Indy 500 Pace Cars

Since the first Indianapolis 500 in 1911, a Pace Car has been used to lead the field to the start. Dating back to the first race, a modified passenger vehicle has been utilized as the pace car (in early years, sometimes referred to as the “Pacemaker”). In most years, the pace car has been driven by a celebrity guest, a former racing driver, or prominent figure from the automobile industry. Over the years, the duty of supplying the pace car has been seen as a prestigious honor for automobile manufacturers, and a marketing opportunity to showcase the particular make/model selected. Special paint schemes and resplendent decaling and graphics packages are common. Since 1936, it has been a tradition (with only a few exceptions) that the winner of the Indianapolis 500 receives one of the pace cars as part of his prize package.

In most cases, the pace car (sometimes referred to as the “Safety Car”) that is used for official on-track duties is modified from its street-legal counterparts. Various performance and safety enhancements such as roll bars, strobe lights, multi-point harnesses, fire-extinguishers, two-way radio communication, television camera mounts, and removing various unneeded components (e.g., air conditioning) are routine modifications. However, in some instances, the pace car is heavily modified and undergoes extensive performance (and even appearance) modifications. Engine, transmission, and suspension upgrades have been done to some pace cars, and special and/or non-street legal tires are often required. In rare cars, the pace car may be modified to a convertible top, whereas only coupes are available for sale. From about 1961 to 1983, racing flags were sometimes mounted on the car, usually on the rear bumper. Some cars carried a flashing beacon(s). The flags were replaced with strobe lights beginning no later than 1984.

Flying Start

Founding Speedway president Carl G. Fisher is commonly credited with the idea of the rolling start in 1911. Many races at the time, and even to this day, utilize a standing start. The concept of a rolling start may have first been used in bicycle racing. James A. Allison, one of Fisher’s ownership partners, was involved in bicycle racing prior to his involvement at the Speedway, and may have helped brainstorm the idea. Fisher and the competitors believed the rolling start was safer (particularly given the large, 40-car field) and it has been used at the Indianapolis 500 (as well as nearly every Indy/Champ car race since). The starting grid would be lined up along the mainstretch. The pace car – a conventional passenger car piloted by one of the officials – would then lead the field around the track at approximately 40 mph for one unscored lap. The drivers would use this lap to warm up their engines and warm up their tires. At the conclusion of the “Pace” lap, the pace car (or “Pacemaker”) would pull off the racing surface, and release the field for a rolling or “flying” start. Fisher drove the pace car the first five years, then eventually the duties were assigned to an invited guest/celebrity. The pace car drivers have come from many different occupations, including car company executives and important figures in the automotive industry, former racing drivers (including several Indy 500 winners), television and film stars, sports athletes, and military.

In 1937, former “500” winner Ralph DePalma took part in a special demonstration test involving the LaSalle V-8 pace car. On May 10, Depalma drove the car for 500 miles around the track, averaging 82.20 mph. The exhibition run was intended to promote the advancements in the passenger car industry. On race day, DePalma was behind the wheel of the same car, this time as the pace car driver at the start.

1957–1959

In 1957, a new state-of-the-art pit lane, separated by an inside wall and a Grass Strip was constructed along the mainstretch. The project was complemented by a new Master Control Tower, and the new Tower Terrace grandstands. For the first time, the pit lane was physically separated from the racing surface with a concrete wall.

To start the 1957 race, officials decided to line the cars up single-file down the pit lane. The pace car then drove down the frontstretch and into turn one – at which time the field was released. The field would circulate around the track for unscored warm-up laps – one “Parade” lap and one “Pace” lap. The drivers were instructed to assemble into the eleven rows of three during the Parade lap. This proved to be more difficult than anticipated. As the field made its way down the backstretch on the pace lap, Elmer George rammed into the back of Eddie Russo’s car. Both cars were too damaged to continue, and both dropped out. Only 31 cars took the green flag.

The addition of the so-called “Parade” lap was well-received by all. Utilizing two warm-up laps (instead of one) gave the drivers additional time to warm up their engines and tires. It also allowed them to survey the entire track once over before going to race speeds. Two warm-up laps allowed the spectators along the mainstretch (where the majority of seating is located) to see the entire grid of 33-cars come by once at reduced speed. The drivers had the opportunity to wave to the fans, and it made for spectacular photographs of the rolling grid. Previously, only fans positioned on the sparser backstetch could witness such a sight.

During the summer of 1957, the Automobile Manufacturers Association issued a decree prohibiting factory support of auto racing events. In response to the growing concerns over highway safety (and a succession of motorsports fatalities including the 1955 Le Mans disaster), car builders were to advised to de-emphasize such things as ‘speed’ and ‘horsepower’ and refrain from sponsoring, advertising, and marketing their products alongside racing. This ban extended to the duty of supplying the pace car for the Indianapolis 500 – for decades, considered huge publicity and a product showcase. The Speedway was tasked with finding a pace car on their own, typically via a local dealership. For 1958, a local Pontiac dealership (Hedges Pontiac) partnered with Tony Hulman and the Speedway to supply the pace car (and gift it to the race winner).

