bill Stroppe in 1963, while setting a new stock car record), and even in off-road machines, winning the Mexican 1000, Baja 500 and Mint 400 in his "Big Oly" Bronco.
My favorite memories of Parnelli, however, were from the 1967-1970 SCCA Trans-Am seasons when he wheeled a factory Bud Moore Mercury Cougar ('67) and Ford Mustang Boss 302s ('68-'70). Parnelli was absolutely spectacular in those Mustangs, battling Mark Donohue in the Penske Camaros (1968-69) and Penske Javelin (1970) and even his own teammate - George Follmer - in that milestone 1970 season, when the best factory and independent drivers in American road racing went at it, week-in and week-out. Parnelli asked no quarter and gave no quarter - he and George banged each other off of the racetrack twice during the 1970 Mid-Ohio Trans-Am round - and he delivered the Trans-Am Championship to Ford that season. Parnelli went into car ownership after retiring from driving, starting Vel's Parnelli Jones Racing and winning the Indy 500 in 1970 and 1971 with Al Unser driving the "Johnny Lightning Special." The team also won the USAC National Championship in 1970, 1971 and 1972. Jones is in every Hall of Fame you can thing of and deservedly so, but I will always remember him willing his Mustang to victory in that 1970 Trans-Am season. Parnelli was born in Texarkana, Arkansas, on August 23, 1933. He left us last Tuesday, June 4, at the age of 90.
Parnelli Jones at the Indianapolis Motor Speedway, 1965. Tough as nails, fast as hell.
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Parnelli Jones and Jim Clark at the L.A. Times Grand Prix for Sports Cars at Riverside International Raceway, 1963.
Parnelli Jones and Jim Clark at the L.A. Times Grand Prix for Sports Cars at Riverside International Raceway, 1963.
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Laguna Seca, October 18, 1964. Dan Gurney (No. 19 Lotus 19 B Ford) and Roger Penske (No. 66 Chaparral 2A Chevrolet) being chased by Parnelli Jones (No. 98 Shelby American Cooper King Cobra Ford) as they battle in the 200-mile Monterey Grand Prix. Penske won that day, but Parnelli was always devastatingly quick on road courses.
Laguna Seca, October 18, 1964. Dan Gurney (No. 19 Lotus 19 B Ford) and Roger Penske (No. 66 Chaparral 2A Chevrolet) being chased by Parnelli Jones (No. 98 Shelby American Cooper King Cobra Ford) as they battle in the 200-mile Monterey Grand Prix. Penske won that day, but Parnelli was always devastatingly quick on road courses.
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Riverside Can-Am, October 30, 1966. Parnelli Jones (No. 98 John W. Mecom Jr. Racing Lola T70 Mk.2 Ford) and A.J. Foyt (No. 83 Lola T70 Mk.2 Ford) battle it out. Both drivers failed to finish. John Surtees (No. 7 Team Surtees Ltd. Lola T70 Mk.2 Chevrolet) won that day, followed by Jim Hall (No. 66 Chaaparral 2E Chevrolet) and Graham Hill (No. 3 Team Surtees Ltd. Lola T70 Mk.2 Chevrolet)
Riverside Can-Am, October 30, 1966. Parnelli Jones (No. 98 John W. Mecom Jr. Racing Lola T70 Mk.2 Ford) and A.J. Foyt (No. 83 Lola T70 Mk.2 Ford) battle it out. Both drivers failed to finish. John Surtees (No. 7 Team Surtees Ltd. Lola T70 Mk.2 Chevrolet) won that day, followed by Jim Hall (No. 66 Chaaparral 2E Chevrolet) and Graham Hill (No. 3 Team Surtees Ltd. Lola T70 Mk.2 Chevrolet)
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The 1967 "Mercury Team Cougar" Trans-Am driver lineup: Ed Leslie, Parnelli Jones and Dan Gurney.
The 1967 "Mercury Team Cougar" Trans-Am driver lineup: Ed Leslie, Parnelli Jones and Dan Gurney.
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Trans-Am, Kent, Washington, October 8, 1967. Parnelli Jones in the No. 15 Bud Moore Engineering Mercury Cougar.
Trans-Am, Kent, Washington, October 8, 1967. Parnelli Jones in the No. 15 Bud Moore Engineering Mercury Cougar.
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Watkins Glen Trans-Am, August 10, 1969. Parnelli Jones (No. 15 Bud Moore Engineering Ford Mustang Boss 302) finished second to Mark Donohue (No. 6 Penske-Hilton Racing Chevrolet Camaro).
Watkins Glen Trans-Am, August 10, 1969. Parnelli Jones (No. 15 Bud Moore Engineering Ford Mustang Boss 302) finished second to Mark Donohue (No. 6 Penske-Hilton Racing Chevrolet Camaro).
