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Pirates of the Caribbean: Dead Man's Chest
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This article is about the film. For the video game, see Pirates of the Caribbean: Dead Man's Chest (video game). For the soundtrack, see Pirates of the Caribbean: Dead Man's Chest (soundtrack).
Pirates of the Caribbean:
Dead Man's Chest
Theatrical release poster
Directed by
Gore Verbinski
Produced by
Jerry Bruckheimer
Written by
Ted Elliott
Terry Rossio
Based on
Characters
by Ted Elliott
Terry Rossio
Stuart Beattie
Jay Wolpert
Pirates of the Caribbean
by Walt Disney
Starring
Johnny Depp
Orlando Bloom
Keira Knightley
Bill Nighy
Stellan Skarsgard
Jack Davenport
Kevin R. McNally
Jonathan Pryce
Music by
Hans Zimmer
Cinematography
Dariusz Wolski
Edited by
Craig Wood
Stephen Rivkin
Production
companies
Walt Disney Pictures
Jerry Bruckheimer Films
Distributed by
Buena Vista Pictures
Release date
June 24, 2006 (2006-06-24) (Disneyland Resort)
July 7, 2006 (2006-07-07) (United States)
Running time
150 minutes[1]
Country
United States
Language
English
Budget
$225 million[2]
Box office
$1.066 billion[2]
Pirates of the Caribbean: Dead Man's Chest is a 2006 American fantasy comedy swashbuckler film, the second installment of the Pirates of the Caribbean film series and the sequel to The Curse of the Black Pearl (2003). It was directed by Gore Verbinski, written by Ted Elliott and Terry Rossio, and produced by Jerry Bruckheimer. In the film, the wedding of Will Turner (Orlando Bloom) and Elizabeth Swann (Keira Knightley) is interrupted by Lord Cutler Beckett (Tom Hollander), who wants Turner to acquire the compass of Captain Jack Sparrow (Johnny Depp) in a bid to find the Dead Man's Chest. Sparrow discovers his debt to Davy Jones (Bill Nighy) is due.
Two sequels to Pirates of the Caribbean: The Curse of the Black Pearl were conceived in 2004, with Elliott and Rossio developing a story arc that would span both films. Filming took place from February to September 2005 in Palos Verdes, Saint Vincent and the Grenadines, Dominica, and The Bahamas, as well as on sets constructed at Walt Disney Studios. It was shot back-to-back with the third film of the series, At World's End.
Dead Man's Chest was released in the United States on July 7, 2006, and received mixed reviews, with praise for its special effects and criticism for its plot and running time. The film set several records in its first three days, with an opening weekend of $136 million in the United States, and it was, at the time, the fastest film ever to gross over $1 billion in the worldwide box office.[3] It currently ranks as the twentieth-highest-grossing film of all time worldwide and held the record as the highest-grossing film released by the Walt Disney Studios for nearly six years until it was surpassed by The Avengers (2012). The film received Academy Award nominations for Best Art Direction, Sound Editing, Sound Mixing, and won the Academy Award for Visual Effects. Its sequel At World's End was released the following year 2007.
Contents
[hide]
1 Plot
2 Cast
3 Production
3.1 Development
3.2 Filming
3.3 Special effects
4 Release
4.1 Home media
5 Reception
5.1 Critical response
5.2 Box office
5.3 Accolades
6 Video game
7 Marketing
8 References
9 External links
Plot[edit]
The wedding of Will Turner and Elizabeth Swann is halted when Lord Cutler Beckett, chairman of the East India Trading Company, arrives with arrest warrants for them, and also for Commodore James Norrington, who allowed Captain Jack Sparrow to escape. Norrington has resigned and disappeared after losing the Navy's flagship, HMS Dauntless in a hurricane while pursuing Sparrow. Jack Sparrow is visited by Will’s father Bootstrap Bill Turner, aboard the Black Pearl. Bootstrap is now a crewman on the Flying Dutchman, captained by Davy Jones. Jack previously bartered a deal with Jones to raise the Pearl from the depths. Now Jack must join Jones' crew or be dragged to Davy Jones' Locker by the Kraken. Beckett, meanwhile, promises to free Elizabeth if Will brings him Jack's magic compass which points to whatever the holder wants most.
Will finds Jack and the crew on an island and frees them from cannibals. Shortly after, Governor Swann frees Elizabeth from jail, but he is then captured. Elizabeth bargains with Beckett to find the compass. Disguised as cabin boy aboard a Scottish merchant vessel, she makes her way to Tortuga where she later finds Jack and also a drunken Norrington. After escaping the cannibals, Jack and the crew visit voodoo priestess Tia Dalma, who reveals Jones' weakness is his heart, which is locked within the Dead Man's Chest. Jack must find it and the key that opens it. Locating the Dutchman, Will makes a deal with Jack to find the key to the chest in return for Jack's compass. Jack tricks Will, who is shanghaied into service aboard the Dutchman. Jones agrees to release Jack from their bargain in exchange for one hundred souls. Will meets his father aboard the Dutchman and learns that Jones possesses the key to the chest. They play a game of Liar's Dice against Jones to try and win the key but they lose. Despite this, Will escapes with the key and is taken aboard the same ship Elizabeth was on. Jones sends the Kraken after him, sinking the ship, but Will escapes.
In Tortuga, Jack hires a new crew, including Elizabeth and Norrington. With Elizabeth's use of Jack's compass, they are able to locate the chest. All parties arrive on Isla Cruces, where the chest is buried, but a three-way sword fight breaks out between Jack, Will, and Norrington, who all want the heart for their respective goals: Jack wants to call off the Kraken, Will wants to rescue his father, and Norrington wants to regain his life as a Navy officer. In the chaos, Norrington secretly steals the heart and runs off pretending to lure away the Dutchman's crew. Jones attacks the Pearl with the Kraken, which devours most of the crew and destroys all but one of the Pearl's lifeboats, but Jack, who briefly flees the battle, returns and wounds the Kraken with a net full of explosives.
Jack orders the survivors to abandon ship, but Elizabeth, realizing the Kraken only wants Jack, tricks him and chains him to the mast so that the crew can escape. The Kraken drags Jack and the Pearl to Davy Jones' Locker. Jones opens the chest to discover the heart is gone. In Port Royal, Norrington gives Beckett the heart and the Letters of Marque meant for Jack, allowing him back into the navy as well as allowing Beckett to gain control of Davy Jones and the seas. The Pearl's crew take shelter with Tia Dalma, where they all agree to rescue Jack. Tia Dalma introduces the captain that will guide them: the resurrected Captain Barbossa.
In a post-credits scene, the cannibalistic tribe now worships the prison dog in replacement of Jack.
