by: doctorindy500Posted on
Looking south down the pit lane (2013)
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The following contains a listing of the race day Pit Area Assignments for the Indianapolis 500. Pit stall selection for the “500” has normally been based on qualifying speed. The fastest qualifier (usually the pole position winner) has the honor of selecting first, followed by the second-fastest, and so-on. Prior to 1957, the pit area was simply along the inside of the mainstretch. There was no wall or barrier separating the pit area from the racing surface. In 1957, a new pit lane was constructed, and the pits were physically separated from the mainstretch by an inside wall and grass strip. The pit lane was subsequently widened and lengthened in 1974, then widened once again 1994. In 2000, the south part of the pit area was reconfigured due to the construction of the F1 garages. However, for oval races, that area largely resembles its former self, and the general operation is largely unchanged.

In recent decades, the most coveted and most advantageous pit stall is box number 1 at the far south end of the pits. Pit stall number 1 allows the driver a clear exit among other benefits. Other pit stalls – particularly those that have an opening ahead or behind it – are also desirable. There is an opening at the entrance to Gasoline Alley opening, at the start/finish line (Victory Lane opening), and a service opening towards the north end of the pit lane (where a fire truck used to be stationed). It should be noted that the benefits of using pit stall #1 did not become as pronounced until rules changes were implemented in 1992. Beginning in 1992, the pits would be closed at the onset of a yellow caution flag period. This mirrored a rule already used at the time in NASCAR. In addition, for the first time, a speed limit was put in place on pit road. At first, it was only during yellow; then in 1993 the speed limit was enforced at all times. Under the yellow, cars would be required to “pack-up” behind the pace car before the pits were re-opened. This magnified the advantages of pit stall #1, since nearly all lead-lap cars would be entering/exiting the pits at the the same time. Being able to travel the entire length of pit lane before taking on service, then exiting right ahead of the blend line, was advantageous in numerous ways.

In older years, pit assignments were largely based on qualifying speeds, and in some years they may have actually been assigned – not selected. The faster qualifiers were stationed down towards the south end, slower qualifiers towards the north end, with some exceptions. In general, oftentimes the officials wanted the bigger-name drivers to be grouped where they could be seen by more spectators, and in the view of the more expensive grandstand seats. In addition, the specific advantages of pit stall #1 at the time were either unrealized, under-realized, or considered spurious. This is evident by most pole-sitters forfeiting stall #1 in favor of other pit boxes.

Historically, multi-car teams had the added option of choosing connecting pit stalls. This required the team to combine and average the two cars’ qualifying speeds. They were then re-ranked among the the other cars as a pair, and had to make their selection in that revised order. This could be advantageous to the team, allowing them more working room and the ability to coordinate pit stops. However, if the qualifying speeds of the two cars varied by too much of a margin (and averaging them together drags them too far down the selection order), a team may pass on that option.

In many years, pit stall #13 has been changed to #12A for superstitious reasons.
(Johnson Photograph)

Note that the pit stall assignments indicated below only apply to race day (and Carb Day). During the IndyCar Grand Prix weekend, Indy 500 practice and Time Trials, teams are assigned working pit stalls based on different criteria. During qualifying, a segment of pit lane is reserved for the technical inspection area, the qualifying queue area, as well as a staging area for post-qualifying photographs. After the conclusion of qualifying, teams make their race day selections, and their equipment is moved during the week.

As of 2024, according to the IndyCar Rulebook, the pit stall selection is generally as follows. After the road course race is over, for Indy 500 practice days (oval), teams combine their current championship season entrant points for all their cars. They then select a group of connecting stalls in that order. One-off or Indy-only entries are not included, and select afterwards. This positioning is in place for Tuesday through Friday. At the end of the Fast Friday practice session, the qualifying draw order is held. IndyCar then reassigns the pit stalls for the first day of Time Trials based on the draw order results – beginning with the first stall north of the Gasoline Alley entrance. The zone south of the Gasoline Alley entrance is reserved for the qualifying queue. The boxes are shared (roughly three cars per two stalls) due to limited space. For the second day of Time Trials, IndyCar reassigns stalls based on qualifying results from day one. The area south of the Gasoline Alley entrance remains set aside for the qualifying queue. When qualifying is complete, the race day pit stall selection process is conducted. The selection order is based on qualifying results, with the pole position winner selecting first (and so on). It does not appear that multi-car teams “averaging” their speeds is permitted any longer. Teams move their equipment to their new location in time for Monday’s Post-Qualifying Practice as well as Carb Day practice. This allows the drivers the ample opportunity to practice entering and exiting the pits, acclimating themselves to their race day pit stall location.