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Mid-Ohio Trans-Am, June 7, 1970. Parnelli Jones (No. 15 Bud Moore Engineering Ford Mustang Boss 302) accepts the checkered flag after winning the race. Jones and teammate George Follmer (No. 16 Bud Moore Engineering Ford Mustang Boss 302) qualified with identical times of 1.41.300. Mark Donohue (No. 6 Penske Racing Sunoco AMC Javelin) captured the pole with a 1.41.000. In the race, Jones and Follmer proceeded to knock each other off of the track - twice - as they battled intensely during the race. Jones would win, followed by Follmer and Donohue. The intramural battles between Jones and Follmer were legendary that season.
Mid-Ohio Trans-Am, June 7, 1970. Parnelli Jones (No. 15 Bud Moore Engineering Ford Mustang Boss 302) accepts the checkered flag after winning the race. Jones and teammate George Follmer (No. 16 Bud Moore Engineering Ford Mustang Boss 302) qualified with identical times of 1.41.300. Mark Donohue (No. 6 Penske Racing Sunoco AMC Javelin) captured the pole with a 1.41.000. In the race, Jones and Follmer proceeded to knock each other off of the track - twice - as they battled intensely during the race. Jones would win, followed by Follmer and Donohue. The intramural battles between Jones and Follmer were legendary that season.
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Riverside Trans-Am, October 4, 1970. My all-time favorite shot of Parnelli was taken during the 1970 Trans-Am at Riverside. Jones, in his now famous No. 15 Bud Moore Engineering Ford Mustang Boss 302, qualified on the pole and was well in the lead, but while passing a back-marker on the fifth lap Jones clipped the lapped driver, which sent him spinning off into the desert. The result? The right side of Jones' Mustang was caved in, the right front fender was rubbing the tire and the driveshaft was bent. “I was the fastest qualifier at Riverside,” Jones recalled in an interview with the Business Journal at his office in Torrance. “I started lapping a back-runner car. And as I went underneath him, he was looking in his mirror at another car because he was defending himself. And when he did, he didn’t make the turn... And he ran in the side of me, knocked me off the course.” Jones got back on the track with a damaged spoiler and caved-in door. But the car wouldn’t turn. “Because it wouldn’t turn, I’d have to hit the curbing and get the car on two wheels to make a turn,” Jones said. For the duration of the race, Jones had to bounce his car off the wall at every turn. “I always said it was one of my best races that I had ever run... It’s one of the toughest races I ever drove.” Jones worked his battered Mustang into third place behind Mark Donohue (No. 6 Penske Racing Sunoco AMC Javelin) then manhandled his way past for second. In the book, The Mudge Pond Express, Sam Posey described the scene: "The season was at an end and Bud Moore's Mustang had destroyed the opposition. Now it was time for a showdown between Follmer and Jones, with nothing at stake but each other's fierce pride. Parnelli's familiar school bus yellow Mustang was battered and dirty and the right side was caved in, the front spoiler was crumpled, and the brake ducts were dropping off, but Parnelli didn't care. Lap after lap he charged out of turn nine, contemptuously brushing the wall, gunning past the pits with his granite chin thrust forward. Each time around the Mustangs were closer together, and with ten laps to go they were running nose to tail, their domination of the Trans-Am so complete that they had each other to race with." Behind the pit wall, Ford brass worried about the possibility of another Jones-Follmer showdown, but in the nick of time Follmer's shift linkage broke, leaving him without third gear. Jones cruised past to cap off a tremendous 1970 season and the Trans-Am Championship.
