Daniel Sexton Gurney (April 13, 1931 – January 14, 2018) was an Americanracing driver, engineer andmotorsport executive, who competed inFormula One from1959 to1970. Widely regarded as one of the most influential figures in the history ofmotorsport,[a] Gurney won fourFormula One Grands Prix across 11 seasons. Inendurance racing, Gurney won the24 Hours of Le Mans in1967 withFord, as well as the12 Hours of Sebring in1959 withFerrari.
Born inLong Island, Gurney was the son ofbass-baritoneJohn R. Gurney and born into a family ofengineers. Interested byCalifornia hot rod culture, Gurney built his first car aged 19 and became an amateurdrag racer. After serving in theUnited States Army as an artillery mechanic during theKorean War, Gurney entered the 1957Riverside Grand Prix, beating numerous established drivers includingPhil Hill and attracting the attention ofLuigi Chinetti, who organised his professional debut at the24 Hours of Le Mans in1958 withNART. His performance at Le Mans promptedFerrari to sign Gurney for the1959 season, making his Formula One debut at theFrench Grand Prix after winning the12 Hours of Sebring with the team two months prior. After achieving two podiums in only four races at Ferrari, Gurney joinedBRM in1960. Following anon-classified championship finish with BRM, Gurney moved toPorsche, where he scored frequent podiums and finished fourth in the1961 World Drivers' Championship. He took his maiden win at the1962 French Grand Prix, which remains Porsche's only victory as aconstructor in Formula One.
Gurney moved toBrabham in1963 as their first-ever driver, taking multiple wins in three seasons at the team, including another fourth-placed championship finish in1965. AlongsideCarroll Shelby, Gurney had foundedAll American Racing in 1964, entering Formula One with Gurney at the wheel in1966 under the chassis nameEagle.[b] Despite struggling for reliability with theLen Terry-designedEagle T1, Gurney took his final victory at the1967 Belgian Grand Prix, before leaving the sport at the end of1968. He returned at three Grands Prix in1970 forMcLaren, following the death ofBruce McLaren. Gurney achieved four wins, three pole positions, six fastest laps and 19 podiums in Formula One, amongst winning the non-championship1967 Race of Champions.
Outside of Formula One, Gurney entered ten editions of the24 Hours of Le Mans from1958 to1967, winning the latter alongsideA.J. Foyt in theFord GT40 Mk IV. His celebration upon winning Le Mans—spraying champagne on the podium—has since become a custom throughout global motorsport. Gurney was a record five-time winner of theWinston Western 500 in theNASCAR Grand National Series and, inAmerican open-wheel racing, was a six-time race winner inUSAC Championship Car and twice runner-up in theIndianapolis 500 in1968 and1969. He was also a race-winner in theCanadian-American Challenge Cup, theTrans-Am Series and theBritish Saloon Car Championship. Inaerodynamics, he is remembered for his invention of theGurney flap, and became the first Formula One driver to wear afull-face helmet at the1968 German Grand Prix. HisAll American Racers team won 78 official races, including the Indianapolis 500 and the24 Hours of Daytona. Gurney was inducted into theInternational Motorsports Hall of Fame in 1990.
Gurney was born toJohn R. "Jack" Gurney and Roma Sexton.[6] His father was a graduate of Harvard Business School with a master's degree. Dan's three uncles were each MIT engineers. His grandfather was F.W. Gurney who was responsible for the invention of the Gurney Ball Bearing. He had one sister, Celisssa.[7] Jack was discovered to have a beautiful voice after taking voice lessons inParis and changed his career path to become lead basso with theMetropolitan Opera Company in New York,[8] eventually retiring in 1947. Jack moved his family toRiverside, California, when Dan was a teenager and had just graduated fromManhasset High School.[8][9][10] Young Dan quickly became caught up in the California hot rod culture. At age 19, he built and raced a car that went 138 miles per hour (mph) (222 kilometres per hour [km/h]) at theBonneville Salt Flats.[8] He later studied atMenlo Junior College, a feeder school for Stanford University.[8] He then became an amateurdrag racer andsports car racer. He served in theUnited States Army for two years[6] as an artillery mechanic during theKorean War.[11]
Gurney's first major break occurred in the fall of 1957 when he was invited to test Frank Arciero's Arciero Special. It was powered by a 4.2-litre reworked Maserati engine with Ferrari running gear, and aSports Car Engineering Mistral body.[12] This ill-handling brute of a car was very fast, but even top drivers likeCarroll Shelby andKen Miles had found it difficult to handle. He finished second in the inaugural Riverside Grand Prix (behind Shelby), beating established stars likeMasten Gregory,Walt Hansgen andPhil Hill. This attracted the attention of famed Ferrari North American importerLuigi Chinetti, who arranged for a factory ride for the young driver at Le Mans in 1958. Gurney, teamed with fellow CalifornianBruce Kessler, had worked the car up to fifth overall and handed over to Kessler, who was then caught up in an accident. This performance and others earned him a test run in a worksFerrari, and his Formula One career began with the team in 1959. In just four races that first year, he earned two podium finishes, but the team's strict management style did not suit him.In 1960 he had six non-finishes in seven races behind the wheel of a factory-preparedBRM. At the Dutch Grand Prix, at Zandvoort, a brake system failure on the BRM caused the most serious accident of his career, breaking his arm, killing a young spectator and instilling in him a longstanding distrust of engineers. The accident also caused him to make a change in his driving style that later paid dividends: his tendency to use his brakes more sparingly than his rivals meant that they lasted longer, especially in endurance races.