2025

Pit assignments were made following qualifying on Sunday evening. However, Team Penske entries (Will Power and Josef Newgarden) were penalized and moved the rear of the field. In addition, they were not allowed to keep the pit stalls they originally selected. The other teams were allowed re-select and the two Penske crews wound up in stalls 30 and 32.

A very slight re-numbering of the pit stalls occurred since the previous year. The NTT Performance Pit (a non-numbered stall in 2024) was re-numbered to 17 for 2025. As a result, the 33 cars in the field took up stalls 1–16 and 18–34.

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Pit Assignments: Practice Week
Pit Assignments: Qualifying
Pit Assignments: Carb Day & Race Day (ORIGINAL)
Pit Assignments: Carb Day & Race Day (REVISED)

2024

A couple small changes were made for 2024. Tire supplier Firestone was identified as occupying the partial stall immediately north of the Gasoline Alley opening. In addition, the boxes were re-numbered. The stalls that were not to be used by teams (those utilized by officials, etc.) had their numbering omitted. As a result, the pit boxes were now numbered 1–33, reflecting the 33 starters (for the first time in this configuration).

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2023

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2022

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2021

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2020

The 2020 race was postponed until August and run without spectators due to the COVID-19 pandemic. Takuma Sato won his second “500” in 2020 (his first came in 2017). Both times Sato won the race, he pitted adjacent to the Gasoline Alley opening.

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2019

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Simon Pagenaud became the first pole-sitter to win the “500” since Helio Castroneves in 2009. Along those same lines, Pagenaud also was the first driver to win the “500” utilizing pit stall #1 since then (Castroneves in 2009 had been the most recent). Despite its desirability and its advantages, as of 2024, no driver has won from pit stall #1 since Pagenaud in 2019.

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2018

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2017

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2016

Starting in 2016, officials began leaving pit stall #18 vacant. Pit stall #18 was next to the start/finish line area, and is aligned with Victory Lane. From 2016 on, two stalls (#17 & #18) plus an existing vacant gap provided for a larger expanse in front of the Pagoda, Victory Lane, and at the start/finish line area.

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2015

Race winner Juan Pablo Montoya utilized pit stall #26, adjacent to the “gap” opening at the north end. It represented the highest/northernmost pit stall for a winner since Eddie Cheever in 1998.

As of 2023, Justin Wilson (who died from injuries suffered at Pocono later that season) is the last driver to utilize pit stall #18, which is in front of Victory Lane. Beginning in 2016, box #18 was left vacant.

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2014

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2013

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2012

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2011

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2010

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2009

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2008

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2007

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2006

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2005

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2004

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In 2004, the “gap” wall opening at the north end of the pit lane, formerly used as a parking space for a safety truck, was closed. The pit wall was extended to physically close the opening, but the box itself (which was only about a half-size stall) was left as a empty space. The stalls immediately before and immediately after this “gap” still remained somewhat desirable, as they allow the a slightly less obstructed entrance or exit into those adjoining stalls.

2003

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2002

Beginning in 2002, all pit crew members that worked over the wall must wear approved helmets. This requirement was in response to a succession of accidents and injuries (particularly head injuries) involving pit crew members in IRL, CART, NASCAR and other series. Many teams had already been utilizing helmets optionally since 1999, after Steve Fried, the crew chief for Robby McGehee was critically injured in a pit accident. The accident put Freid in a coma for several weeks.

For 2002, the pit road speed limit was reduced to 60 mph.

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On lap 82, during a series of pit stops by the leaders, Robby Gordon (stall #5) suffered a fire in his pit when the vent hose got stuck, and he started to pull away with it still attached. The fire was quickly doused, but not before it blew the top off of the pitside fuel tank. Since the race was under caution, Gordon was able to get back in the race without losing a lap. With Gordon’s fuel supply for the rest of the race largely burned off and depleted, Gordon’s team did not have enough fuel in the tank needed to finish the race. The tank itself also needed to be repaired before it was safe to use. Officials allowed Gordon’s crew to relocated to the vacated pit box of Greg Ray (stall #29). Ray had crashed out on lap 28, and at that moment, was the only car officially out of the race. Gordon spent the second half of the race pitting up near the north end – not as advantageous as his original south end spot – nevertheless, he drove to an 8th place finish.