Riverside Trans-Am, October 4, 1970. My all-time favorite shot of Parnelli was taken during the 1970 Trans-Am at Riverside. Jones, in his now famous No. 15 Bud Moore Engineering Ford Mustang Boss 302, qualified on the pole and was well in the lead, but while passing a back-marker on the fifth lap Jones clipped the lapped driver, which sent him spinning off into the desert. The result? The right side of Jones' Mustang was caved in, the right front fender was rubbing the tire and the driveshaft was bent. “I was the fastest qualifier at Riverside,” Jones recalled in an interview with the Business Journal at his office in Torrance. “I started lapping a back-runner car. And as I went underneath him, he was looking in his mirror at another car because he was defending himself. And when he did, he didn’t make the turn... And he ran in the side of me, knocked me off the course.” Jones got back on the track with a damaged spoiler and caved-in door. But the car wouldn’t turn. “Because it wouldn’t turn, I’d have to hit the curbing and get the car on two wheels to make a turn,” Jones said. For the duration of the race, Jones had to bounce his car off the wall at every turn. “I always said it was one of my best races that I had ever run... It’s one of the toughest races I ever drove.” Jones worked his battered Mustang into third place behind Mark Donohue (No. 6 Penske Racing Sunoco AMC Javelin) then manhandled his way past for second. In the book, The Mudge Pond Express, Sam Posey described the scene: "The season was at an end and Bud Moore's Mustang had destroyed the opposition. Now it was time for a showdown between Follmer and Jones, with nothing at stake but each other's fierce pride. Parnelli's familiar school bus yellow Mustang was battered and dirty and the right side was caved in, the front spoiler was crumpled, and the brake ducts were dropping off, but Parnelli didn't care. Lap after lap he charged out of turn nine, contemptuously brushing the wall, gunning past the pits with his granite chin thrust forward. Each time around the Mustangs were closer together, and with ten laps to go they were running nose to tail, their domination of the Trans-Am so complete that they had each other to race with." Behind the pit wall, Ford brass worried about the possibility of another Jones-Follmer showdown, but in the nick of time Follmer's shift linkage broke, leaving him without third gear. Jones cruised past to cap off a tremendous 1970 season and the Trans-Am Championship.
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Indianapolis Motor Speedway, May 1967. Parnelli Jones in the famous Andy Granatelli-entered No. 40 STP-Paxton Turbocar. Powered by a gas turbine engine from a helicopter, the car was controversial to say the least, and Jones was accused of 'sandbagging" in practice and qualifying. And once the race started that was apparently true, because Parnelli could lead at will. The race was stopped for rain, and then continued the next day. And Parnelli picked up where he left off, pulling away and cruising out in front. But on Lap 197, disaster struck. After leading 171 laps, the Turbocar suddenly slowed down on the backstretch. A six-dollar ball bearing in the gearbox had failed, dropping the car into neutral and out of the race.
Indianapolis Motor Speedway, May 1967. Parnelli Jones in the famous Andy Granatelli-entered No. 40 STP-Paxton Turbocar. Powered by a gas turbine engine from a helicopter, the car was controversial to say the least, and Jones was accused of 'sandbagging" in practice and qualifying. And once the race started that was apparently true, because Parnelli could lead at will. The race was stopped for rain, and then continued the next day. And Parnelli picked up where he left off, pulling away and cruising out in front. But on Lap 197, disaster struck. After leading 171 laps, the Turbocar suddenly slowed down on the backstretch. A six-dollar ball bearing in the gearbox had failed, dropping the car into neutral and out of the race.
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Parnelli in a replica of "Calhoun" at the Indianapolis Motor Speedway. "Calhoun" was the front-engined roadster with which he would capture his only Indianapolis 500 victory in 1963. The win was controversial, because the Jones machine - entered by J. C. Agajanian - was spewing oil from a cracked overflow tank for many laps, which allegedly caused at least one driver to spin and crash. USAC officials delayed black-flagging Jones after J. C. Agajanian convinced them that the oil leak was below the level of a known crack and would not leak any further, which in retrospect, was bullshit. Colin Chapman, whose driver, Jim Clark, was running second (and finished second) in his Lotus-Ford, accused USAC officials of being biased in favor of the American driver and car. The non-black-flagging of Jones remains controversial. Many, including Chapman (and writer Brock Yates), concluded that the officials would have black-flagged Jones if an American driver and car had been in second place instead of Clark in the British-built Lotus.
Parnelli in a replica of "Calhoun" at the Indianapolis Motor Speedway. "Calhoun" was the front-engined roadster with which he would capture his only Indianapolis 500 victory in 1963. The win was controversial, because the Jones machine - entered by J. C. Agajanian - was spewing oil from a cracked overflow tank for many laps, which allegedly caused at least one driver to spin and crash. USAC officials delayed black-flagging Jones after J. C. Agajanian convinced them that the oil leak was below the level of a known crack and would not leak any further, which in retrospect, was bullshit. Colin Chapman, whose driver, Jim Clark, was running second (and finished second) in his Lotus-Ford, accused USAC officials of being biased in favor of the American driver and car. The non-black-flagging of Jones remains controversial. Many, including Chapman (and writer Brock Yates), concluded that the officials would have black-flagged Jones if an American driver and car had been in second place instead of Clark in the British-built Lotus.
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Parnelli Jones - one of America's all-time racing greats - takes a lap in a recreation of his 1963 Indy-winning roadster at the Indianapolis Motor Speedway.
Parnelli Jones - one of America's all-time racing greats - takes a lap in a recreation of his 1963 Indy-winning roadster at the Indianapolis Motor Speedway.
Click here to read The Racers, Part IX, which features the great Jim Hall.
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Editor's Note: You can access previous issues of AE by clicking on "Next 1 Entries" below. - WG