Cast[edit]
Johnny Depp as Captain Jack Sparrow: Captain of the Black Pearl. He is hunted by the Kraken because of his unpaid blood debt to Davy Jones. He is also searching for the Dead Man's Chest to free himself from Jones' servitude.
Orlando Bloom as William "Will" Turner, Jr.: A blacksmith-turned-pirate who is trying to retrieve Jack's compass for Lord Beckett in order to secure freedom for himself and Elizabeth.
Keira Knightley as Elizabeth Swann: Governor Swann's daughter and Will's fiancée, who is arrested on her wedding day for helping Captain Jack Sparrow escape. Escaping jail with help from her father, she meets up with Jack in Tortuga and joins his crew to search for both Will and the chest.
Bill Nighy as Captain Davy Jones: Captain of the Flying Dutchman. Davy Jones was once a human being who was unable to bear the pain of losing his true love. He carved out his heart and put it into the Dead Man's Chest, then buried it in a secret location. He has become a bizarre creature – part octopus, part lobster, part man. Jones collects the souls of dead or dying sailors to serve aboard his ship for one hundred years.
Jack Davenport as James Norrington: He resigned his commission as commodore in the Royal Navy after losing his ship and crew in a hurricane in the pursuit of Jack Sparrow and his crew. Fallen on hard times and into alcoholism, he joins the Black Pearl's crew and seeks to regain his honor and naval career.
Stellan Skarsgård as William "Bootstrap Bill" Turner, Sr.: A crewman aboard the Flying Dutchman who also happens to be Will Turner's father. He was once part of Hector Barbossa's crew. When they went to give mutiny to Jack, he disagreed. Thrown overboard after refusing to take part in the mutiny against Jack led by Barbossa, he spent years bound to a cannon beneath the crushing ocean, though before this, he sent one piece of the Aztec Gold to his son, Will, saying they all deserved to be cursed. Found by Davy Jones, he swore to servitude aboard the Flying Dutchman crew and escaped death. This story was told by Pintel to Will and Jack's crew in the first movie.
Kevin McNally as Joshamee Gibbs: The Black Pearl's first mate and Jack Sparrow's loyal friend, he once served in the Royal Navy under Lieutenant James Norrington.
Jonathan Pryce as Governor Weatherby Swann: Elizabeth's father and governor of Port Royal. He adores his daughter but puts little faith in Will – not considering him the best match for Elizabeth.
Lee Arenberg as Pintel: A pirate and former Black Pearl crew member under Captain Barbossa, he was imprisoned after the Aztec curse was broken, but escaped to rejoin Jack Sparrow's Black Pearl crew.
Mackenzie Crook as Ragetti: Pintel's inseparable crewmate. He has a wooden eye, and despite being illiterate, has begun "reading" the Bible, with the excuse that "you get credit for trying."
Tom Hollander as Lord Cutler Beckett: Sarcastic chairman of the East India Trading Company, he travels to Port Royal to capture and recruit Jack Sparrow as a privateer. What he really desires is Davy Jones' heart, with which he can rule the seas with Jones' commanded servitude.
Naomie Harris as Tia Dalma: An obeah priestess with whom Jack Sparrow bartered for his magic compass. She explains the legend of Davy Jones, in addition to owning a similar locket to his.
David Bailie as Cotton: A sailor on the Black Pearl who lost his tongue and trained his parrot Tiki Macaw to talk for him.
Martin Klebba as Marty: A short sailor on the "Black Pearl".
David Schofield as Ian Mercer: Lord Beckett's right-hand-man.
Alex Norton as Captain Bellamy from the Edinburgh Trader.
Geoffrey Rush as Captain Hector Barbossa: The former captain of the Black Pearl is resurrected during this film; however, he does not appear until the final shot before the credits. Having met his demise in the previous installment, Barbossa is resurrected by Tia Dalma and agrees to rescue Jack Sparrow in order to save the Black Pearl. For this role, Rush was uncredited to keep his return a surprise and the DVD commentary said that not even the cast of the movie knew that Rush would return his character, and that the expressions on the characters' faces when seeing him for the first time in three years were real.
Dermot Keaney as Maccus from the Dutchman
Andy Beckwith as Clanker from the Dutchman
Clive Ashborn as Koleniko from the Dutchman
Reggie Lee as Hadras from the Dutchman
Christopher Adamson as Jimmy Legs from the Dutchman
Jonathan Linsley as Ogilvey from the Dutchman
John Boswall as Wyvern from the Dutchman
Max Baker as Burser from the Edinburgh
Steve Speirs as Quartermaster from the Edinburgh
Production[edit]
Development[edit]
Following the success of Pirates of the Caribbean: The Curse of the Black Pearl (2003), the cast and crew signed on for two more sequels to be shot back-to-back,[4] a practical decision on Disney's part to allow more time with the same cast and crew.[5] Writer Ted Elliott and Terry Rossio decided not to make the sequels new adventures featuring the same characters, as with the Indiana Jones and James Bond series, but to retroactively turn The Curse of the Black Pearl into the first of a trilogy.[6] They wanted to explore the reality of what would happen after Will Turner and Elizabeth Swann's embrace at the end of the first film, and initially considered the Fountain of Youth as the plot device.[7] They settled on introducing Davy Jones, the Flying Dutchman and the Kraken. They also introduced the historical East India Trading Company, who for them represented a counterpoint to the themes of personal freedom represented by pirates.[8]
Planning began in June 2004, and production was much larger than The Curse of the Black Pearl, which was only shot on location in St. Vincent.[9] This time, the sequels would require fully working ships, with a working Black Pearl built over the body of an oil tanker in Bayou La Batre, Alabama. By November, the script was still unfinished as the writers did not want director Gore Verbinski and producer Jerry Bruckheimer to compromise what they had written, so Verbinski worked with James Byrkit to storyboard major sequences without need of a script, while Elliott and Rossio wrote a "preparatory" script for the crew to use before they finished the script they were happy with. By January 2005, with rising costs and no script, Disney threatened to cancel the film, but changed their minds. The writers would accompany the crew on location, feeling that the lateness of their rewrites would improve the spontaneity of the cast's performances.[7]
Filming[edit]
The two bone cages used in one of the opening scenes of the film. The cages are now located on an attraction at Disney's Hollywood Studios.
