A superb and rare photo of the very new 1971 Dodge Challenger Convertible Indianapolis 500 Pace Car , as photographed on the famous " Brickyard " racetrack in Indianapolis where it was going to be used as the Official Pacecar of the 1971 Indy 500 which was ridden on May 29, 1971.

The Dodge Challenger is the name of three different generations of automobiles marketed by the Dodge division of Chrysler. The first generation Dodge Challenger was a pony car built from 1970 to 1974 (SEE PHOTO!), using the Chrysler E platform and sharing major components with the Plymouth Barracuda. The second generation, from 1978 to 1983, was a badge engineered Mitsubishi Galant Lambda. The third, and current generation, was introduced in 2008 as a rival to the evolved fifth generation Ford Mustang and the reintroduced fifth generation Chevrolet Camaro. The first car that carried the Challenger name was the mid-year introduction of a limited edition 1959 Dodge Silver Challenger. This was a six-cylinder or V8 model available only in silver paint and only on a two-door body. It came with extra features at no cost, including premium white wall tires, full wheel covers, electric windshield wipers, as well as an upgraded interior with luxury fabrics and wall-to-wall deep pile carpeting. The Challenger was described in a book about 1960s American cars as Dodge's "answer to the Mustang and Camaro." It was one of two Chrysler E-body cars, the other being the slightly smaller Plymouth Barracuda. "Both the Challenger and Barracuda were available in a staggering number of trim and option levels" and were intended "to compete against cars like the Chevrolet Camaro and Ford Mustang, and to do it while offering virtually every engine in Chrysler's inventory." However, they were "a rather late response to the ponycar wave the Ford Mustang had started." In his book Hemi Muscle Cars, Robert Genat wrote that the Challenger was conceived in the late 1960s as Dodge's equivalent of the Plymouth Barracuda, and that the Barracuda was designed to compete against the Mustang and Camaro. He added that Chrysler intended the new Dodge as "the most potent ponycar ever," and positioned it "to compete against the Mercury Cougar and Pontiac Firebird." Genat also noted that the "Barracuda was intended to compete in the marketplace with the Mustang and Camaro/Firebird, while the Dodge was to be positioned against the Cougar" and other more luxury-type musclecars. The Challenger's longer wheelbase, larger dimensions and more luxurious interior were prompted by the launch of the 1967 Mercury Cougar, likewise a bigger, more luxurious and more expensive pony car aimed at affluent young American buyers. The wheelbase, at 110 inches (2,794　mm), was two inches longer than the Barracuda, and the Dodge differed substantially from the Plymouth in its outer sheetmetal, much as the Cougar differed from the shorter-wheelbase Ford Mustang. Exterior design was done by Carl Cameron, who also did the exterior for the 1966 Dodge Charger. Cameron based the 1970 Challenger grille off an older sketch of his 1966 Charger prototype that was to have a turbine engine. The Charger never got the turbine, but the Challenger got that car's grille. Although the Challenger was well-received by the public (with 76,935 produced for the 1970 model year), it was criticized by the press, and the pony car segment was already declining by the time the Challenger arrived. Sales fell dramatically after 1970, and Challenger production ceased midway through the 1974 model year. 165,437 Challengers were sold over this model's lifespan. Four hardtop models were offered: Challenger Six, Challenger V8, Challenger T/A (1970 only), and Challenger R/T with a convertible version available only in 1970 and 1971. Although there were no factory-built R/T Challenger convertibles for 1971, the R/T continued as a model with the hardtop body-style. The standard engine on the base model was the 225　cu　in (3.7　L) six-cylinder. The standard engine on the V8 was the 230　bhp (171.5　kW)318　cu　in (5.2　L) V8 with a 2-barrel carburetor. Optional engines were the 340　cu　in (5.6　L) and 383　cu　in (6.3　L) V8s, all with a standard 3-speed manual transmission, except for the 290　bhp (216.3　kW) 383 CID engine, which was available only with the TorqueFlite automatic transmission. A 4-speed manual was optional on all engines except the 225 CID I6 and the 2-barrel 383 CID V8. The performance model was the R/T (Road/Track), with a 383 CID Magnum V8, rated at 335　bhp (249.8　kW); 300　bhp (223.7　kW) for 1971, due to a drop in compression. The standard transmission was a 3-speed manual. Optional R/T engines were the 375　bhp (279.6　kW) 440　cu　in (7.2　L) Magnum, the 390　bhp (290.8　kW) 440 CID Six-Pack and the 425　bhp (316.9　kW) 426　cu　in (7.0　L) Hemi. The R/T was available in either the hardtop or convertible. For 1970 only, base hardtop and R/T hardtop models could be ordered with the more luxurious SE specification, which included leather seats, a vinyl roof, a smaller 'formal' rear window, and an overhead interior console that