2001

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Though no physical changes had been made since 2000, the pits stalls were renumbered, and a minor shift was made in front of the Pagoda for 2001. North of the Gasoline Alley entrance, stalls picked up at #10 (same as 2000), but now continued up to #16. ABC Sports was moved to the stall immediately north of the start/finish line, and took what was now being identified as stall #17. Stall #18 was the next one occupied by a team. The last stall before the “gap” was now #25, and #26 was now the first stall north of the gap. With this renumbering, the last car at the north end would now occupy stall #34. This layout/numbering would remain mostly the same for the “500” through 2023.

2000

The south half of the pit lane was substantially reconstructed/reconfigured in preparation for the Formula One United States Grand Prix. The old steel & glass Master Control Tower was completely demolished and the new Pagoda was completed in its place. Victory lane was relocated to the area below the new Victory Podium, which stood next to the Pagoda. The F1 pitside garages were completed, beginning south of the Pagoda. This required all Indy car pit stalls south of the Pagoda to utilize a new pit wall (one that could be moved when transforming the circuit from oval to road course configuration). However, for the most part, the layout of the pit stalls for the Indy 500 was comparable to how it was laid out in the late 1990s.

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For 2000 and beyond, there would be nine pit stalls available south of the Gasoline Alley entrance. This is equal to what it was in the late 1990s. However, for the year 2000 only, the pit stall numbering and the pit stall usage in front of the Pagoda area was slightly different. Stall #10 was immediately north of the Gasoline Alley opening, and stalls counted up from there to #15. ABC Sports took the next stall (which was unnumbered), then came the start/finish line and victory lane area. North of the start/finish line, stalls picked up with #16 and went up to #24. The “gap” was next, followed by stall #25 and up. In the year 2000 only, the stalls were occupied as #1 through #33 (with #13 renamed #12A), mimicking the 33 cars in the field.

With the planned construction improvements still not yet 100% completed in May, some further minor reconfigurations would come for Brickyard 400 weekend in August, as well as for U.S. Grand Prix weekend in September.

1999

In late 1998, it was announced that the Formula One United States Grand Prix would be held at the Indianapolis Motor Speedway beginning in 2000. Construction began on a new FIA Grade 1 combined infield road course over the offseason, including new pitside garages, a new media center, and most noticeably, a new control tower.

After the 1998 Brickyard 400, the old steel & glass Master Control Tower (built in 1957) was partially dismantled. The upper floors were removed, but the lower floor (which contained the USAC Timing & Scoring department) remained for the month of May 1999. Construction began adjacent to it on the new Pagoda – scheduled to be completed sometime in 2000. In May 1999, only the proposed elevator shafts and parts of the steel frame had been completed. Construction work was actually going on during some of the track activities. Much of the old [“yellow”] Tower Terrace grandstands along the inside of the mainstretch were demolished, with temporary bleachers erected in their place. They would eventually be replaced in that area by the F1 garages and an F1-style pit lane, to be used during only the U.S.G.P.

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Despite all of the construction, for the month of May 1999, however, only small changes had been made so far to the actual pit lane itself. There were now nine stalls available south of the Gasoline Alley entrance, up from seven in 1998. However, only eight of the stalls were used (stall #1 was left empty for 1999 only). The 1994 “horseshoe” victory lane was kept intact for 1999 (for both the “500” and the Brickyard 400 in August). It was demolished after the Brickyard 400 in order to complete construction on the Pagoda and F1 garages.

For 1999, the pit road speed limit was reduced to 80 mph (it was 100 mph from 1992 to 1998).

1998

For 1998, nine stalls would be available south of the Gasoline Alley entrance. This was up from seven previously. The boxes were renumbered accordingly. This would be the final “500” before substantial construction improvements would be done along pit lane (in preparation for the U.S. Grand Prix).

Race winner Eddie Cheever pitted in stall #30. It marked highest/northernmost pit stall for the winner since the pit lane was lengthened in 1974. As of 2023, it remains the northernmost pit stall for a winner, and only one of three that used a stall north of the safety truck “gap” opening (Mears in 1984 and Montoya in 2015 being the others).