Principal photography began on February 28, 2005,[10] in Palos Verdes, beginning with Elizabeth's ruined wedding day.[7] The crew spent the first shooting days at Walt Disney Studios in Los Angeles, including the interiors of the Black Pearl and the Edinburgh Trader which Elizabeth stows away on,[10] before moving to St. Vincent to shoot the scenes in Port Royal and Tortuga. Sets from the previous film were reused, having survived three hurricanes, although the main pier had to be rebuilt as it had collapsed in November. The crew had four tall ships at their disposal to populate the backgrounds, which were painted differently on each side for economy.[5] One of the ships used was the replica of HMS Bounty used in the 1962 film adaptation of Mutiny on the Bounty.[11][12]
On April 18, 2005,[13] the crew began shooting at Dominica, a location Verbinski had selected as he felt it fitted the sense of remoteness he was looking for.[7] However, this was also a problem; the Dominican government were completely unprepared for the scale of a Hollywood production, as while the 500-strong crew occupying around 90% of the roads on the island they had trouble moving around on the underdeveloped surfaces. The weather also alternated between torrential rainstorms and hot temperatures, the latter of which was made worse for the cast who had to wear period clothing. At Dominica, the sequences involving the Pelegosto and the forest segment of the battle on Isla Cruces were shot. Verbinski preferred to use practical props for the giant wheel and bone cage sequences, feeling long close-up shots would help further suspend the audience's disbelief.[5] Dominica was also used for Tia Dalma's shack. Filming on the island concluded on May 26, 2005.[14]
The crew moved to a small island in the Bahamas called White Cay for the beginning and end of the Isla Cruces battle,[5] before production took a break until August, where in Los Angeles the interiors of the Flying Dutchman were shot.[15] On September 18, 2005,[16] the crew moved to Grand Bahama Island to shoot ship exteriors, including the working Black Pearl and Flying Dutchman. Filming there was a tumultuous period, starting with the fact that the tank had not actually been finished. The hurricane season caused many pauses in shooting, and Hurricane Wilma damaged many of the accessways and pumps, though no one was hurt nor were any of the ships destroyed.[5] Filming completed on September 10, 2005.[17]
Special effects[edit]
The three stages of animating Bill Nighy's character.
The Flying Dutchman's crew members were originally conceived by writers Ted Elliott and Terry Rossio as ghosts, but Gore Verbinski disliked this and designed them as physical creatures.[18] Their hierarchy is reflected by how mutated they were: newcomers had low level infections which resemble rosacea, while veterans had full-blown undersea creature attributes. Verbinski wanted to keep them realistic, rejecting a character with a turtle shell, and the animators watched various David Attenborough documentaries to study the movement of sea anemones and mussels.[19] All of the crew are computer-generated, with the exception of Stellan Skarsgård, who played "Bootstrap" Bill Turner. Initially his prosthetics would be augmented with CGI but that was abandoned.[20] Skarsgård spent four hours in the make-up chair and was dubbed "Bouillabaisse" on set.[21]
Captain Davy Jones had originally been designed with chin growths, before the designers made the move to full-blown tentacles;[22] the skin of the character incorporates the texture of a coffee-stained Styrofoam cup among other elements. To portray Jones on set, Bill Nighy wore a motion capture tracksuit that meant the animators at Industrial Light & Magic did not have to reshoot the scene in the studio without him or on the motion capture stage. Nighy wore make-up around his eyes and mouth to splice into the computer-generated shots, but the images of his eyes and mouth were not used. Nighy only wore a prosthetic once, with blue-colored tentacles for when Will Turner (Orlando Bloom) steals the key to the Dead Man's Chest from under his "beard" as he sleeps. To create the CG version of the character, the model was closely based on a full-body scan of Nighy, with Jones reflecting his high cheekbones. Animators studied every frame of Nighy's performance: the actor himself had blessed them by making his performance more quirky than expected, providing endless fun for them. His performance also meant new controls had to be stored. Finally, Jones' tentacles are mostly a simulation, though at times they were hand-animated when they act as limbs for the character.[23]
The Kraken was difficult to animate as it had no real-life reference, until animation director Hal Hickel instructed the crew to watch King Kong vs. Godzilla which had a real octopus crawling over miniatures.[24] On the set, two pipes filled with 30,000 pounds of cement were used to crash and split the Edinburgh Trader: Completing the illusion are miniature masts and falling stuntmen shot on a bluescreen stage. The scene where the Kraken spits at Jack Sparrow does not use computer-generated spit: it was real gunge thrown at Johnny Depp.[25]
Release[edit]
Johnny Depp at the London premiere for the film in July 2006
Pirates of the Caribbean: Dead Man's Chest premiered at Disneyland in California on June 24, 2006. It was the first Disney film to use the new computer-generated Walt Disney Pictures production logo, which took a year for the studio to design.[26] Weta Digital was responsible for the logo's final animated rendering and Mark Mancina was hired to score a new composition of "When You Wish Upon A Star".[26] The main people responsible for the logo's rendering are Cyrese Parrish and Cameron Smith.
Home media[edit]
The film became available on DVD on November 20, 2006 in the UK and December 5, 2006 in the US. It sold 9,498,304 units in its first week of sales (equivalent to $174,039,324). In total it sold 16,694,937 units, earning $320,871,909. It was the best-selling DVD of 2006 in terms of units sold and second in terms of sales revenue behind The Chronicles of Narnia: The Lion, the Witch and the Wardrobe.[27]
The DVD contained a commentary track with the screenwriters and a gag reel, with the double-disc featuring a video of the film premiere and a number of documentaries, including a full-length documentary entitled "According to the Plan" and eight featurettes. The film was released on Blu-ray Disc on May 22, 2007.[28] The film had its UK Television premiere on Boxing Day 2008 on BBC One at 20:30. It was seen by 6.8 million viewers according to overnight figures.[29]
Reception[edit]
Critical response[edit]
On Rotten Tomatoes the film has an approval rating of 54% based on 220 reviews, with an average rating of 6/10. The site's critical consensus reads, "Gone is Depp's unpredictability and much of the humor and originality of the first movie."[30] At Metacritic, which assigns a weighted average rating to reviews, the film received an average score of 53 out of 100, based on 37 critics, indicating "mixed it average reviews".[31] Audiences polled by CinemaScore gave the film an average grade of "A–" on an A+ to F scale.[32]
Michael Booth of the Denver Post gave the film three-and-a-half stars out of four, calling it "two hours and 20 minutes of escapism that once again makes the movies safe for guilt-free fun."[33] Drew McWeeny compared the film to The Empire Strikes Back, and also acclaimed its darkness in its depiction of the crew of the Flying Dutchman and its cliffhanger.[34] The completely computer-generated Davy Jones turned out to be so realistic that some reviewers mistakenly identified Nighy as wearing prosthetic makeup.[35][36]