contained three warning lights (door ajar, low fuel, and seatbelts). The Challenger R/T came with a Rallye instrument cluster that included a 150　mph (240　km/h) speedometer, an 8,000 rpm tachometer, 1972–1974 tachometer went to 7,000 rpm and an oil pressure gauge. In 1973, the R/T badging was dropped and these models were called "Rallye", although they were never badged as such. The shaker hood scoop was not available after 1971. A 1970-only model was the Dodge Challenger T/A (Trans Am) racing homologation car. In order to race in the Sports Car Club of America's Trans American Sedan Championship Trans Am, Dodge built a street version of its race car (just like Plymouth with its Plymouth 'Cuda AAR) which it called the Dodge Challenger T/A (Trans Am). Although the race cars ran a destroked version of the 340, street versions took the 340 and added a trio of two-barrel carburetors atop an Edelbrock aluminum intake manifold, creating the 340 Six Pack. Dodge rated the 340 Six Pack at 290　bhp (216.3　kW), only 15　bhp (11　kW) more than the original 340 engine (which also had the same rating as the Camaro Z/28 and Ford Boss 302 Mustang). The engine actually made about 320　bhp (238.6　kW). It breathed air through a suitcase sized air scoop molded into the pinned down, hinged matte-black fiberglass hood. Low-restriction dual exhausts ran to the stock muffler location, then reversed direction to exit in chrome tipped "megaphone" outlets in front of the rear wheels. Options included a TorqueFlite automatic or pistol-grip Hurst-shifted four-speed transmission, 3.55:1 or 3.90:1 gears, as well as manual or power steering. Front disc brakes were standard. The special Rallye suspension used heavy duty parts and increased the rate of the rear springs. The T/A was the first U.S. muscle car to fit different size tires front and rear to give a racing stance: E60x15 in the front, and G60x15 in the rear. The modified chamber elevated the tail enough to clear the rear rubber and its side exhaust outlets. Thick dual side stripes, bold ID graphics, a fiberglass ducktail rear spoiler, and a fiberglass front spoiler added to the racing image. The interior was strictly stock Challenger. Dodge contracted Ray Caldwell's Autodynamics firm in Marblehead, Massachusetts to run the factory Trans-Am team. Sam Posey drove the No.77 "sub-lime" painted car that Caldwell's team built from a car taken off a local dealer's showroom floor. When the No.76 was completed mid-season from a chassis provided by Dan Gurney's All American Racers, Posey alternated between the two. Both cars ran the final two races, with Posey in the #77. Ronnie Bucknum drove the No.76 at Seattle Washington, and Tony Adamowicz drove it at Riverside, California. The Challenger T/A's scored a few top three finishes, but lack of a development budget and the short-lived Keith Black 303 c. i. engines led to Dodge leaving the series at season's end. The street version suffered from severe understeer in fast corners, largely due to the smaller front tires. Only 2,399 T/As were made. A 1971 model using the 340 engine with a 4-barrel carburetor was planned and appeared in advertising, but was not produced since Dodge had left the race series. The "Western Special" was a version available only to west coast dealers. It came with a rear-exit exhaust system and Western Special identification on the rear decklid. Some examples came with a vacuum-operated trunk release. Another late production version was the low-priced "Deputy", stripped of some of the base car's trim and with fixed rear side glass. By 1972, the convertible version, most interior upgrades options, comfort/convenience items (in particular power windows), and all the big-block engine options were gone. The R/T series was replaced by the Rallye series. Engine choices were down to the 225 cu in slant-6, the 318 cu in V-8, and the maximum power 340 cu in V-8 which was downgraded to 240 horsepower (180　kW) to reflect the more accurate Society of Automotive Engineers (SAE) net hp calculations, and altered to run on low-lead or lead free gasoline. Each engine could be mated to a 3-speed manual or automatic transmission, while the 340 could also be hooked up to a 4-speed manual if so ordered. The 1972 models also received a new grille that extended beneath the front bumper. The only 1972 convertibles which exist are actually 1971 models with the 1972 front end (grille, lights, etc.) and rear end (tail lights and their panel). These were specially built for TV programs such as "Mod Squad". The only way to ascertain a 'real' 1972 Challenger convertible is to look at its fender tag. On the code line which gives the dealer order number, that number will start with an "R", which designates "Special Meaning" (in this case, a TV 'special promotions' car). For the 1973 models, the 225 cu in six-cylinder engine was no longer available, leaving just the two V-8s. For 1974, the 340　cu　in (5.6　L) engine was replaced by a 360　cu　in (5.9　L) version offering 245　hp, but the pony car market had deteriorated and production of Challengers