McLaren Indy Cars
In 1968, Bruce with Denny Hulme, made his only appearance as a driver at Indianapolis. They were to enter the race driving the previous year’s STP turbine car. Bruce was to drive a new turbine car built by Carrol Shelby. However, the American thought that car was too powerful and withdrew the entry before the race. It was later used as a promotional vehicle for Paul Newman’s movie “Winning”.
The discussion was made in July 1969 and Gordon Coppuck set about the design for the M15, basing it on the single seater Can-Am sports car experience in general tub layout and conception. In 1970 Bruce’s team entered the 500 mile race with the M15, the first McLaren Indy car. The team won the prestigious award for engineering excellence.
1970 was a year that McLaren took Indianapolis by storm. Its first attempt at the Brickyard saw it take the prestigious designer’s award. The team built three cars based closely on the simple and yet effective Can-am designs using a broad monocoque tub skinned in 16 gauge Reynolds aluminium sheet over tree sheet-steel fabricated bulkheads. The car was powered by a turbo charged Offenhauser 4 cylinder.
Sadly Denny was burnt and Amon found that he could not build up to the speeds demanded. Peter Revson and Carl Williams took over the remaining two cars.
That McLaren Racing became a force in USAC racing in only five years is a tribute to the team’s designers and managers. Oval racing requires totally different knowledge, experience and even equipment. Nevertheless, after a seven-year history of pure road racing the team entered the classic of all oval races in 1970, finished ninth and were awarded the coveted prize for engineering innovation. After this exploratory attempt they rewrote the record books, raising the qualifying speeds from 171 mph to 198 mph in just three years. In 1972 a privately owned and entered McLaren car won the race and the following year the team occupied fastest qualifying position at all three prestigious 500 mile USAC races. In 1974 only a small mechanical failure robbed the McLaren entry of a finishing position in the Ontario 500. Had Johnny Rutherford completed the distance he would have almost certainly gained the championship title for the British team.
Peter Revson and the M15
The Team for 1970, left to right – Alan McCall, George Bolthoff, Tyler Alexander, Tom Anderson, Bruce, Peter Revson (in the car) and Hughie Absolom.
M15A 1970
1970 was a year that McLaren took Indianapolis by storm. Its first attempt at the Brickyard saw it take the prestigious designer’s award. The team built three cars based closely on the simple and yet effective Can-Am designs. The car was powered by a turbocharged Offenhauser 4 cylinder. Sadly Denny was burnt and Amon found that he could not build up to the speeds demanded. Peter Revson and Carl Williams took over the remaining two cars
Chassis: Broad aluminium alloy panelled monocoque formed over steel and aluminium bulkheads, with the engine acting as two semi-stressed members in the rear bay
Suspension: Single top link with radius arm, lower wishbone anti-roll bar and outboard coil spring/shock units with adjustable ride height in front. Single top link, reversed lower wishbone, twin radius arms, anti-roll bar and outboard coil spring, shock units at rear. McLaren cast magnesium wheels with knock-off hub nuts, 15 x 10 front and 15 x 14 rear
Brakes: Lockheed ventilated discs, 11.97-inch diameter
Body: Formed by monocoque sides with detachable fibreglass upper panelling forming the nose cone and cockpit surround engine cover and chassis-mounted aerofoil. Side fuel sponson carrying 67 U.S. gallons
Engine: 2.6-litre 4-cylinder turbocharged Offenhauser with Hewland LG500 4-speed transaxle, modified with provision for external starting
Dimensions: Wheelbase 98.69 inches, front track 57.75 inches, rear track 58.06 inches, width at cockpit 45 inches overall length 156 inches, weight 1380 pounds distributed 31 percent front/70 percent rear.
M16A 1971
This is the wedge shaped Indianapolis car for 1971 using the turbocharged Offenhauser engine and a Hewland LG500 4-speed transaxle. The chassis is a full aluminum monocoque with Goodyear 75-gallon fuel bags and fiberglass body panels.
Chassis: Aluminium monocoque
Suspension: Front suspension by rocker arm and lower wishbone, and rear suspension is by reversed lower wishbone with a top link and radius rods. Shocks by Koni
Brakes: Lockheed
Body: Aluminium monocoque and fiberglass panels
Engine: Turbocharged Offenhauser engine and Hewland LG500 4-speed transaxle
Dimensions: Wheelbase is 101 inches, with front and rear track 58 inches. Wheels are cast magnesium of 15-inch diameter front and rear with 10-inch front rims and 14-inch rear rims. Overall length 155 inches, width at the cockpit 38 inches, weight 1380 pounds distributed 30 percent front/70 percent rear.
Photos: Michael Cooper and the Hunter family collection
M16B 1972
Photo by Robin Thompson
1972 Indianapolis/USAC cars developed from the M16A. These cars were built at Colnbrook in the UK and campaigned by the McLaren team and the Penske team.
M16C 1973
Photo by Robin Thompson
1973 Indy
1973 – Peter Revson works driver for Team McLaren. Painted McLaren Orange. No 15
1974 – Salt Walther drove the car in Dayton Walther colours. No 33
1975 – Bob Harkey started then Salt Walther took over the car when his car failed. No 33
1976 – David Hobbs drove the car in Dayton Walther livery. No 33.
1977 – Did not qualify
1978 – Graeme McRae qualified, but was then “bumped” from the grid by a faster qualifier
1979 – Did not qualify
1980 – Jerry Karl added ground effects and a stock block 6 litre Chevrolet engine.
1981 – Jerry Karl ran as the Tonco Trailers Special
M16D 1974
Photo by Robin Thompson
Photos by P Ryan
1974 was McLaren’s year at Indianapolis with team driver Johnny Rutherford winning at the brickyard.
M16E 1975/76
Photo by Robin Thompson
John Barnard re-worked Indianapolis/USAC.
M24 – 1977
The 1977 Indianapolis/USAC track car using the Cosworth DFX turbocharged engine.
Additional photos courtesy of Indianapolis Motor Speedway