In 1958, former “500” winner Sam Hanks was named “Director of Racing” for USAC. Part of his duties would be to drive the pace car at the start. Hanks would maintain that duty for six years, and there would be no “celebrity” pace car driver from 1958 to 1963. For the 1958 race, once again the field was lined up single-file down the pit lane. The officials planned for one Parade lap, followed by one Pace lap. Sam Hanks drove the pace car down the frontstretch, at which time the field was supposed to be released from the pits. Like the year before, they were instructed to assemble into the traditional eleven rows of three out on the track. Confusion reigned almost immediately as the three cars of the front row – polesitter Dick Rathmann, Ed Elisian, and Jimmy Reece – inadvertently got away too soon and escaped the pace car on the Parade lap. Rather than slowing down and waiting for the pace car (and the rest of the drivers) to catch up to them, those three drivers decided to rush around the track and catch up to the field from behind. Without a front row, pace car driver Sam Hanks nevertheless pulled the pace car off the track after a parade lap and two pace laps. But flagman/starter Bill Vanderwater displayed the yellow flag, and waved off the start. The front row drivers caught the field on the fourth warm-up lap, and re-took their positions at the front of the field. After a few tense few moments, the field was back in order. Before Hanks could get the pace car back out on the track, Vanderwater threw the green flag, and the race was underway. Going into turn three on the opening lap, Ed Elisian spun and collected Dick Rathmann into the outside wall. It triggered a huge pileup, involving at least 15 cars. Pat O’Connor was killed, and Jerry Unser suffered a dislocated shoulder, among other minor injuries to other drivers. While it is not clear if the pace lap snafu was a contributing factor to the crash, the incident was very controversial, and prompted new safety rules.

The officials subsequently abandoned the practice of lining up the cars on pit lane. In 1959, officials went back to gridding the field on the mainstretch (racing surface). That procedure remains in place to this day.

1960-1970

With the aforementioned AMA restrictions still in place, the major car companies continued to distance themselves from the pace car program. Ogle-Dellen Buick and Monach Buick accepted invitations to provide the pace cars for the 1959 race. Festival cars were supplied by the regional manger of Buick. The 1960 pace car was provided by Charlie Stuart Oldsmobile in Indianapolis. In 1961, Indianapolis-area Ford dealers cooperated to provide the pace car and the various festival cars.

The 1962 pace/festival car fleet was supplied by Charlie Stuart Studebaker, under an invitation accepted by Studebaker-Packard president Sherwood Egbert. By about 1963, it appeared that factory support of the pace car program was back in place, with the fleet supported by the Chrysler dealers of Indiana.

Sam Hanks remained the assigned pace car driver through 1963, after which time it went back to a being assigned to a “celebrity”. Ford Motor Company executive Benson Ford who had previously driven the pace car in 1950, did the honors twice again (1964 and 1966). However, he received some criticism for his driving in the 1966 race. He was accused of bringing the field down too slow, and allegedly came to close to clipping the pit wall as he veered off the track. Seconds later, as the field took the green flag, a huge pileup occurred, eliminating eleven cars. Afterwards, some felt that only a former driver should handle the pace car duties. The following year, three-time “500” winner Mauri Rose was picked, followed by former winners Jim Rathmann in 1969 and Rodger Ward in 1970.

1971 Pace car crash

In 1971, none of the major U.S. auto manufacturers expressed interest in supplying the pace car fleet. The muscle car market was drying up and the “Big 3” were cutting costs and shifting marketing budgets elsewhere. The responsibility of providing the pace car once again fell to local sources. The Dodge Challenger convertible was the vehicle selected in January of that year, and the Dodge Dealers of Greater Indianapolis – spearheaded by Eldon Palmer (of Palmer Dodge) – delivered a fleet of cars to the Speedway in March. With little to no factory support, Palmer Dodge, Capitol Dodge, Shadeland Dodge, and McGinty Dodge combined to contribute two race-prepared Challenger pace cars, 39 pace car replicas (“Festival Cars”), and ten trucks for race use – including a pace car to be presented to the race winner.

By the mid-1960s, it appears that the Speedway had relaxed the requirements for the pace car driver. Once again, “celebrity” drivers were being allowed, although each driver used from 1964 to 1970 was either a former Indy driver or an automotive executive. Eldon Palmer himself was named the pace car driver for the 1971 race. Palmer conducted practice runs in the days leading up to the race, and was said to have had some previous drag racing experience. In preparation for the race, Palmer (or an aide) supposedly set up an orange flag in the pit lane to provide him with a braking reference point. However, there is a dispute as to whether the marker existed in the first place, or that it had been removed prior to race day.

During the parade and pace lap, Tony Hulman, John Glenn, and Chris Schenkel (ABC-TV) rode as passengers. As the field came down the mainstretch for the start, Palmer pulled into the pits at about 100 mph, and accelerated down the pit lane. Palmer was under the impression that he was supposed to cross the start/finish line in the pit area at the same time as the race cars were doing so out on the track. Some claim that this was a safety measure in case one car followed him into the pit lane. However, another account stated it had no bearing on safety, and was just a means to make for a pretty photograph of the start. With his reference flag removed, he blew by his planned braking spot. Moving upwards of 120 mph, Palmer realized he was going too fast. For a split second, Palmer might have been able to veer – albeit precariously – back onto the racing surface, however two safety patrol guards were blocking the exit of the pits. Palmer braked heavily and lost control. The car swerved, and skidded to the grassy area at the end of the pit lane. People standing at the end of the pit lane ran for their lives as the car crashed broadside into a photographers’ stand. The structure collapsed and people “fell out as if a corn crib had been opened“. A total of 29 people were injured, but no one was killed. Dr. Vicente Alvarez, a freelance photographer from Argentina, was one of two who were seriously injured. Emergency crew tended to the scene, while the race continued underway. Tony Hulman suffered a sprained ankle, Schenkel sat out the remainder of the ABC broadcast.