ceased in late April 1974. Although the body style remained the same throughout the Challenger's five year run, there were two notable changes to the front grille. The 1971 models had a "split" grille, while 1972 introduced a design that extended the grille (nicknamed the "sad-mouth") beneath the front bumper. With this change to the front end, 1972 through 1974 models had little to no variation. The only way to properly distinguish them is that the 1972s had flush mounted bumpers with no bumper guards, (small bumper guards were optional), while both the 1973 and 1974 models had the protruding "5　mph (8.0　km/h)" bumpers (with a rubber type filler behind them) in conjunction with large bumper guards. The 1974 cars had larger rear bumper guards to meet the (new for 1974 and on) rear 5　mph rear impact law. These changes were made to meet U.S. regulations regarding crash test safety. The 1970 taillights went all the way across the back of the car, with the backup light in the middle of the rear. In 1971, the backup lights were on the left and right instead of the middle. The taillight array also changed for 1972 onwards, with the Challenger now having four individual rectangular lamps. Although few mourned the end of the E-body models, the passage of time has created legends and highlighted the unique personalities of both the Challenger and the Barracuda. In a historic review, the editors of Edmunds Inside Line ranked these models as: 1970 was a "great" year, 1971 was a "good" one, and then "three progressively lousier ones" (1972–1974). With total sales and production off by 2/3 from 1970, the performance engine 1971 Challengers are the most rare. Sales and production of the 1973 cars (with only two V8s available) actually exceeded 1971 by approximately 1,700 cars. This may be explained by 1973 being a very good year for the U.S. auto industry in general and an increased interest in Chrysler (the Plymouth Barracuda and Plymouth Road Runner also saw sales increases) performance cars. Original "numbers matching" high-performance 1970–71 Challengers are now among the most sought-after collector cars. The rarity of specific models with big engines is the result of low buyer interest and sales with the correspondingly low production when new. The 440 and the 426 Hemi engines nowadays command sizable premiums over the smaller engines.The 1970 and 1971 models tend to generate more attention as performance and style options were still available to the public. However, with the popularity of these vehicles increasing, and the number of usable and restorable Challengers falling, many collectors now search for later models. Many "clones" of the 1970 and 1971 Challengers with high-performance drivetrains have been created by using low-end 6-cylinder and 318-powered non-R/T or non-T/A cars and installing one of the "Magnum" performance engine combinations (340, 383, 440 or 426 Hemi) and adding the specific badging and hoods. Total production (1970–74) was 165,437 cars, and perhaps 1/3 of that number now exist in any condition. Dodge Challengers were mainly produced for the U.S. and Canadian markets. Interestingly, Chrysler officially sold Challengers to Switzerland through AMAG Automobil- und Motoren AG in Schinznach-Bad, near Zurich. Only a few cars were shipped overseas each year to AMAG. They did the final assembly of the Challengers and converted them to Swiss specs. There are few AMAG cars still in existence. From a collector's point of view, these cars are very desirable. Today, less than five Swiss Challengers are known to exist in North America. Chrysler exported Dodge Challengers officially to France as well through their Chrysler France Simca operation, since Ford sold the Mustang in France successfully in small numbers. However, only a few Challengers were exported and Chrysler finally gave up the idea of selling them in France. A few French Challengers still exist today. Engine choices by Chrysler included the following: C: 225　cu　in (3.69　L) Slant 6 I6: 1970–71 145　bhp (108　kW) SAE gross, 1971-72 110　bhp (82　kW) SAE net; G: 318　cu　in (5.21　L) LA V8 (2-barrel carburetor, single exhaust): 1970-71 230　bhp (172　kW) SAE gross, 1971 155　bhp (116　kW) SAE net, 1972-74 150　bhp (112　kW) SAE net; H: 340　cu　in (5.6　L) LA V8 (4-barrel carburetor, dual exhaust): 1970-71 275　bhp (205　kW) SAE gross, 1971 235　bhp (175　kW) SAE net, 1972-73 240　bhp (179　kW) SAE net; J: 360　cu　in (5.9　L) LA V8 (4-barrel carburetor, dual exhaust): 1974 245　bhp (183　kW) SAE net; J: 340　cu　in (5.6　L) LA V8 (3 × 2-barrel carburetor): 1970 290　bhp (216　kW) SAE gross, used in T/A; L: 383　cu　in (6.28　L) B V8 (2-barrel carburetor, single exhaust): 1970 290　bhp (216　kW) SAE gross, 1971 275　bhp (205　kW) SAE gross, 1971 190　bhp (142　kW) SAE net; L: 383　cu　in (6.28　L) B V8 (4-barrel carburetor, dual exhaust): 1970-71 330　bhp (246　kW) SAE gross, 1971 250　bhp (186　kW) SAE net; N: 383　cu　in (6.28　L) B V8 Magnum (4-barrel carburetor, dual exhaust): 1970 335　bhp (250　kW) SAE gross. U: 440　cu　in (7.2　L) RB V8 Magnum (4-barrel carbureted): 1970 375　bhp (280　