After rules changes came in effect for1961, Formula 2 cars became Formula 1, which put thePorsche 718 former sportscar into the single-seater World Championship. As works drivers, Gurney teamed withJo Bonnier for the first full season of the factoryPorsche team, scoring three second places with the overweight underpowered car. He came very close to scoring a maiden victory at Reims, France, in 1961, but his reluctance to block Ferrari driver Giancarlo Baghetti (a move Gurney regarded as dangerous and unsportsmanlike, especially in open wheelers) allowed Baghetti in the fasterFerrari 156 to pass him at the finish line for the win. After Porsche introduced the betterPorsche 804 car in1962 with an 8-cylinder engine, and a German worker strike causing Porsche to remain absent from the Belgian round, Gurney broke through at theFrench Grand Prix atRouen-Les-Essarts with his first World Championship victory[13] – the only GP win for Porsche as an F1 constructor, and the only GP win with an air-cooled engine. One week later, he repeated the success in a non-Championship F1 race in front of Porsche's home crowd atStuttgart'sSolitude Racetrack. Due to the high costs of racing in F1,Porsche did not continue after the 1962 season. While with Porsche, Gurney met the factory's public relations executive named Evi Butz, and they married several years later.
Gurney was the first driver hired byJack Brabham to drive with him for theBrabham Racing Organisation. Brabham scored the maiden victory for his car at the 1963 Solitude race, but Gurney took the team's first win in a championship race in 1964 at Rouen. In all, he earned two wins (in 1964) and ten podiums (including five consecutive in 1965) for Brabham before leaving to start his own team. With his victory in the Eagle-Weslake at the 1967 Belgian Grand Prix,[14] Gurney earned a distinction as the only driver in history to score maiden Grand Prix victories for three different manufacturers: Porsche, Brabham and Anglo-American Racers.
Due to his popularity,Car and Driver magazine promoted the idea that Gurney run for President of the United States in 1964.[15] This effort was abandoned only when it was "discovered" that he was too young to qualify as a candidate. The campaign was periodically resurrected (usually every four years) by his friends and fans.[16]
Gurney developed a new kind of motorcycle called"Alligator",[17] which featured an extremely low seat position. While Gurney did not achieve his goal of getting the design licensed for manufacture and sale by a major motorcycle manufacturer, the initial production run of 36 Alligator motorcycles quickly sold out and are now prized collector's items.