Reactions of the accident were very critical, and the crash marred the race. Several civil suits were filed by those who were injured. Ultimately, Palmer was absolved and exonerated for the crash. Attorneys reconstructed the crash, and during trial, it was testified that the pace car was supposed to be ordered with power disc brakes, but was delivered to the track with only manual drum brakes.

Palmer maintained possession of the car, and eventually it was repaired and restored. Years later it was sold to a collector After the 1971 race, for the next several years, the pace car drivers selected for the “500” were either former Indy drivers or people with racing experience.

1977-1978

In 1977, the pre-race procedure was changed to three warm-up laps (two “Parade” laps followed by one “Pace” lap). A year later (1978) for the first time, multiple pace cars led the field during the parade laps. In that year, astronaut Frank Borman and Tony George drove the additional cars, while Jim Rathmann drove the primary pace car. Having multiple pace cars on the track for the Parade lap(s) would become a standard practice in most years henceforth. After one or two “Parade” laps, the extra pace cars would exit the track and head to the pits. The official pace car then led the field alone for the “Pace” lap.

From 1911 to 1978, the pace car was only used at the start of the race. During this period, the pace car was not used during yellow caution flag periods, as is commonplace today (see Caution Periods below).

1997-Present

In 2012, the pre-race procedure was expanded to four warm-up laps. The first lap is considered the “parade” lap, with the drivers typically instructed to maintain the traditional eleven rows of three for visual purposes. During the second and/or third laps, the drivers are permitted to fan out single-file, allowing them the opportunity to better warm up their tires. One the fourth lap (“pace” lap), they must reassemble into the rows in anticipation for the start. By 2025, it appears the officials had reduced the warm-up procedure back down to three laps.

The duties of providing the pace car for the Indianapolis 500 have evolved in more recent decades. General Motors (GM) has been the exclusive provider since 1997. First with Oldsmobile, which was an engine partner during the early years of the IRL, and later with Chevrolet. The benefits of marketing the pace car seem to have diminished in the minds of auto manufacturers. For instance, in 1996, Bob Lutz (then-vice chairman of Chrysler) complained that the Dodge Viper GTS was not getting the attention is deserved, particularly on television. The Viper’s turn also coincided with the 1996 IRL-CART “Split”, which was surrounded by months of controversy and negative press for the event.

After rotating between Oldsmobile models and Chevrolet models for a few years, he Oldsmobile brand was shut down by GM in 2004. Subsequently, Chevy assumed the pace car duties permanently. Since 2004, the pace car has been either a Corvette or a Camaro, with the two models taking turns in a mostly irregular pattern. With the Camaro model being discontinued in 2024, it is expected that the Corvette will be the model chosen for the foreseeable future.

Through 2025, the pace car has continuously been a duty provided by a domestic, U.S. manufacturers. Despite various foreign manufacturers having significant involvement in the sport of IndyCar (e.g. Honda), no non-U.S. brand has yet to pace the race. This despite American Honda being headquartered in the U.S., and Honda cars being assembled stateside.

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Event & Festival Cars

Since the 1950s, the manufacturer which supplies the pace car customarily provides a fleet of additional vehicles for use at the track. These cars, often referred to as Event Cars, are typically made available to track officials/executives, series officials, celebrities/dignitaries, promoters, sponsors, and others. Since Event Cars are not only used for parading around the track, but are also used as show cars to promote the race around town, they must be street legal. Cars that are assigned exclusively for use at the track are sometimes referred to as Track Cars, but that can simply be an overlapping term with Event Car. The 500 Festival, a community organization which conducts numerous civic events surrounding the race, was founded in 1957. It is led by a roughly 30-person board of directors, whom are usually prominent leaders in the local government or business community. Each of these board members is customarily assigned one of the street legal Event Cars, and these specific vehicles henceforth become known as Festival Cars. The festival committee members are encouraged to drive the cars around town and around the state to promote the race and the various supporting events and activities. It is common for the Festival Cars to appear in the 500 Festival Parade held in downtown Indianapolis the day before the race.

In some cases, the Event Cars are the same make/model and same color as the official pace car, albeit a ‘stripped down’ base-level or mid-level version of the same make/model. For example, in 1994 the pace car was the 4th generation Ford Mustang SVT Cobra convertible (5.0 L V-8 engine). The non-street legal official cars had a heavy-duty transmission, a racing-style fuel cell, fire extinguisher system, and other performance modifications. The Events Cars and Festival Cars were the street-legal production Ford Mustang GT version.

In some cases, the Events Cars (and as a result, the corresponding Festival Cars) are a different model by the same manufacturer. For instance, in 1996, the official pace car selected was the Dodge Viper GTS. Rather than suppling a fleet of expensive (and rather impractical) Vipers, the Chrysler company provided the four-door Dodge Stratus sedan, the four-door Dodge Intrepid sedan, and Special Edition Dodge Ram pick-up trucks for Event/Festival use. General Motors has had a contract to provide the pace car each year since 1997. Both Oldsmobile (1997, 2000–2001) and Chevrolet (1998–1999, 2002–2023) have been used. During that timeframe, Chevy has utilized both the Corvette and the Camaro as the pace car. In some years when the Camaro was the pace car, a Corvette has been used as the Event Car (and vice-versa).