kW) SAE gross, (Charger R/T only in 1971 370　bhp (276　kW) SAE gross, 305　bhp (227　kW) SAE net); V: 440　cu　in (7.2　L) RB V8 Six-Pack (3 × 2-barrel carburetor): 1970 390　bhp (291　kW)/490　lbf·ft (660　N·m) SAE gross, 1971 385　bhp (287　kW) SAE gross, 1971 330　bhp (246　kW) SAE net; R: 426　cu　in (6.98　L) Hemi V8: 1970-71 425　bhp (317　kW)/490　lbf·ft (660　N·m) SAE gross, 1971 350　bhp (261　kW) SAE net. Costing an extra US$1,228 with very few sold. SAE gross HP ratings were tested with no accessories, no air cleaner, or open dyno headers. In 1971, compression ratios were reduced in performance engines, except the 426ci and the high performance 440ci, to accommodate regular gasoline. The compression ratio would be reduced on the high performance 440ci starting in 1972. 1971 was the last year for the 426ci hemi. Chrysler may have underrated their performance engines. There are current tests by Mopar Magazine and others, which built and dyno-tested the 426-8V, 440-6V, 440-4V, 340-6V, and 340-4V in 100% stock configuration (SAE net). Results have come within 1% of the above rated power SAE gross HP. Publishing SAE net ratings became required by federal law starting with the 1972 model year. SAE net ratings were produced and published for many engines in 1971, but it was not a requirement. Therefore, SAE net ratings could be estimated from SAE gross ratings before 1971 based on want was published in 1971. Chrysler Corp. had plans to continue the 1970 Dodge Challenger T/A for 1971, even publishing advertisements for a 1971 Dodge Challenger T/A. However, no 1971 Dodge Challenger T/A was made. The 383 Magnum was the standard engine for the 1970 Dodge Challenger R/T, 1970 Dodge Coronet Super Bee, 1970 Plymouth Cuda, and 1970 Plymouth Road Runner. It was not available in any other models. However, before 1972, American automobile manufacturers were allowing customers to special order nearly any engine they wanted. Thus, you could get a 1970 Plymouth Sport Fury S/23 with the 383 Magnum, which likely had 270　bhp (201　kW) SAE net. This engine was very difficult to start in cold weather until the compression ratio was reduced in 1971. It was introduced in 1968. The 440 Magnum was not available in the 1971 Dodge Challenger R/T.

Dodge is a US car brand marketed by Chrysler LLC in more than 60 different countries and territories worldwide. Founded as the Dodge Brothers Company in 1900 to supply parts and assemblies for Detroit’s growing auto industry, Dodge began making its own complete vehicles in 1914. The brand was sold to Chrysler Corporation in 1928, passed through the short-lived DaimlerChrysler merger of 1998–2007 as part of the Chrysler Group, and is now a part of Chrysler. Dodge has a very interesting history. After the founding of the Dodge Brothers Company by Horace and John Dodge in 1900, the Detroit-based company quickly found work producing precision engine and chassis components for the city’s burgeoning number of automobile firms. Chief among these customers were the established Olds Motor Vehicle Company and the then-new Ford Motor Company. Dodge Brothers enjoyed much success in this field, but the brothers' growing wish to build complete vehicles was exemplified by John Dodge's 1913 exclamation that he was "tired of being carried around in Henry Ford's vest pocket." By 1914, he and Horace had fixed that by creating the new four-cylinder Dodge Model 30. Pitched as a slightly more upscale competitor to the ubiquitous Ford Model T, it pioneered or made standard many features later taken for granted: all-steel body construction (when the vast majority of cars worldwide still used wood framing under steel panels, though Stoneleigh and BSA had used steel bodies as early as 1911), 12-volt electrical system (6-volt systems would remain the norm up until the 1950s), and sliding-gear transmission (the best-selling Model T would retain an antiquated planetary design all the way until its demise in 1927). As a result of all this, as well as the brothers' well-earned reputation for quality through the parts they had made for other successful vehicles, Dodge cars were ranked at second place for U.S. sales as early as 1916. The same year, Henry Ford decided to stop paying dividends, leading to the Dodge brothers filing suit to protect approximately a million dollars a year they were earning; this led Ford to buy out his shareholders, and the Dodges were paid some US$25 million. In the same year, Dodge vehicles won wide acclaim for durability while in service with the US Army's Pancho Villa Expedition into Mexico. One notable instance was in May when the 6th Infantry received a reported sighting of Julio Cardenas, one of Villa's most trusted subordinates. Lt. George S. Patton led ten soldiers and two civilian guides in three Dodge Model 30 touring cars to conduct a raid at a ranch house in San Miguelito, Sonora. During the ensuing firefight the party killed three men, of whom one was identified as Cardenas. Patton's men tied the bodies to the hoods of the Dodges, returning to headquarters in Dublán and an excited reception