Gurney's tall height, unusual for a race driver, caused constant problems during his career.[18] During the 1.5-litre era of Formula 1, Gurney's head and shoulders extended high into the windstream compared to his shorter competitors, giving him (he felt) an aerodynamic disadvantage in the tiny, underpowered cars. At nearly 6 feet 4 inches (1.93 m),[19] Gurney struggled to fit into the tightFord GT40 cockpit, so master fabricatorPhil Remington installed a roof bubble over the driver's seat to allow space for Gurney's helmet—now known as a "Gurney bubble". In a fortunate error, the Italian coachbuilder who built the body for the 1964 Le Mans class-winning, closed-cockpit Cobra Daytona GT coupe driven by Gurney and Bob Bondurant mistakenly made the cockpit "greenhouse" two inches too tall — the only thing that permitted Gurney to fit in the car comfortably.[20]
In 1962, Gurney andCarroll Shelby began dreaming of building an American racing car to compete with the best European makes. Shelby convincedGoodyear, which wanted to challengeFirestone's domination of American racing at the time, to sponsor the team. Goodyear's president Victor Holt suggested the name, "All American Racers", and the team was formed in 1965. Gurney was not comfortable with the name at first, fearing it sounded somewhatjingoistic, but felt compelled to agree to his benefactor's suggestion.[citation needed]
Their initial focus wasIndianapolis and Goodyear's battle with Firestone. Because Gurney's first love was road racing, especially in Europe, he wanted to win the Formula One World Championship while driving an American Grand Prix 'Eagle'. It has often been claimed that a Formula One car was built in Britain; in later interviews, Gurney was clear that the car was designed and built by crew members based inSanta Ana, California.[21] Partnered with British engine makerWeslake, the Formula One effort was called "Anglo American Racers." The Weslake V12 engine was not ready for the 1966 Grand Prix season so the team used outdated four-cylinder, 2.7-litre Coventry-Climax engines for their first appearance in the second race of the year in Belgium. This was the race of the sudden torrential downpour captured in the feature filmGrand Prix. Although Gurney completed the race in seventh place, he was unclassified. Gurney scored the team's first Championship points three weeks later by finishing fifth in the French Grand Prix at Reims.
The next season the team failed to finish any of the first three races, but on June 18, 1967, Gurney took a historic victory in the1967 Belgian Grand Prix. Starting in the middle of the first row, Gurney initially followedJim Clark'sLotus and the BRM ofJackie Stewart. A poor start left Gurney deep in the field at the end of the first lap. Throughout the race, Gurney's Weslake V-12 suffered a high-speed misfire, but he was able to continue racing. Jim Clark encountered problems on Lap 12 that dropped him down to ninth position. Having moved up to second spot, Gurney set the fastest lap of the race on Lap 19. Two laps later he and his Eagle took the lead and came home over a minute ahead of Stewart.
At this race Gurney achieved the first "all-American" victory in a Grand Prix sinceJimmy Murphy´s triumph withDuesenberg at the1921 French Grand Prix. Excluding theIndianapolis 500, this is also the only win for a USA-built car as well asone of only two wins of anAmerican-licensed constructor in Formula One.[21][22] He also became one of only three drivers (along withJack Brabham andBruce McLaren) to win a Formula One race in a car of his own construction.
The win in Belgium came just a week after his surprise victory withA. J. Foyt at the1967 24 Hours of Le Mans, where Gurney spontaneously began the now-familiar winner's tradition of sprayingchampagne from the podium to celebrate the unexpected win against the Ferraris and the otherFord GT40 teams. Gurney said later that he took great satisfaction in proving wrong the critics (including some members of the Ford team) who predicted the two great drivers, normally heated rivals, would break their car in an effort to show each other up.[citation needed]
Unfortunately, the victory in Belgium was the high point for AAR as engine problems continued to plague the Eagle. Despite the antiquated engine tooling used by the Weslake factory (dating from World War I), failures rarely stemmed from the engine design itself, but more often from unreliable peripheral systems like fuel pumps, fuel injection and the oil delivery system. He led the1967 German Grand Prix at theNürburgring when a driveshaft failed two laps from the end with a 42-second lead in hand. After a third-place finish inCanada that year, the car would finish only one more race. By the end of the 1968 season, Gurney was driving aMcLaren-Ford. His last Formula One race was the1970 British Grand Prix.
AmongAmerican Formula One drivers, his 86 Grand Prix starts ranks third, and his total of four GP wins is second only toMario Andretti. Perhaps the greatest tribute to Gurney's driving ability, however, was paid by the father of Scottish World ChampionJim Clark. The elder Clark took Gurney aside at his son's funeral in 1968 and confided that he was the only driver Clark had ever feared on the track. (Horton, 1999).
Gurney was particularly noted for an exceptionally fluid driving style. On rare occasions, as when his car fell behind with minor mechanical troubles and he felt he had nothing to lose, he would abandon his classic technique and adopt a more aggressive (and riskier) style. This circumstance produced what many observers consider the finest driving performance of his career, when a punctured tire put him nearly two laps down halfway through the 1967Rex Mays 300 Indycar race atRiverside, California. He produced an inspired effort, made up the deficit and won the race with a dramatic last-lap pass of runner-upBobby Unser.