The New York Times said, "You put down your money – still less than $10 in most cities – and in return you get two and a half hours of spirited swashbuckling, and Gore Verbinski has an appropriate sense of mischief, as a well as a gift, nearly equaling those of Peter Jackson and Steven Spielberg, for integrating CGI seamlessly into his cinematic compositions."[37] Empire magazine gave the film 3 stars saying "Depp is once again an unmitigated joy as Captain Sparrow, delivering another eye-darting, word-slurring turn with some wonderful slapstick flourishes. Indeed, Rossio and Elliot smartly exploit these in some wonderful action set-pieces." "We don’t get the predictable ‘all friends together on the same quest’ structure, and there’s a surfeit of surprises, crosses and double-crosses and cheeky character beats which stay true to the original’s anti-heroic sense of fun. After all, Jack Sparrow is a pirate, a bad guy in a hero’s hat, a man driven by self-gain over concern for the greater good, who will run away from a fight and cheat his ‘friends’ without a second’s thought."[38] Lord McLovin of MovieWeb said "The second tale of Captain Jack Sparrow is another epic adventure!"[39]
Paul Arendt of the BBC compared it to The Matrix Reloaded, as a complex film that merely led onto the next film.[40] Richard George felt a "better construct of Dead Man's Chest and At World's End would have been to take 90 minutes of Chest, mix it with all of End and then cut that film in two."[41] Alex Billington felt the third film "almost makes the second film in the series obsolete or dulls it down enough that we can accept it in our trilogy DVD collections without ever watching it."[42]
Box office[edit]
Dead Man's Chest earned $423,315,812 in the North America and $642,863,913 in other territories, for a worldwide total of $1,066,179,725.[2] Worldwide, it ranks as the twentieth-highest-grossing film, the ninth-highest-grossing film distributed by Disney,[43] the highest-grossing 2006 film, the highest-grossing film in the Pirates of the Caribbean series, the highest-grossing film to star Johnny Depp and the highest-grossing second installment in a franchise.[44] It is the third film in history to reach the $1 billion mark worldwide, and it reached the mark in record time (63 days),[45] a record that has since been surpassed by many films, of which the first was Avatar (in January 2010).[46]
In North America, the film broke many records including the largest opening- and single-day gross ($55.8 million), the biggest opening-weekend gross ($135.6 million),[47] the least time to reach $100,[47] $200 and $300 million[48] and the highest ten-day gross.[49] However, most of them were broken by Spider-Man 3 in May 2007[50] and The Dark Knight in July 2008. The film was in first place at the box office for three consecutive weekends.[51] It closed in theaters on December 7, 2006, with a $423.3 million haul.[52] Thus, in North America, it is the seventeenth-highest-grossing film, although, adjusted for inflation, the film ranks forty-eight. It is also the highest-grossing 2006 film,[53] the highest-grossing Pirates of the Caribbean film,[44] and the seventh-highest-grossing Disney film.[54] The film sold an estimated 64,628,400 tickets in the US.[55]
Outside North America, it is the twenty-first-highest-grossing film,[56] the third-highest-grossing Pirates film, the eighth-highest-grossing Disney film[57] and the highest-grossing film of 2006.[58] It set opening-weekend records in Russia and the CIS, Ukraine, Finland, Malaysia, Singapore,[59] Greece[60] and Italy.[61][62] It was on top of the box office outside North America for 9 consecutive weekends and 10 in total.[63] It was the highest-grossing film of 2006 in Australia,[64] Bulgaria,[65] Germany,[66] Japan,[67] the Netherlands,[68] New Zealand,[69] Spain,[70] Sweden[71] and Thailand.[72]
Accolades[edit]
See also: List of accolades received by the Pirates of the Caribbean franchise
At the 79th Academy Awards, visual effects supervisors John Knoll, Hal Hickel, Charles Gibson, and Allen Hall won an Oscar for Best Visual Effects, which was also the first time since 1994's Forrest Gump that Industrial Light & Magic had received that particular Academy Award. The film was also nominated for Best Art Direction, Sound Editing, and Sound Mixing.[73]
The film also won a BAFTA and Satellite award for Best Visual Effects,[74] and six awards from the Visual Effects Society.[75]
Other awards won by the film include Choice Movie: Action, Choice Movie Actor: Action for Johnny Depp at the 2006 Teen Choice Awards; Favorite Movie, Movie Drama, Male Actor for Depp and On-Screen Couple for Depp and Keira Knightley at the 33rd People's Choice Awards; Best Movie and Performance for Depp at the 2007 MTV Movie Awards and Best Special Effects at the Saturn Awards, and Favorite Movie at the 2007 Kids' Choice Awards.[76]
It was ranked # 475 on Empire's 500 Greatest Films.[77]
Video game[edit]
Main article: Pirates of the Caribbean: Dead Man's Chest (video game)
A video game adaptation of the film was developed by Griptonite Games and Amaze Entertainment and released by Buena Vista Games in June–August 2006 for the PlayStation Portable, Nintendo DS and Game Boy Advance.
Marketing[edit]
Pirates wins the final leg
The first trailer was attached to The Chronicles of Narnia: The Lion, the Witch and the Wardrobe.
Disney produced a comic book adaption in their Junior Graphic Novels: Pirates of the Caribbean: Dead Man's Chest (2007)[78][79]
Disney sponsored a racing yacht in the 2005 edition[80] of the Volvo Ocean Race. The boat, aptly named Black Pearl, raced under the team name "Pirates of the Caribbean" for the United States. The boat itself was a Volvo Open 70 class yacht designed by Farr Yacht Design. She was skippered to a 2nd place finish by American Paul Cayard after 31,000 nm (57,000 km), divided into 9 legs, taking 8 months to complete.
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External links[edit]
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[show]
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values: Pirati s Kariba: Mrtvačeva škrinja – Bosnian

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values: Piráti z Karibiku: Truhla mrtvého muže – Czech

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values: Kariibi mere piraadid: Surnud mehe aardekirst – Estonian

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1911 Indianapolis 500
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1st Indianapolis 500
Indianapolis Motor Speedway
Indianapolis 500
Sanctioning body
AAA
Date
30 May 1911
Winner
Ray Harroun
Winning Entrant
Nordyke & Marmon Company
Average speed
74.602 mph (120.060 km/h)
Pole position
Lewis Strang
Pole speed
N/A
Most laps led
Ray Harroun (88)
Pre-race
Pace car
Stoddard-Dayton
Pace car driver
Carl G. Fisher
Starter
Fred J. Wagner[1]
Honorary referee
R.P. Hooper[1]
Estimated attendance
85,000[2]
Chronology
Previous
Next
1909-1910 events 1912
The 1911 International 500-Mile Sweepstakes Race was held at the Indianapolis Motor Speedway on Tuesday, May 30, 1911. It was the inaugural running of the Indianapolis 500, which is one of the most prestigious automobile races in the world. Ray Harroun, an engineer with the Marmon Motor Car Company, came out of retirement to drive, and won the inaugural event before re-retiring for good in the winner's circle.