At the end of the month, Event Cars, Track Cars, and Festival Cars are normally delivered to dealerships and sold off to the public. They usually have a certain level of desirability, especially if documentation exists of whom it was assigned to, what its duties were, and if it drove around the Speedway (or in the parade) at some point during the month of May. However, it should be understood that of the many Event Cars, Track Cars, and Festival Cars, some never drove around the actual race course.

Aside from the Events Cars, Track Cars, and Festival Cars, the manufacturers have oftentimes sold a varying number of Pace Car Replicas editions directly to the general public. This practice started in the early-1960s and continued through the early/mid-2000s, These factory-direct “replica editions” usually feature paint and graphics that match the official pace car, and sometimes are part of a performance package upgrade. Sometimes the decals are left off, providing the individual dealerships and/or buyers the option to have the decals applied, or keep them as collectible souvenirs. In 1986, all Corvette convertibles sold (7,315) were identified as “pace car replicas”, regardless of color (the authentic pace car was yellow). The extent to which pace car replicas were sold by the respective manufacturers has varied widely each year. In 2004, Chevrolet provided three official pace cars and 22 Festival Cars, but sold no factory-direct Pace Car Replicas to the public. It should be understood that a factory-direct Pace Car Replica edition is merely a street car painted up to look like that year’s pace car, and likely would have never been at the track, much less driven around it (unless taken there by the owner).

Though much less common, there are also “homemade” replicas or “tribute” replica pace cars. Aftermarket decal kits can be acquired, either from OEM sources (“new old stock”), or reproductions. An otherwise ‘stock’ street vehicle can be repainted the appropriate color(s) and decals applied to present it as a pace car replica. While this is a small niche, it is generally more commonplace among pace cars from years in which official Pace Car Replica editions were not produced from the factory.

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Pace Cars

 