from US newspapermen. Dodge cars continued to rank second place in American sales in 1920. But that year, tragedy struck as John Dodge was felled by pneumonia in January. His brother Horace then died of cirrhosis in December of the same year (reportedly out of grief at the loss of his brother, with whom he was very close). The Dodge Brothers Company fell into the hands of the brothers' widows, who promoted long-time employee Frederick Haynes to the company presidency. During this time, the Model 30 was evolved to become the new Series 116 (though it retained the same basic construction and engineering features). Dodge Brothers emerged as a leading builder of light trucks. They also entered into a production agreement whereby they produced trucks marketed as Graham Brothers by the men who would later produce Graham and Graham-Paige automobiles. Stagnation in development was becoming apparent, however, and the public responded by dropping Dodge to fifth place in the industry by 1925. That year, the Dodge Brothers Company was sold by the widows to the well-known investment group Dillon, Read & Co. for no less than US$146 million (at the time, the largest cash transaction in history). Dillon, Read quickly installed one of their own men at the company, one E.G. Wilmer, who set about trying to keep the firm on an even keel. Changes to the car, save for superficial things like trim levels and colors, remained minimal until 1927, when the new Senior six-cylinder line was introduced. The former four-cylinder line was kept on, but renamed the Fast Four line until it was dropped in favor of two lighter six-cylinder models (the Standard Six and Victory Six) for 1928. Despite all this, Dodge’s sales had already dropped to seventh place in the industry by 1927, and Dillon, Read began looking for someone to take over the company on a more permanent basis. Enter Walter P. Chrysler, head of the recently-founded (in 1924) Chrysler Corporation and former president of General Motors’ successful Buick division. Chrysler had wanted to purchase Dodge two years earlier, and had in the meantime created his own DeSoto brand of cars to challenge Dodge’s new entries in the medium-priced field. When Chrysler called again in 1928, Dillon, Read was finally ready to talk. In a foreshadowing of much later acquisitions by his company, Chrysler wanted Dodge more for its name, its extensive dealer network and its factory than anything it was producing at the time. The big sale came about in July 1928, when Chrysler and Dodge engaged in an exchange of stock worth US$170 million. Production of existing models continued, with minor changes here and there, through the end of 1928 and (in the case of the Senior) into 1929. o fit better in Chrysler Corporation lineup, alongside low-priced Plymouth and medium-priced DeSoto, Dodge’s lineup for early 1930 was trimmed down to a core group of two lines and thirteen models (from three lines and nineteen models just over a year previous). Prices started out just above DeSoto but were somewhat less than top-of-the-line Chrysler, in a small-scale recreation of General Motors’ "step-up" marketing concept. (DeSoto would eventually flip sides, moving a notch above Dodge during the early 1930s.) For late 1930, Dodge took another step up by adding a new eight-cylinder line to complement the existing Senior six-cylinder. This basic format of a dual line with Six and Eight models continued through 1934, and the cars were gradually streamlined and lengthened in step with prevailing trends of the day. A long-wheelbase edition of the remaining Six was added for 1934 and would remain a part of the lineup for many years. The Dodge line, along with most of the Corporation’s output, was restyled in the so-called "Wind Stream" look for 1935. This was a mild form of streamlining, which saw sales jump remarkably over the previous year (even though Dodge as a whole still dropped to fifth place for the year after two years of holding down fourth). Another major restyle arrived for the 25th anniversary 1939 models, the top model of which Dodge dubbed the Luxury Liner series. These were once again completely redesigned for 1942. However, just after these models were introduced, Japan’s attack on Pearl Harbor forced the shutdown of Dodge’s passenger car assembly lines in favor of war production. Chrysler was prolific in its production of war material from 1942 to 1945, and Dodge in particular was well-known to both average citizens and thankful soldiers for their tough military-spec truck models. Starting with the hastily converted VC series and evolving into the celebrated WC series, Dodge built a strong reputation for itself that readily carried over into civilian models after the war. Civilian production at Dodge was restarted by late 1945, in time for the 1946 model year. The "seller’s market" of the early postwar years, brought on by the lack of any new cars throughout the war, meant that every automaker found it easy to sell vehicles regardless of any drawbacks they might have. Like almost every other automaker, Dodge