Over the previous two seasons (1909 and 1910), the Speedway had scheduled numerous smaller races during a series of meets over the two years. In a departure from that policy, for 1911 the management decided to instead schedule a single, large-scale event attracting widespread attention from both American and European racing teams and manufacturers. It proved to be a successful event, immediately establishing itself both as the premier motorsports competition in the nation, and one of the most prestigious in the world.
Contents
[hide]
1 One Race
1.1 "Too much racing"
1.2 Timing
1.3 Preparation, and the "Month of May"
1.4 Setting the field
2 The 500-mile race
2.1 Controversy
3 Box score
3.1 Starting grid
3.2 Race results
3.3 Notes
4 Statistics
5 Notes
5.1 References
5.2 Works cited
One Race[edit]
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Bob Burman, Louis Disbrow, Jack Tower, and Joe Grennon at the 1911 Indianapolis 500
"Too much racing"[edit]
The 1910 racing season at Indianapolis Motor Speedway began well, with an estimated 60,000 spectators for the 200 mi (320 km) Wheeler-Schebler Trophy on Memorial Day, won by Ray Harroun.[3] Throughout the remainder of the season, however, the crowds grew progressively smaller, and after seeing a second decline in attendance in as many days for Labor Day, 5 September 1910, the final day of the concluding meet, Speedway co-founders Carl Fisher, James Allison, Arthur Newby and Frank Wheeler conferred to decide on a new course for the following year.
While the appearance on Monday of some 18,000 was reasonable enough, given both the rain showers occurring early that morning and the large parade held downtown during the afternoon, neither the two days of the Labor Day meet nor the July 4 weekend races had come near to equaling the Memorial Day turnout. While potential explanations for the decline included the high heat of summer and the women of the city making family holiday plans that did not include automobile racing, one of the most likely, they reasoned, was an overabundance of the very events they exhibited: too many races had diluted turnout down to only those most interested in the sport.[4]
Timing[edit]
By the next day, Tuesday, 6 September 1910, local newspapers had already heard rumors of the decision, and reported that the four partners would likely soon choose to concentrate on a singular, major event for 1911. Most strongly considered were either a 24-hour contest — anticipating the 24 Hours of Le Mans, itself inaugurated just a dozen years later — or a 1,000 mi (1,600 km) endurance race, with a spectacular purse of $25,000;[5] equivalent to 37.615 kg (82.93 lb) of pure gold, and more than high enough to attract global as well as national and regional competition.[3] The endurance event was favored by several manufacturers, but debate soon proceeded as to what would be most beneficial to the spectators as well as the participants. While a 24-hour race would be possible on a technical level despite its extreme nature, all agreed that potential ticket-buyers would inevitably depart the grounds well before its conclusion. Deciding on a "race window" extending from 10:00AM to late afternoon, local time, early estimates placed the planned race distance at 300 to 500 miles (480 to 800 km). The race winner, with purse estimates ranging toward $30,000, could expect to see as much as $12,000.[4]
In choices for a specific date to hold the race, Memorial Day, already the occasion of the largest attendance, was always foremost. As suggested to the Speedway owners by business associate Lem Trotter, the time coincided with the completion of a late-spring agricultural practice known as "haying," after which the farmers acquired an effective two-week break. While the intention, Trotter argued, would certainly be to draw from far more than just the local farming community, simple business sense called for as little interference as possible with the regional economy. That such an opportunity to avoid a conflict of interest fell on a major national holiday sealed the decision: within two days, formal announcement was made of a 500-mile (800 km), marathon-distance motor race, to be held at the Indianapolis Motor Speedway, 30 May 1911.[4]
Preparation, and the "Month of May"[edit]
As desired and expected, news of a contest of such distance evoked strong enthusiasm both within and without the motorsport community. Newspaper and trade magazine articles used ever-new superlatives for the challenges expected to soon face both drivers and engineers, and continuing discussion throughout the spring and winter kept the race as the primary conversation piece of the average citizen. Everyone, it seemed, had something to say about it.[6]
Due to the publicity thus created, Speedway management, which had for the previous two seasons of meets charged the effectively nominal entry fee of one dollar per mile of scheduled race distances, took measures to ensure that the likely large entry list did not include any that were frivolous: at an accordingly heightened fee of $500 per car, participation became a nominally risky proposition to teams and manufacturers, since, although the high finishers were due to receive record purse money and accessory prizes, no money at all was offered to finishers below tenth place. Interest, however, was far from dampened, with entry blanks distributed over the course of the following month quickly returning filled, the first of which being an automobile built by the J. I. Case Threshing Machine Company of Racine, Wisconsin, to be driven by Lewis Strang. By 1 May 1911, the final day for entry filing, a high total of some 46 cars had been nominated to compete.[6]
1 May also marked the beginning of a long tradition of the opening of the Speedway, on the first day of the month of the race, to free practice on the circuit during daylight hours by any and all participants. A policy originally established so as to allow teams unfamiliar with the 2.5-mile (4.0 km), recently brick-paved high-speed course as much time to acclimate as necessary, the "Month of May", as it came to be called in future years, ultimately proved most advantageous in the short-term to the locally based teams, given that many of the entries from abroad did not even set out for the city until well into the month. One such example, the double-entry Pope-Hartford team based in Springfield, Massachusetts, came by way of the team's actual racing cars themselves simply being driven cross-country, while loaded up with toolboxes and as many spare parts as they could hold, making overnight stops in New York City, Buffalo, Cleveland and Columbus, Ohio, before finally arriving, where they were duly met at the city's East Washington Street by Frank Fox, who was not only the slated driver of one of the two cars but also the company's local agent.
Ultimately, of the full forty-six entries originally submitted, only the two cars of the Falcar team from Moline, Illinois failed to appear, due to an inability to acquire critical chassis pieces.[6]
Setting the field[edit]
To further refine the entry list as the date of the race approached, a qualification system was implemented whereby each car would be required to demonstrate a sufficiently competitive pace. With several of the top entries having already recorded, during the "unofficial" practice time of the month, complete laps at up to 88 mph (142 km/h), a minimum required speed of 75 mph (121 km/h), based on a flying start over a 0.25 miles (0.40 km) section of the main straightaway, was considered to be within reason. Thus, all cars successfully completing an officially-timed run of the quarter-mile distance at or under 12 seconds would be accepted into the starting field; those that did not would be given two additional attempts before being rejected, a policy that began the tradition of three qualification attempts allotted to each entered car.