Year	Pace Car	Driver	Driver’s Affiliation
1911	Stoddard Dayton Model 11A	Carl G. Fisher	Speedway President
1912	Stutz Roadster	Carl G. Fisher	Speedway President
1913	Stoddard Dayton	Carl G. Fisher	Speedway President
1914	Stoddard Dayton	Carl G. Fisher	Speedway President
1915	Packard Model 5-48	Carl G. Fisher	Speedway President
1916	Premier Model 556	Frank Smith	Executive of Universal Motor Parts Corp.
1919	Packard Twin Six	Jesse G. Vincent	Chief engineer for Packard
1920	Marmon Model 34	Barney Oldfield	Former Indy/Championship driver
1921	H.C.S. Series 6	Harry C. Stutz	President of H.C.S Motor Car Co.
1922	National Sextet “8”	Barney Oldfield	Former Indy/Championship driver
1923	Duesenberg Model A	Fred Duesenberg	Head of Duesenberg
1924	Cole V-8 Series 890	Lew Pettijohn	Test driver for Cole Motor Car Co.
1925	Rickenbacker 8	Eddie Rickenbacker	WWI flying ace, Owner of Rickenbacker Auto
1926	Chrysler Imperial E-80	Louis Chevrolet	Former Indy/Championship driver
1927	LaSalle V8 Series 303	Willard “Big Boy” Rader	Test driver for General Motors
1928	Marmon “8” Model 78	Joe Dawson	“500” winner (1912)
1929	Studebaker President	George Hunt	Test driver for Studebaker
1930	Cord L-29	Wade Morton	Former Indy/Championship driver
1931	Cadillac 370 V-12	Willard “Big Boy” Rader	Test driver for General Motors
1932	Lincoln Model KB	Edsel Ford	President of Ford Motor Co.
1933	Chrysler Imperial	Byron Foy	President of DeSoto
1934	LaSalle Model 350	Willard “Big Boy” Rader	Test driver for General Motors
1935	Ford Model 48	Harry Mack	Executive for Ford Motor Co.
1936	Packard 120	Tommy Milton	“500” winner (1920, 1922)
1937	LaSalle Series 50	Ralph DePalma	“500” winner (1915)
1938	Hudson 112	Stuart G. Baits	Vice President of Hudson Motor Car Co.
1939	Buick Roadmaster Series 80	Charles Chayne	Head of Buick engineering
1940	Studebaker Champion	Ab Jenkins	Endurance and land speed driver
1941	Chrylser Newport Phaeton	A.B. Couture	Official for Chrysler Corp.
1946	Lincoln Continental V-12	Henry Ford II	President of Ford Motor Co.
1947	Nash Ambassador	George W. Mason	President of Nash Motors Co.
1948	Chevrolet Fleetmaster Six-Series	Wilbur Shaw	“500” winner (1937, 1939, 1940)
1949	Oldsmobile 88 “Rocket”	Wilbur Shaw	“500” winner (1937, 1939, 1940)
1950	Mercury Eight Convertible	Benson Ford	Head of Lincoln-Mercury
1951	Chrysler New Yorker V-8	David A. Wallace	President of Chrysler Corp.
1952	Studebaker Commander	P.O. Peterson	Vice President of Studebaker
1953	Ford Crestline Sunliner	William Clay Ford Sr.	Executive for Ford Motor Co.
1954	Dodge Royal 500	William C. Newburg	Head of Dodge
1955	Chevrolet Bel Air	Thomas H. Keating	Head of Chevrolet
1956	DeSoto Fireflite Pacesetter	L. Irving Woolson	President of DeSoto
1957	Mercury Turnpike Cruiser	Francis C. Reith	General Manager of Mercury
1958	Pontiac Bonneville	Sam Hanks	USAC Director of Racing; 1957 “500” winner
1959	Buick Electra 225	Sam Hanks	USAC Director of Racing; 1957 “500” winner
1960	Oldsmobile Ninety-Eight	Sam Hanks	USAC Director of Racing; 1957 “500” winner
1961	Ford Thunderbird	Sam Hanks	USAC Director of Racing; 1957 “500” winner
1962	Studebaker Lark	Sam Hanks	USAC Director of Racing; 1957 “500” winner
1963	Chrysler 300	Sam Hanks	USAC Director of Racing; 1957 “500” winner
1964	Ford Mustang	Benson Ford	Head of Lincoln-Mercury
1965	Plymouth Fury	P.M. Buckminster	General Manager of Chrysler-Plymouth
1966	Mercury Comet Cyclone GT	Benson Ford	Head of Lincoln-Mercury
1967	Chevrolet Camaro	Mauri Rose	“500” winner (1941, 1947, 1948)
1968	Ford Torino GT	William Clay Ford Sr.	Executive for Ford Motor Co.
1969	Chevrolet Camaro SS	Jim Rathmann	“500” winner (1960)
1970	Oldsmobile 4-4-2	Rodger Ward	“500” winner (1959, 1962)
1971	Dodge Challenger	Eldon Palmer	Indianapolis Dodge dealer
1972	Hurst/Olds Cutlass	Jim Rathmann	“500” winner (1960)
1973	Cadillac Eldorado	Jim Rathmann	“500” winner (1960)
1974	Hurst/Olds Cutlass	Jim Rathmann	“500” winner (1960)
1975	Buick Century “Free Spirit”	James Garner	Television and movie actor
1976	Turbocharged Buick Century “Free Spirit”	Marty Robbins	Singer, NASCAR stock car driver
1977	Oldsmobile Delta 88 Royale	James Garner	Television and movie actor
1978	Chevrolet Corvette C3 Coupe	Jim Rathmann	“500” winner (1960)
1979	Ford Mustang	Jackie Stewart	Formula One champion; former Indy driver
1980	Pontiac Turbo Trans Am	Johnnie Parsons	“500” winner (1960)
1981	Buick Regal V6	Duke Nalon	Former Indy driver
1982	Chevrolet Camaro Z28	Jim Rathmann	“500” winner (1960)
1983	Buick Riviera Convertible	Duke Nalon	Former Indy driver
1984	Pontiac Indy Fiero	John Callies	Head of Pontiac Motorsports Engineering
1985	Oldsmobile Calais 500	James Garner	Television and movie actor
1986	Chevrolet Corvette C4	Chuck Yeager	Retired USAF Brigadier General
1987	Chrysler LeBaron	Carroll Shelby	Automobile racer, designer and entrepreneur
1988	Oldsmobile Cutlass Supreme	Chuck Yeager	Retired USAF Brigadier General
1989	Pontiac 20th Anniversary Trans Am	Bobby Unser	“500” winner (1968, 1975, 1981)
1990	Chevrolet Beretta	Jim Perkins	General Manager of Chevrolet
1991	Dodge Viper RT/10	Carroll Shelby	Automobile racer, designer and entrepreneur
1992	Cadillac Allanté	Bobby Unser	“500” winner (1968, 1975, 1981)
1993	Chevrolet Camaro Z-28	Jim Perkins	General Manager of Chevrolet
1994	Ford Mustang Cobra	Parnelli Jones	“500” winner (1963)
1995	Chevrolet Corvette C4	Jim Perkins	General Manager of Chevrolet
1996	Dodge Viper GTS	Bob Lutz	President of Chrysler
1997	Oldsmobile Aurora	Johnny Rutherford	“500” winner (1974, 1976, 1980)
1998	Chevrolet Corvette C5	Parnelli Jones	“500” winner (1963)
1999	Chevrolet Monte Carlo	Jay Leno	Comedian, automobile collector
2000	Oldsmobile Aurora	Anthony Edwards	Television and film actor
2001	Oldsmobile Bravada	Elaine Irwin-Mellencamp	Fashion supermodel
2002	Chevrolet Corvette C5 50th Anniversary Edition	Jim Caviezal	Motion picture actor
2003	Chevrolet SSR	Herb Fishel	Executive Director of GM Racing
2004	Chevrolet Corvette C5	Morgan Freeman	Motion picture actor, director, narrator
2005	Chevrolet Corvette C6	Colin Powell	Former U.S. Secretary of State
2006	Chevrolet Corvette C6 Z06	Lance Armstrong	Cyclist; 7-time Tour de France winner
2007	Chevrolet Corvette C6 Z06	Patrick Dempsey	Actor; racer, co-owner of Vision Racing
2008	Chevrolet Corvette C6 Z06 E85	Emerson Fittipaldi	“500” winner (1989, 1993)
2009	Chevrolet Camaro SS	Josh Duhamel	Television actor
2010	Chevrolet Camaro SS	Robin Roberts	Television anchor
2011	Chevrolet Camaro SS	A.J. Foyt	“500” winner (1961, 1964, 1967, 1977)
2012	Chevrolet Corvette C6 ZR1	Guy Fieri	Celebrity chef; television star
2013	Chevrolet Corvette C7 Stingray	Jim Harbaugh	Football head coach
2014	Chevrolet Camaro Z28	Dario Franchitti	“500” winner (2007, 2010, 2012)
2015	Chevrolet Corvette C7 Z06	Jeff Gordon	NASCAR champion; Brickyard 400 winner
2016	Chevrolet Camaro SS	Roger Penske	“500” winning owner; racing and businessman
2017	Chevrolet Corvette C7 Grand Sport	Jeffrey Dean Morgan	Television and film actor
2018	Chevrolet Corvette C7 ZR1	Victor Oladipo	NBA player
2019	Chevrolet Corvette C7 Grand Sport	Dale Earnhardt Jr.	Former NASCAR Cup Series driver
2020	Chevrolet Corvette C8 Stingray	Mark Reuss	President of General Motors
2021	Chevrolet Corvette C8 Stingray	Danica Patrick	Former IndyCar driver
2022	Chevrolet Corvette C8 Z06	Sarah Fisher	Former IndyCar driver
2023	Chevrolet Corvette C8 Z06	Tyrese Haliburton	NBA player
2024	Chevrolet Corvette C8 E-Ray 3LZ	Ken Griffey Jr.	Former Major League Baseball player
2025	Chevrolet Corvette C8 ZR1	Michael Strahan	Former NFL player, television personality