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1997

From 1979 through 1996, USAC officials regularly parked the pace car at the far south end of the pits. It would be stationed in an empty pit stall, one or two box lengths beyond the first team occupied stall. It was placed here in-waiting, to be driven out onto the track immediately upon a caution flag coming out. Beginning in 1997, USAC started parking the pace car in a spot behind the pit wall at the south end of the pit lane. This would allow for a clear exit for all race cars (especially the car occupying pit stall #1). Previously, the pace car (arguably) represented a bit of a hazard for race cars exiting the pits – especially during a sequence of yellow flag pit stops, when a gaggle of cars may be racing towards the blend line together. The pace car no longer sat in front of and blocked the “third” lane emanating from the stalls themselves.

Due to a controversy that unfolded during Time Trials, two bumped cars were re-added to the starting grid. The 1997 race had a 35-car field, up from the traditional 33 cars. This was accommodated on pit lane simply by opening up additional stalls to the north.

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1996

For 1996, there would be nine pit boxes between the start/finish line and the “gap” opening at the north end of the pitlane. This is down from 12 boxes in that stretch previously. This may have been accomplished simply by leaving three boxes near the start/finish line vacant, or by re-painting the stripes. In any case, there were now more empty stalls in front of the tower and the start/finish line.

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1995

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1994

After the 1993 race, partly in preparation for the Inaugural Brickyard 400, improvements were made to the pit lane. The old Grass Strip was removed, which allowed the pit lane to be widened. The two entry/exit lanes were widened and repaved in asphalt, the actual pit boxes were reconstructed in concrete, and a new pit wall was was built. The 1986 hydraulic lift Victory Lane was removed, and a new Victory Lane was constructed in the “horseshoe” area in front of the Master Control Tower.

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1993

For the 1993 race, several improvements were made, some in anticipation for the 1994 Brickyard 400. The apron was removed and replaced with a new separate warm-up lane. The south exit of the pits was also slightly reconfigured. The guardrail that was at the south end was removed, which allowed cars a clear path to the new warm-up lane.

Starting in 1993, the pit road speed limit (100 mph) was now to be enforced at all times, not just during yellow flag caution periods.

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1992

For the 1992 race, two new rules were put into place. The pits would be closed (temporarily) at the onset of a yellow flag caution period. The pace car would come out to pick up the leader as normal, but the field was required to “pack-up” before the pits would re-open. This usually would take about one lap, sometimes two. When the field was sufficiently bunched up, the pits would be opened, and cars that were on the lead lap would be permitted to pit the first time around. Lapped cars would be allowed to pit the second time around. These rules were similar to rules that had been experimented with and implemented in NASCAR. In addition, a 100-mph speed limit was imposed in the pit lane during caution periods.

These rules were in response to a succession of pit road accidents in recent seasons at Indy car and NASCAR races. At the 1990 Atlanta Journal 500, a pit crew member on Bill Elliott’s team (Mike Ritch) was fatally injured when Ricky Rudd locked up his brakes and crashed into Elliott’s car on pit lane. Then at the 1991 Long Beach Grand Prix, Michael Andretti and Emerson Fittipaldi had a frightening incident when the two cars clipped wheels in the pit lane. Andretti’s car lifted up on its side, and landed on Fittipaldi’s sidepod. No one was injured, but the crash highlighted the increasing dangers on pit road.

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For 1992 and beyond, the combination of the new pit rules increased and magnified the advantages of selecting a pit stall at the far south end of the pit lane. While the new pit rules were largely in the interest of safety, it was also an effort to thwart a perceived “loophole” or “unfair advantage” that some drivers would exploit. The moment a caution came out, drivers were known to pit immediately. Depending upon where they were on the track, they could rush to pit lane without having to heed to the pace car speed. And with no speed limit in the pit, they could often make up significant track position while the leader or others were being picked up out on the track by the pace car. Closing the pits at the onset of yellow was intended to make sure that all of the leaders made their pit stops together under the same general circumstances.

1991

After Mark Dismore’s crash on Friday May 10, a decision was made to vacate a couple of the pit stalls at the far north end of the pit lane. This was in the interest of safety, adding about 80 feet of buffer to protect pit crews in case another car were to crash in the same location. Theses stalls were replaced or ‘relocated’ by occupying two stalls at the far south end which were previously left unused. For race day, there were now seven pit stalls south of the Gasoline Alley entrance, up from five the previous year. Due to the shifting, all of the pit stalls were renumbered accordingly.