In the years following these inaugural qualification sessions, which were held on 27 and 28 May 1911, anecdotes would occasionally arise, and thereafter be steadily embellished in their retelling, regarding the purported qualifying times and speeds of given competitors, and how they compared to one another. In reality, no records of the sessions were kept at all, let alone publicized, with the sole objective being the confirmation of each car's capability to achieve the minimum speed. Also in contrast to later eras, both the starting order and the car numbering of the participants were determined not by respective speeds or previous seasonal point totals, but by entry date, with the Strang-driven Case entry being assigned #1 in the first starting position.[6]
The 500-mile race[edit]
The 1911 Stoddard-Dayton pace car on display at the Indianapolis Motor Speedway Hall of Fame Museum.
The largest racing purse offered to date, $27,550, drew 46 entries from the United States and Europe, from which 40 qualified by sustaining 75 mph (121 km/h) along the quarter mile-long main straight.[7] Grid positions were determined by date of filing of official entry forms,[7] rather than speed, a difference from the contemporary European practice of lottery.[8] Entries were prescribed by rules to have a minimum weight of 2,300 lb (1,043 kg) and a maximum engine size of 600 cubic inches (9.83 litres) displacement.[9]
The 40 cars lined up five to a row, except for the first and last. In the first row, the Stoddard-Dayton pace car was situated on the inside (driven by IMS owner Carl Fisher), with four competitors cars rounding out the row. Rows 2-8 had five cars each, while the final row had only one car in it. Fisher's use of the Stoddard-Dayton is believed to constitute the first use of such a vehicle, for the first known mass rolling start of an automobile race.[9]
Amid roiling smoke, the roar of the 40 machines' engines, and the waving of a red flag which signalled 'clear course ahead', American Johnny Aitken, in a National, took the lead from the fourth starting spot on the extreme outside of the first row, and held it until lap 5 when Spencer Wishart took over in a Mercedes, himself soon overtaken by David L. Bruce-Brown's Fiat which would go on to dominate the first half of the race. Nearing the halfway point, Ray Harroun, an engineer for the Marmon-Nordyke company and defending AAA national champion, and the only driver competing without a riding mechanic due to his first-ever-recorded use of a cowl-mounted rear-view mirror, passed Bruce-Brown for the lead in his self-designed, six-cylinder "Marmon Wasp" (so named for its distinctively sharp-pointed, wasp-like tail).[9]
Others faltered during the marathon event; of the 14 cars to fall out, riding mechanic Sam Dickson was the lone fatality, killed when driver Arthur Greiner hit the wall in the second turn on lap 12.[9]
Harroun, relieved by Cyrus Patschke[10] for 35 laps (87.5 miles / 140.82 km), led 88 of the 200 laps, the most among the race's seven leaders, for a race-average speed of 74.602 mph (120.060 km/h) in a total time of 6:42:08 for the 500-mile (804.67 km) distance to win.[7][9] During the midpoint of the second half the race, Harroun and Lozier driver Ralph Mulford had fought an intense duel, with Harroun holding a small advantage near the 340 mile (550 kilometer) mark, whereupon one of the Wasp's tires failed.[citation needed] Harroun's forced stop allowed Mulford to move to the front, before Mulford also pitted for new rubber. After Mulford came back onto the track, Harroun was scored in the lead with a 1-minute 48 second advantage, and victory.
After the race, and collection of $10,000 for first place, Harroun returned to the position he had taken at the end of the 1910 racing season: retirement. He would never race again.
Controversy[edit]
Upon Harroun's declared victory, second-place finisher Mulford supposedly protested, contending he had lapped Harroun when the Marmon limped in on the torn tire, an argument appearing plausible to some, due to an accident disrupting the official timing and scoring stand at nearly the same time. However, race officials were quick to note Mulford's subsequent pit stop forced the Lozier crew to spend several minutes themselves changing a tire which stuck to the wheel hub; Mulford's protest was thus denied.[11]
According to track historian Donald Davidson, no protests were filed at the end of the race[12] and Mulford offered congratulations to Harroun in the Detroit Free Press newspaper on June 4.[13][12][14] Davidson has also pointed out that Mulford was reported by contemporary publications to have changed 14 tires during the course of the race,[12] including one from a blown tire in turn one.[15] Changing tires at the time was a lengthy and painstaking process, as the wheels were typically not removable. Tires had to be pried off of the rims, remounted, and inflated - all using hand tools, and in the precarious confines of the primitive pit stalls. Mulford himself even understood and admitted that he lost at least 14 minutes of track position due to his numerous pit stops.[13]
"[Mulford] expressed himself as more than satisfied with the outcome of the race and gives full credit to Ray Harroun and Cyrus Patschke for their great victory."
Detroit Free Press; June 4, 1911[13]
After blowing the tire on turn one, Mulford had to limp around the track for almost an entire lap, and subsequently bent the rim.[12] That necessitated an even longer pit stop at that juncture to hammer out the damage. The accounts from the newspapers claim that Harroun changed only four tires all day during only three pit stops. Harroun's team changed the right rear tire three times, and one other unspecified tire.[15][12] Harroun's shorter elapsed time in the pits is alone considered sufficient to more than overcome any track position advantage Mulford might have been thought to have. But the undermining evidence to support Harroun as the rightful winner was the team strategy to run a constant 75 mph pace, regardless of position, in order to save tire wear.[16] During the 1910 Wheeler-Schebler Trophy Race, as well as during test runs in May 1911, Harroun discovered that by merely running a constant 75 mph pace instead of an 80 mph (or faster) pace, he would substantially reduce his tire wear and increase tire life.[12][17]
Davidson contends that Mulford did not make serious claims to victory later in life, as some have suggested.[14] And in fact the controversy itself did not begin to inflame until decades after the race.[12] Likewise, internet-based urban legends, and a book published in 2011, have fueled the meme. It is also possible that Mulford's statements in the Detroit Free Press interview[13] were misunderstood or purposely misconstrued. While giving full credit to Harroun for winning the race, Mulford did for himself claim the world record for 500 miles driven solo (Harroun had relief help from Cyrus Patschke). He also made the largely inconsequential claim that minus the stoppage time needed for pit stops (over 14 minutes), he likely completed the 500 miles (running time only) in less elapsed time than Harroun & Patschke.[13]
Box score[edit]
Starting grid[edit]
1911 Indianapolis 500-Mile Race Qualification Results
Starting grid determined by order of entry date. No qualification times or speeds recorded, only success or failure to qualify.[6]
Entries required to maintain an excess of 75 mph (121 km/h) over a quarter-mile distance to qualify.[6]
Row No Far Inside No Inside Center No Center No Outside Center No Far Outside
1 Pace Car Position 1 Lewis Strang (R) 2 †1 Ralph DePalma (R) 3 Harry Endicott (R) 4 Johnny Aitken (R)
2 5 Louis Disbrow (R) 6 Frank Fox (R) 7 Harry Knight (R) 8 †2 Joe Jagersberger (R) 9 Will Jones (R)
3 10 Gil Andersen (R) 11 Spencer Wishart (R) 12 W. H. Turner (R) 15 Fred Belcher (R) 16 †3 Arthur Chevrolet (R)
4 17 †4 Charles Basle (R) 18 Eddie Hearne (R) 19 Harry Grant (R) 20 Charlie Merz (R) 21 Howdy Wilcox (R)
5 23 Mel Marquette* (R) 24 Fred Ellis (R) 25 Harry Cobe (R) 26 Jack Tower (R) 27 Ernest Delaney (R)
6 28 David L. Bruce-Brown (R) 30 Lee Frayer (R) 31 Joe Dawson (R) 32 Ray Harroun (R) 33 Ralph Mulford (R)
7 34 Teddy Tetzlaff (R) 35 Herbert Lytle (R) 36 Hughie Hughes (R) 37 Charles Bigelow (R) 38 Ralph Beardsley (R)
8 39 Caleb Bragg (R) 41 Howard Hall (R) 42 Bill Endicott (R) 44 Arthur Greiner (R) 45 Bob Burman (R)
9 46 Billy Knipper (R)
DNQ Louis Edmunds (R) Rupert Jeffkins (R)
* Entry started in race by Bert Adams, finished by Mel Marquette.