*In 1927, Lawrence P. Fisher, president and general manager of Cadillac Motor Car Co., was invited to drive the pace car. However, on race morning he was replaced behind the wheel Willard “Big Boy” Rader. Fisher instead rode along as a passenger.

*In 1998, professional golfer Greg Norman was scheduled to drive the pace car, but withdrew the position after requiring shoulder surgery a few weeks before the race. Former “500” winner Parnelli Jones was chosen as a replacement.

*In 2011, Donald Trump was scheduled to drive the pace car, but withdrew and was replaced with A.J. Foyt.

Caution Periods

Through 1978, the pace car was only used at the start of the race. During this period, the pace car was not used during yellow caution flag periods. In 1935, yellow caution lights were first installed around the track to warn drivers of unsafe conditions. During the first many years after they were implemented, drivers were instructed to slow down and hold their positions under yellow light periods. Passing was not permitted, and cars were not required to “bunch up”. Officials and Speedway management felt that drivers who built up a lead should not  lose that lead if a yellow came out. Observers were stationed around the track to watch for infractions.

From 1972 to 1978, the PACER Light system (an early, primitive version of the Virtual Safety Car system introduced in the 21st century) was used to administer the field under yellow. Most drivers despised the system – many actually arguing in favor of using the so-called “pack-up” rule. Most other oval races outside of Indy had begun using the pace car during cautions. After mixed results, USAC finally scrapped the old fashioned yellow light format and PACER system Beginning in 1979, it was decided to utilize the pace car to “pack-up” the field during yellow flag caution periods. The celebrity pace car driver behind the wheel at the start, however, would be replaced by a trained official. With the known exception of 1981 (Duke Nalon), during cautions the pace car has been driven by a USAC (1979–1995) or IRL/IndyCar (1996–present) official. In 2022, Sarah Fisher served as the pace car driver at both the start of the race and during cautions. Since 2016, Fisher has been the primary driver of the pace car for the IndyCar Series. She currently shares the duties with former Indy car driver Oriol Servià. Fisher typically drives the pace car at the Indy 500 and other oval races, while Servià typically drives the pace car at street/road course races.

In 1988, Chuck Yeager drove the pace car at the start, but the caution flag came out on the first lap, just seconds after the green flag. Yeager was still guiding the pace car down the pit road, and was instructed to return to the track and pick up the leaders. He led the field for the first several laps of the race under yellow, and guided the field for the restart on lap 8. He then relinquished the seat to Don Bailey.

In more recent years, the official assigned to the pace car is typically standing by at the south end of the pits. When the celebrity driver pulls off the track, they execute a rehearsed “quick change” to get the official behind the wheel as fast as possible, in case the race goes yellow on the first lap.

The drivers of the pace car during caution periods have been as follows:

• 1979: Jim Rathmann
• 1980: Don Bailey
• 1981: Duke Nalon
• 1982: Don Bailey
• 1983: Don Bailey
• 1984: Don Bailey
• 1985: Don Bailey
• 1986: Don Bailey
• 1987: Don Bailey
• 1988: Don Bailey
• 1989: Don Bailey
• 1990: Don Bailey
• 1991: Don Bailey
• 1992: Don Bailey
• 1993: Don Bailey
• 1994: Don Bailey
• 1995: Don Bailey
• 1996: Don Bailey
• 1997: Don Bailey
• 1998: Don Bailey
• 1999: Don Bailey
• 2000: Don Bailey
• 2001: Don Bailey
• 2002: Joie Chitwood III
• 2003: Johnny Rutherford
• 2004: Joie Chitwood III
• 2005: Joie Chitwood III
• 2006: Johnny Rutherford
• 2007: Johnny Rutherford
• 2008: Johnny Rutherford
• 2009: Johnny Rutherford
• 2010: Johnny Rutherford
• 2011: Johnny Rutherford
• 2012: Johnny Rutherford
• 2013: Johnny Rutherford
• 2014: Johnny Rutherford
• 2015: Johnny Rutherford
• 2016: Johnny Rutherford
• 2017: Sarah Fisher
• 2018: Sarah Fisher
• 2019: Sarah Fisher
• 2020: Sarah Fisher
• 2021: Sarah Fisher
• 2022: Sarah Fisher
• 2023: Sarah Fisher
• 2024: Sarah Fisher
• 2025: Sarah Fisher