sold lightly facelifted revisions of its 1942 design through the 1948 season. As before, these were a single series of six-cylinder models with two trim levels (basic Deluxe or plusher Custom). Styling was not initially Dodge's strong point during this period, though that began to change by 1953 under the direction of corporate design chief Virgil Exner. At the same time, Dodge also introduced its first V8 engine—the original design of the famed Hemi. With steadily upgraded styling and ever-stronger engines every year through 1960, Dodge found a ready market for its products as America discovered the joys of freeway travel. This situation improved when Chrysler phased the failing DeSoto brand out of its lineup after 1961, leaving Dodge as the company's only line in the middle of the market. Dodge entered the compact car field for 1961 with their new Lancer sedan (a variation on Plymouth's Valiant). Though it was not initially successful, the Dart range that came after it in 1963 would prove to be one of the division's top sellers for many years. Chrysler did make an ill-advised move to downsize the Dodge and Plymouth full-size lines for 1962, which resulted in a loss of sales. However, they turned this around in 1965 by turning those former full-sizes into "new" mid-size models; Dodge revived the Coronet nameplate in this way and later added a sporty fastback version called the Charger that became both a sales leader and a winner on the NASCAR circuit. Full-size models evolved gradually during this time. After being restored to their former dimensions for 1965, the Polara and Monaco were changed mostly in appearance for the next ten years or so. Unique "fuselage" styling was employed for 1969, then was toned down again for 1974. Dodge is well-known today for being a player in the muscle car market of the late 1960s and early 1970s. Along with the Charger, models like the Coronet R/T and Super Bee were popular with buyers seeking performance. The pinnacle of this effort was the introduction of the Challenger sports coupe and convertible (Dodge's entry into the "pony car" class ) in 1970, which offered everything from mild economy engines up to the wild race-ready Hemi V8 in the same package. In an effort to reach every segment of the market, Dodge even reached a hand across the Pacific to its partner Mitsubishi Motors and marketed their subcompact as the Colt to compete with the AMC Gremlin, Chevrolet Vega, and Ford Pinto. Chrysler would over the years come to rely heavily on their relationship with Mitsubishi.

The Indianapolis 500-Mile Race, also known as the Indianapolis 500, the 500 Miles at Indianapolis, the Indy 500 or The 500, is an American automobile race, held annually, typically on the last weekend in May (specifically over the Memorial Day weekend) at the Indianapolis Motor Speedway in Speedway, Indiana. The event lends its name to the IndyCar class, or formula, of open-wheel race cars that have competed in it. The event, billed as The Greatest Spectacle in Racing, is considered one of the three most significant motorsports events in the world. The official attendance is not disclosed by Speedway management, but the permanent seating capacity is more than 257,000 people, and infield seating raises capacity to an approximate 400,000. The Indianapolis Motor Speedway complex was built in 1909 as a gravel-and-tar track and hosted a smattering of small events, including ones for motorcycles. The first long distance event, in "fearful conditions", was the 100-lap Prest-O-Lite Trophy in 1909, won by Bob Burman in a Buick. Breakup of the asphalt led to two fatal accidents in the first two long-distance events (a 250　mi (400　km) and 300　mi (480　km), which was shortened to 235　mi (378　km) after two severe wrecks). That these spectacles had attracted 15,000 paying customers (and crowds of up to 40,000) persuaded principal owner Carl G. Fisher to spend US$155,000 on repaving the track with 3.2 million bricks; he also added a 2　ft　9　in (0.84　m) concrete wall around the track's circumference. During the 1910 Memorial Day weekend, the first events on the newly-paved circuit drew 60,000 spectators; Ray Harroun won the 200　mi (320　km) Wheeler-Schebler Trophy in a Marmon. The crowds grew progressively smaller for the rest of the season, however, so the track owners chose to focus on a single race. They considered a 24-hour contest, in the fashion of Le Mans, or a 1,000　mi (1,600　km). They instead chose a 500　mi (800　km) contest, and offered a specatular $US25,000 purse. The combination allowed the track to rapidly acquire a privileged status for automobile races. The first "500" was held at the Speedway on Memorial Day, May 30, 1911, run to a 600　cu　in (9,800　cc) maximum engine size formula. It saw a field of 40 starters, with Harroun piloting a Marmon Model 32-based Wasp racer — outfitted with his invention, the rear view mirror. Harroun (with relief from Cyrus Patschke) was declared the winner, although Ralph Mulford protested the official result. 