Race results[edit]
1911 Indianapolis 500-Mile Race
Race finishing times recorded down to second intervals.
All entries still running at conclusion scored ahead of non-finishing entries, regardless of race completion percentage.
Pos No Driver Entrant Chassis
(car name) Engine Start
Pos Laps
Led* Laps
Run Time
(interval) Speed
(mph)
(km/h) Status Prize
Money
($)
Cyl Displ
(in³) (L)
1 32 Ray Harroun** (R)
(relieved by Cyrus Patschke ((R)) Nordyke & Marmon Company Marmon
Wasp Marmon 28 88 200 6:42:08 74.602
120.060 finished 14,250
6 477 7.82
2 33 Ralph Mulford (R) Lozier Motor Company Lozier Lozier 29 10 200 6:43:51
+0:01:43 74.285
119.550 finished 5,200
4 544 8.91
3 28 David L. Bruce-Brown (R) E. E. Hewlett Fiat Fiat 25 81 200 6:52:29
+0:10:21 72.730
117.048 finished 3,250
4 589 9.65
4 11 Spencer Wishart (R)
(relieved by Dave Murphy (R)) Spencer Wishart Mercedes Mercedes 11 5 200 6:52:57
+0:10:49 72.648
116.916 finished 2,350
4 583 9.55
5 31 Joe Dawson (R)
(relieved by Cyrus Patschke (R)) Nordyke & Marmon Company Marmon Marmon 27 0 200 6:54:34
+0:12:26 72.365
116.460 finished 1,500
4 495 8.11
6 2 †1 Ralph DePalma (R) Simplex Automobile Company Simplex Simplex 2 4 200 7:02:02
+0:19:54 71.084
114.399 finished 1,000
4 597 9.78
7 20 Charlie Merz (R)
(relieved by Len Zengel (R)) National Motor Vehicle Company National National 18 0 200 7:06:20
+0:24:12 70.367
113.245 finished 800
4 447 7.33
8 12 W. H. Turner (R)
(relieved by Walter Jones (R)) Simplex Automobile Company Amplex Amplex 12 0 200 7:15:56
+0:33:48 68.818
110.752 finished 700
4 443 7.26
9 15 Fred Belcher (R)
(relieved by John Coffey (R)) Knox Automobile Company Knox Knox 13 4 200 7:17:09
+0:35:01 68.626
110.443 finished 600
6 432 7.08
10 25 Harry Cobe (R)
(relieved by Louis Schwitzer (R)) Jackson Automobile Company Jackson Jackson 22 0 200 7:21:50
+0:39:42 67.899
109.273 finished 500
4 559 9.16
11 10 Gil Andersen (R) Ideal Motor Car Company Stutz Wisconsin 10 0 200 7:22:55
+0:40:47 67.73
109.001 finished 0
4 390 6.39
12 36 Hughie Hughes (R) Mercer Motors Company Mercer Mercer 32 0 200 7:23:32
+0:41:24 67.63
108.840 finished 0
4 300 4.92
13 30 Lee Frayer (R)
(relieved by Eddie Rickenbacker (R)) Columbus Buggy Company Firestone-Columbus Firestone-Columbus 26 0 197 flagged flagged,
still running 0
4 432 7.08
14 21 Howdy Wilcox (R) National Motor Vehicle Company National National 19 0 194 flagged flagged,
still running 0
4 589 9.65
15 37 Charles Bigelow (R)
(relieved by W. H. Frey (R))
(relieved by E. H. Sherwood (R)) Mercer Motors Company Mercer Mercer 33 0 194 flagged flagged,
still running 0
4 300 4.92
16 3 Harry Endicott (R) Inter-State Automobile Company Inter-State Inter-State 3 0 192 flagged flagged,
still running 0
4 390 6.39
17 41 Howard Hall (R)
(relieved by Rupert Jeffkins (R)) Velie Motors Corporation Velie Velie 36 0 190 flagged flagged,
still running 0
4 334 5.47
18 46 Billy Knipper (R) E. A. Moross Benz Benz 40 0 188 flagged flagged,
still running 0
4 444 7.28
19 45 Bob Burman (R) E. A. Moross Benz Benz 39 0 183 flagged flagged,
still running 0
4 520 8.52
20 38 Ralph Beardsley (R)
(relieved by Frank Goode (R)) Simplex Automobile Company Simplex Simplex 34 0 178 flagged flagged,
still running 0
4 597 9.78
21 18 Eddie Hearne (R)
(relieved by Edward Parker (R)) Edward A. Hearne Fiat Fiat 16 0 175 flagged flagged,
still running 0
4 487 7.98
22 6 Frank Fox (R)
(relieved by Fred Clemons (R)) Pope Manufacturing Company Pope-Hartford Pope-Hartford 6 0 162 flagged flagged,
still running 0
4 390 6.39
23 27 Ernest Delaney (R) Clark-Carter Automobile Company Cutting Cutting 24 0 160 flagged flagged,
still running 0
4 390 6.39
24 26 Jack Tower (R)
(relieved by Robert Evans (R)) Jackson Automobile Company Jackson Jackson 23 0 145 flagged flagged,
still running 0
4 432 7.08
25 23 Bert Adams (R) (started)
Mel Marquette (R) (finished) Speed Motors Company McFarlan McFarlan 20 0 142 flagged flagged,
still running 0
6 377 6.18
26 42 Bill Endicott (R)
(relieved by Johnny Jenkins (R)) Cole Motor Car Company Cole Cole 37 0 104 flagged flagged,
still running 0
4 471 7.72
27 4 Johnny Aitken (R) National Motor Vehicle Company National National 4 8 125 did not finish connecting rod 0
4 589 9.65
28 9 Will Jones (R) Case Corporation Case Wisconsin 9 0 122 did not finish steering 0
4 284 4.65
29 1 Lewis Strang (R)
(relieved by Elmer Ray (R)) Case Corporation Case Wisconsin 1 0 109 did not finish steering 0
4 284 4.65
30 7 Harry Knight (R) Westcott Motor Car Company Westcott Westcott 7 0 90 did not finish accident,
front-straight 0
6 421 6.90
31 8 †2 Joe Jagersberger (R) Case Corporation Case Wisconsin 8 0 87 did not finish accident,
front-straight 0
4 284 4.65
32 35 Herbert Lytle (R) Apperson Brothers Automotive Company Apperson Apperson 31 0 82 did not finish accident,