Gallery

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Pace car to the winner

In 1936, two-time Indianapolis 500 winner Tommy Milton was named as the driver of the pace car. Milton, who would later serve as Honorary Starter, then as the Chief Stewart, became the second former “500” winner to drive the pace car. During the month, while companies were signing up for the Lap Prize fund, the Packard Motor Car Company decided to post the pace car as the prize for lap 200. It was the start of a new tradition by which the race winner would receive the keys to the pace car as part of his prize package. Louis Meyer, was the first recipient, taking home the Packard 120, which carried a price of approximately $1,700 (worth about $38,250 in 2024, adjusted for inflation). Milton, at the time serving as a development engineer for Packard, is said to have come up with the idea to present the pace car as a prize – even as he reportedly forgot the keys and had to “hot wire” the car on race morning.

In most years since 1936, the pace car (or a street legal replica) has been presented to the race winner as a part of the official prize package. In the first many years, the car presented to the race winner was the actual on-track pace car. Eventually the winner was instead presented with one of the street-legal pace car replicas. In some rare cases, the race winner has been given a similar or substitute car. According to former Speedway historian Donald Davidson, the authentic pace car was presented at least into the 1950s. By the 1960s and 1970s, it was increasingly a replica (one of the Track Cars, a Festival Car, or a dedicated factory-delivered Pace Car Replica) that they started gifting to the winner. With increasing speeds of the race cars, around the early-1960s, the demand for more power and performance saw manufacturers begin to “soup-up” their pace cars. Specifically, they started building ‘on-track duty’ cars with larger engines, and equipment that may be non-standard – this was especially the case when new federal emission standards starting coming into play. Flagpole mounts, film camera mounts, and other modifications further made the official car unsuitable/undesirable for subsequent street use. The 1973 official pace car was considerably modified from the stock version, rendering it non-street legal, as was the 1974 car, further increasing the need to set aside for the winner a suitable replica rather than the ‘on-track duty’ car.

In 1941, the Chrysler Newport Phaeton, a special concept car, was selected to pace the race. Only six copies of the car were constructed, which were used for promotional displays around the country. Unlike the previous five years, the pace car was not posted as an award to the winner. In 1946, the first race after World War II, again the pace car was not given to the winner (although the reason is unclear). George Robson’s 1946 prize package, however, did include a trip around the world provided by L. Strauss & Company and TWA. However, it is believed that Robson (fatally injured in a crash at Atlanta later that same year) never had an opportunity to enjoy the trip. By 1947, the pace car was brought back as an award to the race winner.

In 1952, Studebaker provided the pace car and a fleet of various support vehicles. However, participants complained when they saw the car was painted green. With the color green often associated with bad luck at the Speedway, the cars were sent back to be repainted a shade of blue.

In 1962, the Studebaker Avanti was initially selected to be the pace car. However, due to delays in construction, the Avanti was demoted to “honorary” pace car. The Studebaker Lark Daytona was used as a substitute. The race winner was still scheduled to receive an Avanti. At some point after the race, Rodger Ward was presented with an Avanti, said to be the first private owner to own one.

The 1964½ Mustang pace car was featured on an episode of Jay Leno’s Garage. It was explained that three Mustangs were to be supplied for that race, but only two were delivered. The cars were specially prepared and modified by Holman Moody for track duty. The actual on-track pace car was kept for display and posterity, and race winner A.J. Foyt was presented with the second car.

Due to the pace car crash during the 1971 Indy 500, race winner Al Unser Sr. did not receive the orange Dodge Challenger. He was not given one of the back-ups either. As a substitute, he was presented with a yellow Dodge Charger with black interior. Unser later stated that since the car was not one of the real pace cars, it held little meaning to him, and he sold it.

In September of 1990, the Dodge Stealth was selected as the pace car for the 1991 race. It would be Dodge’s first appearance at Indy since Eldon Palmer crashed the Dodge Challenger pace car in 1971. However, this choice was immediately met with controversy, as it would be the foreign-built pace car at Indianapolis. The Dodge Stealth was a captive import, built by Mitsubishi in Japan which drew the ire, in particular, of the UAW. The car was essentially a modified Mitsubishi 3000GT. Over the next several months, the issue was hotly debated, especially since the U.S. was involved in the Persian Gulf War, and experiencing a rise in patriotism. By February, the Stealth was downgraded to be the Track/Festival Car, and the pre-production prototype Dodge Viper RT/10 was named the new pace car. Only three Vipers were completed at the time, and two were delivered for use. Three yellow Stealths were also provided for various track duty, one of which went to race winner Rick Mears. Numerous Stealth Festival Cars (painted white) were also seen at the track during May.

Current whereabouts of Pace Cars

The Indianapolis Motor Speedway Museum is reported to own one of the official (“on-track duty”) pace cars from 1911, 1930, 1964, 1966, and 1975–present. Since – at least in recent decades – there are multiple official (“on-track duty”) pace cars supplied each year – a primary and at least one back-up – the respective manufacturer has customarily kept one of the official pace cars as well. A definitive listing of the current whereabouts of every past official pace car is probably impossible. Besides the cars that were gifted to the race winner, many pace cars (prior to 1975) were simply sent back to the manufacturer, decommissioned, dismantled, repurposed, or simply sold off.