80,000 spectators were in attendance, and an annual tradition had been established. Many considered Harroun to be a hazard during the race, as he was the only driver in the race driving without a riding mechanic, who checked the oil pressure and let the driver know when traffic was coming. In 1912, the purse was raised to US$50,000. The field was limited to 33 (where it remains) and a riding mechanic was made mandatory. This second event was won by Joe Dawson in a National, after Ralph de Palma's Mercedes broke. Although the first race was won by an American driver at the wheel of an American car, European makers such as the Italian Fiat or French Peugeot companies soon developed their own vehicles to try to win the event, which they did from 1912 to 1919. The 1913 event saw a change to a 450　cu　in (7,400　cc) maximum engine size. After World War I, the native drivers and manufacturers regained their dominance of the race. Engineer Harry Miller set himself up as the most competitive of the post-war builders. His technical developments allowed him to be indirectly connected to a history of success that would last into the mid-1970s. In 1946 American operatic tenor and car enthusiast James Melton started the tradition of singing "(Back Home Again in) Indiana" before the race when asked to do so on the spur of the moment by Speedway president Tony Hulman. This continued through the years, notably by actor and singer Jim Nabors since 1972. Following European trends, engine size was limited to 183　cu　in (3,000　cc) during 1920-2, 122　cu　in (2,000　cc) for 1923-5, and 91　cu　in (1,490　cc) in 1926-9.[28] The 1920 race was won by Gaston Chevrolet in a Frontenac, prepared by his brothers, powered by the first eight-cylinder engine to win the 500. For 1923, riding mechanics were no longer required. A supercharged car, ID, first won the race in 1924. In 1925, Pete DePaolo was the first to win at an average over 100　mph (160　km/h), with a speed of 101.13　mph (162.75　km/h). In the early 1920s, Miller built his own 3.0 litre (183 in³) engine, inspired by the Peugeot Grand Prix engine which had been serviced in his shop by Fred Offenhauser in 1914, installing it in Jimmy Murphy's Duesenberg and allowing him to win the 1922 edition of the race. Miller then created his own automobiles, which shared the 'Miller' designation, which, in turn, were powered by supercharged versions of his 2.0 and 1.5 liter (122 and 91 in³) engine single-seaters, winning four more races for the engine up to 1929 (two of them, 1926 and 1928, in Miller chassis). The engines powered another seven winners until 1938 (two of them, 1930 and 1932, in Miller chassis), then ran at first with stock-type motors before later being adjusted to the international 3.0 liter formula. After purchacing the Speedway in 1927, Eddie Rickenbacker prohibited supercharging and increased the displacement limit to 366　cu　in (6,000　cc), while also re-introducing the riding mechanic. In 1935, Miller's former employees, Fred Offenhauser and Leo Goosen, had already achieved their first win with the soon-to-become famous 4-cylinder Offenhauser or "Offy" engine. This motor was forever connected with the Brickyard's history with a to-date record total of 27 wins, in both naturally-aspirated and supercharged form, and winning a likewise record-holding 18 consecutive years between 1947 and 1964. In the meantime, European manufacturers, gone from the Indianapolis 500 for nearly two decades, made a brief return just before World War II, with the competitive Maserati 8CM allowing Wilbur Shaw to become the first driver to win consecutively at Indianapolis in 1941. With the 500 having been a part of the Formula One World Drivers' Championship between 1950 and 1960, Ferrari made a discreet appearance at the 1952 event with Alberto Ascari, but European entries were few and far between during those days. In fact, it was not until the Indianapolis 500 was removed from the Formula One calendar that European entries made their return, with Australian Jack Brabham driving his slightly modified F1 Cooper in the 1961 race. In 1963, technical innovator Colin Chapman brought his Team Lotus to Indianapolis for the first time, attracted by the large monetary prizes, far bigger than the usual at a European event. Racing a mid-engined car, Scotsman Jim Clark was second in his first attempt in 1963, dominating in 1964 until suffering suspension failure on lap 47, and completely dominating the race in 1965, a victory which also interrupted the success of the Offy, and offering the 4.2 litre Ford V8 its first success at the race. The following year, 1966, saw another British win, this time Graham Hill in a Lola-Ford. Offenhauser too would join forces with a European maker, McLaren, obtaining three wins for the chassis, one with the Penske team in 1972 with driver Mark Donohue, and two for the McLaren works team in 1974 and 1976 with Johnny Rutherford. This was also the last time the Offy would win a race, its competitiveness steadily decreasing until its final appearance in 1983. American drivers kept on filling the majority of entries at the