The Indianapolis News from Indianapolis, Indiana • 32

Thursday. May 29, 1969 THE INDIANAPOLIS NEWS Page 33 Racing Design Has European Accent Together Putting Egg with Maurico Phillipo producing the wedge-shaped cars for Lotus with the aid of Colin Chapman. Eric Broadlcy has incorporated new ideas, in-eluding four-wheel drive, in such Lola machines as Mark Donohue's and Bud Wings, airfoils, stabilizers what ever they have been called have never been a part of the 500 Mile Race. When the Federation International lc'Automobile banned them after the Grand Prix de Spain a few weeks ago, USAC President Charlie Brockman air flow to Rive the car a boost from behind. The rear engine design is essentially a European style derived from the German Auto Union Grand Prix cars of the late 1930s.

This was the kind of design Harry Miller was striving for when he produced rear engine cars for the Indianapolis Motor Speedway in the "40s. Mono coque construction which makes the skin an integral part of the machine Is a European racing innovation, but it was drawn from airplane construction. New design continues to flow primarily from Europe Brockman Blnford said, "We are two years ahead of them, we never allowed them in the first place." That does not mean that the foreign designers have not had a marked influence. on the 500, they have. It is just that ment within a reasonable time.

Both see a separate role for USAC and for SCCA, with a third "super" organization for the championship style events. What can USAC gain from such a reorganization? Well, for one thing, the Formula A racing programing of SCCA which can serve as a training ground for championship drivers. It was clearly evident in 500 qualifications that top USAC drivers are getting to be, in short supply. Other top racing programs the Can-Am series and the Trans-Am series also are on tap for. USAC as well.

"It would make more and more races available to our drivers," said Brockman. Does contemplation of such a merger reflect on the strength of USAC? Brockman says no. "USAC is not as strong in relation to other organizations as it was a few years ago, but this is Jer the years, for one reason or another, auto racing has become a humpty-dumpty sport, but the United States Auto Club Is making a move to put the egg back Before the month of June is out specific proposals will be made to merge USAC and the Sports Car Club of America on the level of premier professional events. A complete merger of the two organizations is several years away, and may not come about at all. Charles Brockman, president of USAC, says, "We are a year or two away from any final form of total cooperation.

We are going about it a step at a time, but we hope to have a Joint scheduling committee working in a short while. "If nothing more comes of our talks with SCCA but cooperation it will be satisfactory, but I think more can be accomplished. The concern we have is to present a more. USAC has not seen any merit comprehensive racing program with better co-ordination. We want to develop ideas for improving purse structures, public awareness and better organization." Brockman reported Monday to the USAC board of directors on the progress of talks with SCCA.

The gist was that USAC is already co-operating with SCCA, but that nothing is final, yet. Brockman, and Tom Bin-ford, former USAC president for 11 years, envisage an interim government for the professional racing divisions leading to some final agree with the growing interest in racing. Another thing is that we started from such a high base. The national championship circuit has always paid high purses and enjoyed high attendance." Binford sees an organization with several directors of competition which will give greater attention to the lower racing divisions SCCA's club racing programs and USAC's stock, sprint and midget divisions. "I see no less need for competent managerial types when the merger In fact we will need mpre.good management," he said.

It is not unlikely that cooperation between SCCA and USAC may place Jim Kaser, executive secretary of SCCA, in the top managerial spot for USAC as well. Brockman sees USAC's problems more as a matter of image than of management. "Much of the criticism directed toward us has been because of what is called the vested interest of our board members. Well, this is an organization of racing people for racing people and they can govern themselves as they see fit." Binford says he would like to see a more balanced board, but he does not see that it can ever return to the old AAA days. He sees a greater role for the Auto Competition than of management.

Committee 'of the United States as the two organizations reach greater cooperation. "There will, be an entirely new face on auto racing within a couple of years," he said. When you sell more Jaguars than any other doaler in a four stata area you don't have to shout. Woodie Neil Imports, 4500 N. Keystone.

because they have prospered in airfoils which extend beyond the regular body work of the machine. The FIA ban came because the wing came off of Jochen Rindt's car, sending him out of control into a crash with Graham Hill's car left on the course after a crash the previous lap. It was obvious that the wing could have sailed into the crowd had it broken elsewhere. Just what is the difference between a wing and a spoiler? The wing sits high above the turbulent air which flows around the car body. An inverted airfoil, it exerts downward pressure giving greater traction to the driving wheels.

A spoiler interrupts the air flow at the rear of the machine and does essentially what the wing is'designed to do, but to a lesser degree. The spoiler, coupled with the squared-off rear end design, produces what is known as the Kamm effect which essentially uses the "spoiled" Julius Kessler Company, Lawrenceburg, Indiana. Blended Whiskey, 86 Proof. 72 Grain Neutral Spirits. (ollf LRTDKg If LOlLlS rv II I -x.

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