Gary Bettenhausen (Team Menard) was the fastest qualifier, and Rick Mears (Team Penske) was the pole position winner. Bettenhausen normally would have had the privilege of selecting his pit stall first – followed by Mears (second-fastest overall). However Team Menard elected to average the speeds of Bettenhausen and Kevin Cogan together, and Team Penske decided to average Mears and Emerson Fittipaldi together. As a result, Arie Luyendyk actually edged out everyone by speed, and selected first. Luyendyk selected the stall adjacent to the Gasoline Alley opening, thus Mears still managed to land the coveted pit box #1.

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The 1991 race would be the final year without any speed limit on pit lane. It was also the last year whereby the pits were not closed at the onset of caution.

1990

Some sources indicated that Scott Brayton’s pit stall (box #26) was south of the safety truck entrance gap. However, video evidence from television confirms that the stall was north of the gap, consistent from years immediately before and after. The Daily Trackside Report also erroneously listed Emerson Fittipaldi (box #5) north of the Gasoline Alley entrance. However, his stall was confirmed by television evidence to be the first stall south of that gap.

For 1990, five pit stalls were located south of the Gasoline Alley entrance – up from four in 1989. The stalls were renumber accordingly. As

During the offseason, the old Terrace Extension grandstand (at the north end of the pits) was demolished. In its place the new [“North”] Tower Terrace and Tower Suites were constructed. The grandstand seating was built seamless to the original [“yellow”] Tower Terrace.

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1989

Newly-paved pit lane in 1989.
(Screenshot from ABC telecast)

For 1989, the entire track was repaved during the offseason. For the first time, old concrete pit lane was paved over in asphalt. In addition, the Grass Strip area was protected with a new metal guardrail (“Armco” type). The 1986 hydraulic lift victory lane was not affected, and remained in the same location. A minor change also around the track was the new white line painted along the bottom of the racing surface (separating the track from the apron). Previously this line was yellow.

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1988

Concrete pit lane in 1988.
(Screenshot from ABC telecast)

The 1988 race would be the final year that the pit lane remained entirely concrete. By this time, the pit lane had become quite bumpy and rough. the three cars of the Penske team qualified 1nd-2nd-3rd, sweeping the front row. Polesitter Rick Mears selected pit stall #1, and Al Unser Sr. selected pit stall #2. Danny Sullivan, (who qualifed for the middle of the front row), however, chose stall #4, which was the next to the Gasoline Alley opening.

Mario Andretti, the 4th-fastest qualifier, once again elected to choose the pit stall (#24) adjacent to the fire truck “gap” at the north end.

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Pancho Carter drives by the “hydraulic lift” victory lane; time trials 1988
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1987

Mario Andretti pitting in the so-called “gap” stall at the north end.
(Screenshot from ABC telecast).

Polesitter Mario Andretti, entitled to select his pit stall first, notably chose box #24. Unlike most top qualifiers (who typically select stalls at the south end), Andretti had a preference in the 1980s of selecting the stall next to the fire truck opening “gap” at the north end of the pit lane.

Defending “500” winner Bobby Rahal, the second-fastest qualifier (and second driver in the selection order) also passed on a stall down at the south end. His team chose stall #12, next to the gap for the start/finish line (and next to victory lane). This was the exact same stall Rahal and Truesports Racing used the previous year (1986) in the winning race. The stall did not bring him luck this time, however, as Rahal dropped out during the first half.

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1986

For the 1986 race, a new hydraulic lift Victory Lane was constructed in-line with the pit stalls. It was constructed in the gap between stalls #11 and #12.

Race winner Bobby Rahal (Truesports Racing) qualified 4th. The team chose pit box #12, which is situated next to the opening for the start/finish line (immediately next to Victory Lane). The team incidentally, had utilized the same stall in 1985. Rahal experienced some luck as the three cars to the north of his stall (Mario Andretti, A,J, Foyt, and George Snider) all dropped out. That left Rahal with a wide open approach to his pit stall for much of the race, particularly the second half.

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Dennis Firestone’s team originally selected pit stall #35 at the far north end of the pit lane. Firestone was withdrawn after his car was destroyed in a crash during Carburetion Day practice on May 22. The first alternate, Dick Simon was elevated to the starting field; his crew took pit stall #35, vacated by Firestone.