Brickyard for the following years, but European technology had taken over. Starting in 1978, most chassis and engines were European, with the only American-based chassis to win during the CART era being the Wildcat and Galmer (which was actually built in Bicester, England) in 1982 and 1992 respectively. Ford and Chevrolet engines were built in the UK by Cosworth and Ilmor, respectively. After foreign cars became the norm, foreign drivers started showing up at the Indianapolis 500 on a regular basis, choosing the United States as their primary base for their motor racing activities. Brazilian Emerson Fittipaldi, Italian Teo Fabi and Colombian Roberto Guerrero, were able to obtain good outings in the 80s, as did Dutchman Arie Luyendyk. However, it wasn't until 1993 that reigning Formula One World Champion Nigel Mansell shocked the racing world by moving to the United States, winning the CART PPG IndyCar World Series Championship and only losing the 500 in his rookie year because of inexperience with green-flag restarts. Foreign-born drivers became a regular fixture of Indianapolis in the years to follow. Despite the increase in foreign drivers commonly being associated with the CART era, it should be noted that four of the first six Indianapolis 500 winners were non-US drivers. The race was originally advertised as the "International 500-Mile Sweepstakes Race" from 1911–1916. However, from the start the race was known as the Indianapolis 500 or, more simply as the "500." In 1919, the race was referred to as the "Liberty Sweepstakes" following WWI. From 1920–1980, the race reverted to the "International Sweepstakes" name, or slight variations such as "International Sweepstakes Race, Distance 500 Miles." Following WWII, the race was commonly recognized as "The 500", "The 500-Mile Race", "Indianapolis 500-Mile Race", "Indianapolis 500," or "Indy 500," and usually the ordinal (e.g. "50th") preceded it. Often the race was also advertised on the radio as the "Annual Memorial Day race," or similar variations. For the 1981 race, the name "65th Indianapolis 500-Mile Race" was officially adopted, with all references as the "International Sweepstakes" dropped. Since 1981, the race has been advertised in this fashion, complete with a unique annual logo and the ordinal always included. Around that same time, in the wake of the 1979 race entry controversy, and the formation of CART, the race changed to an invitational event, rather than an Open, rendering the "sweepstakes" description invalid. The Borg-Warner Trophy, introduced in 1936, proclaims the event as the "Indianapolis 500-Mile Race," with no reference at all to the name "International Sweepstakes." In 2009, the Indianapolis Motor Speedway began a three-year long "Centennial Era" to celebrate the 100th anniversary of the opening of the track (1909), and the 100th anniversary of the first Indy 500 (1911). As a gesture to the nostalgic Centennial Era celebration (2009–2011), tickets for the 2009 race donned the moniker "93rd 500 Mile International Sweepstakes." It is the first time since 1980 that the "Sweepstakes" title has been used. During the month of May 2009, the ordinal (93rd) was used very sparingly, and for the first time since 1981, was not identified on the annual logo. Instead, in most instances in print, television, and radio, the race was referred to as the "2009 Indianapolis 500." Since the race was not held during WWI and WWII, the advertised Centennial Era will occur during the 93rd/94th/95th runnings. To avoid confusion between the 100th anniversary, and the actual number of times the race has been run, references to the ordinal during the Centennial Era are being curtailed.

This is a very nice and very rare photo that reflects a wonderful era of Dodge ‘s and Indianapolis 500 automotive history in a wonderful way. This is your rare chance to own　this photo, therefore it is printed in a nice large format of　ca. 8" x 10" (ca. 20 x 26 cm). It makes it perfectly suitable for framing.

Shipping costs will only be $ 7.00 regardless of how many photos you buy.   For 5 or more photos, shipping is free!

 (Note: A. Herl, Inc. does not appear on photo, for ebay purposes only)

No copyright expressed or implied. Sold as collectable item only. We are clearing out our archives that we have gathered from various sources.

All items always sent well protected in PVC clear files and board backed envelopes.

We have photographs that came from professional collections and/or were bought from the original photographer or press studio! They are all of professional and excellent quality.

After many decades of professionally collecting photographs and posters we are clearing out our archives. They make the perfect gift and are perfectly suited for framing. They will look gorgeous unframed and will be a true asset nicely framed with a border. They are a gorgeous and great asset in every home, workshop, workplace, restaurant, bar or club!

First come - first served. And you can always contact us for your requests. Please ask any questions before the auction ends.