The first Indianapolis Motor Speedway Museum opened its doors in 1956. It was a small building, situated outside of turn one, at the corner of 16th Street and Georgetown Road. At best it could hold no more than about a dozen cars. Pace cars do not appear to have been an early priority for the collection. The museum moved into its current building in 1976. At 96,000 square feet, plus a spacious storage basement, the museum building could now accommodate a much larger collection. It was around this time that the museum started retaining one pace car from each year.

Little is known about the disposition of most of the official pace cars used prior to 1936. The Stoddard-Dayton from 1911 was thought to be Speedway President Carl G. Fisher’s personal vehicle or possibly James A. Allison’s personal vehicle. It may have simply been a car from a dealership which Fisher was linked to. While there exists some ambiguity to the original ownership of the car, nevertheless, that car is represented in the IMS Museum’s collection, and is displayed periodically. The 1930 Cord was restored and is now is part of the museum’s collection, and a few others (or faithful replicas) are part of private collections.

Starting in 1936, when the pace car was being given as a prize to the winner, there begins to exist a trail – albeit fragmented – of documentation to the whereabouts of some of the cars. Surprisingly, many of the drivers who received the cars in the early years did not necessarily have much sentiment or appreciation for them as might be expected. Nor did they anticipate the future potential value of the respective cars. A such, many were just treated like any car – driven for a time, then sold or traded-in for another car. A definitive listing of the current whereabouts of the so-called “prize” pace cars (those presented to the race winner) is in all likelihood impossible. Louis Meyer, the 1936 winner – and first driver presented, claimed that he did not remember what happened to the car. He figured he probably traded it in for another car. Mauri Rose considered the cars “dispensable”, and immediately traded his 1948 car because he did not like convertibles. By the late 1960s and early 1970s, it became more commonplace for winning drivers (or their owners) to hold on to their pace cars.

Bobby Unser was known to have kept his three pace cars, although for his 1968 victory, he was gifted a Ford Thunderbird instead of the Torino. His brother Al Unser Sr., also kept his, but only three of the four which he won. As noted above, Al sold the yellow 1971 Charger he was given after about five years. It wound up in the hands of a collector. Johnny Rutherford kept his three pace cars for most of his life, considering them “trophies”. His 1980 Pontiac Trans Am pace car was finally put up for auction in 2024.

Some “prize” pace cars have had a colorful history. Johnnie Parsons said he took his 1950 Mercury through a car wash, but water seeped through the window seals and shorted out some of the wires. The car caught fire, and after it was repaired, he sold it. The 1963 Chrysler given to Parnelli Jones was stolen and stripped of its parts. A.J. Foyt’s 1967 Camaro was crashed twice, and was later involved in a holdup. Foyt sold his 1961 Thunderbird, and gave his 1964 Mustang to his maid. Mario Andretti’s 1969 Camaro was the source of some folklore. According to Corky Andretti, Aldo Andretti (Mario’s twin brother) drove the car back to Pennsylvania after the race, suffering a flat tire along the way. Mario later sold the car to his brother-in-law, who drove it for a long time, eventually selling it to someone else.

In 1996, according to Donald Davidson, race winner Buddy Lazier was being interviewed after the race inside the old Master Control Tower. During a short break, a still-elated Lazier professed that he was going to buy one of those Vipers for himself. At which time his car owner Ron Hemelgarn reminded him that the race winner gets one of the pace cars as a prize. The ecstatic Lazier said something to effect of ‘oh, that’s right!’.

Eddie Cheever sold his 1998 Corvette to help fund his race team. Others drivers such as Gordon Johncock, Bobby Rahal, and Arie Luyendyk are known to have sold their pace cars, though Rahal said he reacquired his at one point.

In 2004, Chevrolet provided three official pace cars and 22 Festival cars, but sold no pace car replicas to the public. The IMS Museum kept one, race winner Buddy Rice was presented with one, and the rest went elsewhere. A couple authorized replicas were created, matching the race-used livery. Since the early-2000s, Chevrolet (which has provided the pace car consecutively since 2002), has seldom anymore produced pace car replicas for sale to the general public.

Some private collectors have special collections of pace car replicas, and such cars come up at auction from time to time. Many replica pace cars are on display at dozens of museums across the country. In 2006, the Speedway hosted a Pace Car Reunion, which saw nearly 200 examples of pace cars, pace car replicas, and various festival/events cars on display. Other smaller pace car reunions – sometimes make/model-specific – occur regularly.

Additional links & works cited

• • From the Editors of Consumer Guide, “Indy 500 Pace Cars”, Publications International Ltd., 1996.
  • The Indianapolis Star via Newspapers.com
  • The Indianapolis News via Newspapers.com
  • Corvette Pace Car Registry
  • IndyPaceCars.com
  • Indy 500 Pace Cars at IndySpeedway.com
  • The Talk of Gasoline Alley, WIBC, May 10, 2002
  • The Talk of Gasoline Alley, WIBC, May 16, 2003
  • The Talk of Gasoline Alley, WIBC, May 5, 2006
  • The Talk of Gasoline Alley, WFNI, May 6, 2011
  • The Talk of Gasoline Alley, WFNI, May 19, 2012