1985

Race winner Danny Sullivan gets ready to turn left into Victory Lane. The 1985 race was the last race to utilize the old “ramps” victory lane which was set up in the horseshoe area in front of the Master Control Tower. This victory lane (used 1971–1985) was accessible through a small gap in the concrete pit wall. A year later, a new victory lane was constructed aligned in the pit lane itself.
(Screenshot from 1985 ABC telecast)

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1984

Eventual race winner Rick Mears pits for service. The team utilized stall #25, adjacent to the “gap” at the north end of pit lane. Note the opening in the wall and the safety truck next to their stall.
Screenshot from 1984 ABC telecast)

Race winner Rick Mears – who qualified for the outside of the front row – notable chose stall #25, adjacent to the so-called “gap” at the north end.

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1983

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1982

After major pit fires in 1981, new safety rules were implemented for 1982. All pit personnel were required to wear fire-resistant uniforms. Fuel rigs were required to be anchored to the ground, grounded for static electricity, and were to be outfitted with positive shut-off valves (“dead man’s valve”). The fueling nozzle, coupling, fuel hoses, vent hoses, and the “buckeyes” on the sides of the cars were all redesigned and improved. High pressure water spigots were installed along pit lane, and fires became less of an issue going forward.

Some changes were made to the pit lane as well. The individual pit stalls were resized from 1981 (lengthened to about 47 feet). There were now six stall south of the Gasoline Alley entrance (down from seven in 1981). Moving north, the number of stalls between the start/finish line and the Gasoline Alley opening was effectively reduced from 22 to 19. At the far north end of the pit lane, the lengthening of the stalls reduced the overall number of pit boxes from 47 to somewhere between 39–41.

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As the field was coming down the frontstretch on the pace lap, anticipating the green flag, Kevin Cogan (in the middle of the front row) triggered a crash. He lost control and veered to the right. He hit A.J. Foyt’s car, then slid into the path of Mario Andretti. Deeper in the field, Dale Whittington crashed and collected Roger Mears. Foyt was able to make hasty repairs, but the other four drivers were out of the race without completing a single lap. On pit lane, that resulted in several open stalls for the rest of the afternoon. With Cogan gone, polesitter Rick Mears (stall #1) essentially had stalls #1 and #2 to himself. With Andretti out, Gordon Johncock had his own (#9) plus the two in front of him (#7 and #8) empty for an easier exit. After A.J. Foyt dropped out around halfway, Pancho Carter (stall #6) had stall #5 and the Gasoline Alley opening free in front on him. With Dale Whittington out before the start as well, his brothers Bill and Don had a empty stall upstream making their entry easier (plus they has the start/finish line opening downstream, making exist a little easier)

1981

During the 1981 race, Rick Mears suffered a major pit fire during the race. Later in the season at the Michigan 500, another larger pit fire occurred involving Herm Johnson. These incidents prompted new safety rules for future races.

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1980

Beginning in 1980, ABC-TV started claiming one of the pit stalls, usually one near or south of the start/finish line.

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1979

Race winner Rick Mears notably utilized the “unlucky” pit stall number 13. A very subtle re-numbering was made in the vicinity of the start/finish line opening. One of the stalls (box #15) was removed from use and designated to the USAC officials.

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Due to a controversy that stirred during Time Trials, a fifth day of qualifying was held. On the day before the race, a “last chance” qualifying session was held, to allow certain cars the opportunity to make the starting field. Two cars (Bill Vukovich II and George Snider) were fast enough, and were added to the back of the grid. The field would line up on race day with 35 cars, the most since 1933. Since all of the other teams had already selected and set up their pit stalls – and their driver/car information had been painted on the pit wall – earlier in the week, Vukovich and Snider (despite posting qualifying speeds faster than a number of the other cars) were simply added to the north end.

1978

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1977

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1976

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1975

In 1975, only two cars utilized pit stalls south of the Gasoline Alley entrance – race winner Bobby Unser, as well as polesitter and eventual third place finisher A.J. Foyt.

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1974

After the tragic 1973 race, several improvements were made to the the pit area. The pit road itself was widened by 5 feet – this was accomplished by taking five feet out of the grass strip. The pit wall was raised, and an extra foot was added to the crews’ work area behind the pit wall. The pit road was lengthened by about 856 feet to the north and each pit box was increased from 30 feet to 40 feet in length. The entrance to the pits was reconfigured, and extended back to the exit of turn four.