pits 0
4 546 8.95
33 19 Harry Grant (R) American Locomotive Company Alco Alco 17 0 51 did not finish bearings 0
6 580 9.50
34 17 †4 Charles Basle (R) Buick Motor Company Buick Buick 15 0 46 did not finish mechanical 0
4 594 9.73
35 5 Louis Disbrow (R) Pope Manufacturing Company Pope-Hartford Pope-Hartford 5 0 45 did not finish accident,
front-straight 0
4 390 6.39
36 16 †3 Arthur Chevrolet (R) Buick Motor Company Buick Buick 14 0 30 did not finish mechanical 0
4 594 9.73
37 39 Caleb Bragg (R) Caleb S. Bragg Fiat Fiat 35 0 24 did not finish wrecked,
pits 0
4 487 7.98
38 24 Fred Ellis (R) Jackson Automobile Company Jackson Jackson 21 0 22 did not finish fire damage,
withdrawn 0
4 355 5.82
39 34 Teddy Tetzlaff (R) Lozier Motor Company Lozier Lozier 30 0 20 did not finish accident,
front-straight 0
4 544 8.91
40 44 Arthur Greiner (R) Simplex Automobile Company Amplex Amplex 38 0 12 did not finish accident,
second turn 0
4 443 7.26
Notes[edit]
* Due to an accident at the timing and scoring stand, laps 138 through 176 were unofficially recorded.
** Ray Harroun was relieved by Cyrus Patschke for approximately 35 laps at the halfway point of the race.
†1 De Palma is usually shown as American, but his application for a US passport (available at [1]) reveals that he did not become a US citizen until 1920.
†2 Jagersberger was Austrian-born.
†3 Chevrolet is usually shown as American, but documents available at [2] show he did not become a US citizen until at least 1917.
†4 Basle is usually shown as American, but documents available at [3] show he did not become a US citizen until at least 1917.
Statistics[edit]
Race field average engine displacement:
460 in³ / 7.54 L
Race field average qualifying speed:
No full lap
Finishing entries average time and finishing speed:
7:05:27
70.74 mph / 113.85 km/h
Notes[edit]
Wikisource has original text related to this article:
Crowd of 100,000 at the Speedway
Wikisource has original text related to this article:
The Great Race
Wikisource has original text related to this article:
Harroun is in Lead at 300
Wikisource has original text related to this article:
Harroun Only One Sure of His Place
Wikisource has original text related to this article:
One Dead and Many Injured
Wikisource has original text related to this article:
Train and Trolley Bear in Thousands
References[edit]
^ Jump up to: a b Fox, Jack C. (1994). The Illustrated History of the Indianapolis 500 1911-1994 (4th ed.). Carl Hungness Publishing. p. 22. ISBN 0-915088-05-3.
Jump up ^ Willis, Paul W. (May 31, 1911). "Harroun In 'Wasp' Wins: One Death Is Race Toll". The Indianapolis Star. p. 1. Retrieved June 3, 2017 – via Newspapers.com.
^ Jump up to: a b Kettlewell, Mike. "Indianapolis: The Richest Race in the World", in Northey, Tom, ed. World of Automobiles (London: Orbis, 1974), Volume 9, p.1013.
^ Jump up to: a b c Davidson, Donald; Shaffer, Rick (2013). "How It All Began; 1910". Autocourse Official History of the Indianapolis 500, Second Edition. Icon Publishing Limited. p. 27.
Jump up ^ Kettlewell, p.1013.
^ Jump up to: a b c d e f Davidson, Donald; Shaffer, Rick (2013). "A 500-Mile Race It Is; 1911". Autocourse Official History of the Indianapolis 500, Second Edition. Icon Publishing Limited. pp. 28–30.
^ Jump up to: a b c Kettlewell, p.1014.
Jump up ^ World of Automobiles
^ Jump up to: a b c d e Popely, Rick; Riggs, L. Spencer (1998). "1911". Indianapolis 500 Chronicle. Publications International, Ltd. p. 10.
Jump up ^ http://www.thevintageracer.com/articles/cyrus-patschke.htm
Jump up ^ Popely, Rick; Riggs, L. Spencer (1998). "1911". Indianapolis 500 Chronicle. Publications International, Ltd. p. 11.
^ Jump up to: a b c d e f g The Talk of Gasoline Alley. May 18, 2010. WFNI.
^ Jump up to: a b c d e "Mulford Claims World's Record". Detroit Free Press. June 4, 1911. p. 70. Retrieved December 22, 2015 – via Newspapers.com.
^ Jump up to: a b The Talk of Gasoline Alley. May 25, 2011. WFNI.
^ Jump up to: a b The Talk of Gasoline Alley. July 27, 2008. WFNI.
Jump up ^ "The History of the 500 - Episode 10 (Mythbusters)", WIBC 93.1, April 14, 2013
Jump up ^ The Talk of Gasoline Alley. May 26, 2011. WFNI.
Works cited[edit]
Jaslow, Russel (1997). "Who Really Won the First Indy 500?". Retrieved 2006-06-16.
2006 Indianapolis 500 Official Program
Summary of race at www.champcarstars.com

Indianapolis 500
Inaugural race 1911 Indianapolis 500
Ray Harroun 1912 Indianapolis 500
Joe Dawson
Preceded by
Inaugural race Record for the fastest average speed
74.602 mph Succeeded by
78.719 mph
(1912 Indianapolis 500)
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values: إنديانابوليس 500 سنة 1911 – Arabic

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