For 1974, only two pit stalls were permitted to be used south of the Gasoline Alley entrance. This was done in order to provide the cars additional area to accelerate before reaching the apron out on the race track.

 

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1973

The 1973 Indianapolis 500 is remembered for tragedy and rain delays. Three competitors (two drivers and one pit crew member) died from injuries suffered during the month. One other driver (Salt Walther) was critically injured.

On lap 59, Swede Savage suffered a terrible crash at the exit of turn four. He had just made a pit stop, and his car was fully-fueled. He lost control and his car spun to the inside, and crashed hard into the angled inside wall, just north of the pit entrance. The force of the impact broke the car into several pieces, which tumbled along the track. At impact, a huge fire flash erupted. Savage died in the hospital on July 2.

Moments after the crash, a firetruck was dispatched up the pit lane to the crash scene. A crew member (Armando Terran) from Graham McRae’s team (Savage’s teammate) was struck and killed by the fire truck on pit lane, in view of thousands of spectators.

After the race, USAC made several rule changes in the interest of safety. In addition, various improvements would be made to the track in time for the 1974 race. The pit lane would be lengthened, and the entrance to the pits would be extended to the exit of turn four. The angled inside wall that Savage impacted would be removed and replaced with a new wall much further back from the edge of the track surface. The 1973 race would be the final year to see this tight entrance to the pits.

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The 1973 race was the final year of the 1957 ‘shorter’ pit lane. It would be lengthened in 1974. It was also still prior to the “pack-up” rule being adopted during caution periods. The 1973 race was the second year to utilize the PACER light system during yellows. It is noticeable that the competitors at the time had somewhat different priorities with respect to their pit stall selection. Ease of entry and exit seemingly took a priority over actual north-south location. This was especially important, as the individual stalls were also narrower, and tighter at the time.

Polesitter Johnny Rutherford did not select stall #1. Instead, he picked #10, which at the time was adjacent to the Gasoline Alley entrance. Bobby Unser, who qualified second, picked the stall (#26) next to the opening near Victory Lane. Mark Donohue, who qualified third, selected the other stall adjacent to the Gasoline Alley opening. A.J. Foyt, who struggled in time trials, and was one of the slowest cars in the field, pitted with teammate George Snider at the far north end of pit lane.

1972

A controversy erupted late in the race when Jerry Grant came into the pits while leading on lap 188. Grant overshot his own pit stall (stall #12) and instead stopped in Bobby Unser’s pit, his teammate (stall #11). Unser had dropped out of the race with mechanical problems on lap 31. Grant’s crew carried their equipment to stall #11, and serviced the car. They changed the right-front tire, and hooked up the fuel hose. grant was back out on the track, but dropped to second. The day after the race, USAC officials penalized Grant for taking on fuel from Bobby Unser’s pitside tank. Grant’s last 12 laps were disallowed, and he dropped to 12th place.

The details of the pit snafu were never fully explained nor settled. Grant’s crew claimed the error was unintentional, and that while the fuel hose was briefly engaged, no fuel flowed into the car. Others claim that Grant was running low on fuel due to him running too high turbocharger boost all afternoon. The car was out of fuel, and his pitside tank was also empty (or nearly empty); but he still needed a splash-and-go to make it to the finish line. Some accused Grant of deliberately driving to Unser’s pit (or being directed into Unser’s pit) so that he could take on the much-needed fuel. Grant maintained his innocence.

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1971

In 1971, Victory Lane was relocated from the grass area at the south end of the pit lane to the “horseshoe” area located in front of the Master Control Tower. Al Unser Sr. won the race for the second year in a row. Once again, he pitted from the “unlucky” stall #13.

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At the start, the Dodge Challenger pace car driven by Eldon Palmer crashed into a photographers’ stand. The stand was parked in the grass at the south of the pit lane,

1970

The 1970 race was the final year for Victory Lane to be located in the grass at the south end of the pit lane. The following year it would be relocated adjacent to the Master Control Tower.

Race winner Al Unser Sr. pitted from the “unlucky” stall #13.

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1969

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1968

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1967

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1966

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1965

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1957-1964

Looking north up the pit lane (2013)
(Johnson Photograph)

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