The 2010Monterey Motorsports Reunion (formerly the Monterey Historic Automobile Races) was held in honor of Gurney.[23]
A 2016 academic paper reported a mathematical modeling study that assessed the relative influence of driver and machine. Gurney was ranked the 14th-best Formula One driver of all time.[24]
While competing in Formula One, Gurney also raced each year in theIndianapolis 500 from 1962 to 1970.[25] Gurney made his Indy début at the wheel of a space-frame, rear-engined car designed byJohn Crosthwaite and built by American hot-rodderMickey Thompson[26][27][28][29][30] Despite a misfiring engine, Gurney ran comfortably in the top-ten until a transmission seal failed on the 92nd lap. The next year he drove for Team Lotus and finished seventh. He failed to finish in his next four appearances in the 500 mile race, but beginning in 1968 until his last attempt in 1970 he finished second, second, and third, respectively. In 1969, he did not race in Formula One, instead racing in theUSACChampionship Car series and also inCanAm. He started a total of 28 Champ Car races, winning seven times among his eighteen top-tens. In 1969, he finished 4th in total points, despite starting only half the races of most top drivers (and would have finished second in the season standings to championMario Andretti if not for a driveshaft failure while leading comfortably with three laps remaining in the season finale at Riverside). In 1968, he finished seventh with only five starts.
Gurney's first career NASCAR start was in 1962. In 1963, he drove a Holman-Moody Ford to fifth place in the Daytona 500.Gurney was nearly unbeatable in a NASCAR Grand National car atRiverside International Raceway in California. Four of his five victories came with the famedWood Brothers, in 1964, 1965, 1966 and 1968, in cars all numbered 121 (a simple graphic addition to the team's traditional "21"). The serial success of the Gurney/Wood Brothers combination did not sit well with NASCAR officials, so in 1967 Gurney signed to drive a Mercury for Bill Stroppe and legendary NASCAR crew chiefBud Moore. However, the 1967 Motor Trend 500 was won by Gurney's teammate,Parnelli Jones after Gurney retired with engine troubles. He also won the pole for the 1970 Riverside race in a Plymouth Superbird. Gurney is credited with numerous appearances in NASCARGrand American stockcars, apony car division that existed between 1968 and 1971, but these results came in races co-sanctioned with SCCA's Trans-Am, where Gurney competed regularly for Mercury, and later Plymouth.
At about the time Gurney began making occasional appearances in stock cars in the United States, he took a Chevrolet Impala to England and entered it in several "saloon car" (sedan) races. In a race at Silverstone in 1962, he led the local Jaguar drivers handily until a wheel broke. When he returned with the same car for a race three months later, the local club's technical inspectors disallowed his entry.
Gurney and his protegeSwede Savage drove factory-sponsored, AAR builtPlymouth Barracudas in the 1970Trans-Am Series. Cutbacks at Chrysler forced Gurney to cut back to a one-car effort mid-season with Savage driving. In his swan song as a driver, in October 1970, Gurney returned for the season finale at his beloved Riverside, finishing fifth.
In 1980, Gurney came out of a ten-year retirement to help old friendLes Richter, the president of Riverside. (Gurney's adoption of the number that became most closely identified with his career, 48, was a nod to Richter's NFL number.) Gurney agreed to drive a second Rod Osterlund Chevrolet for one NASCAR race as teammate to 1979 rookie of the yearDale Earnhardt. For added publicity and supposedly as a condition of allowing Gurney to drive in the race after a ten-year layoff, Richter insisted that Gurney attend the racing school run by former teammate and friend Bob Bondurant (Gurney and Bondurant had shared the GT-class-winning Cobra Daytona coupe at Le Mans in 1964). After Gurney's refresher session, Richter called Bondurant and asked how Gurney had done. "He didn't need a refresher," Bondurant reportedly told Richter. "He was faster than me then, and he still is." Ticket sales surged upon the announcement of Gurney's return. In a Chevy MonteCarlo painted white with blue and carrying his famed number 48, Gurney qualified seventh and easily ran with the leaders. Displaying his usual fluid style, Gurney raced up to second place, and was running third when the input shaft in the transmission let go, something Dan later said he had never seen happen before or since.
Gurney was recruited byCarroll Shelby, who was mounting a Ford-powered challenge toFerrari's dominance of theFIA 2+ liter GT class in the World Championship of Makes for the 1964 season. Shelby developed theShelby Daytona Coupe, a derivative of theAC Cobra that had competed the previous year, with a lower drag coupe body. The team of Gurney andBob Bondurant drove the Shelby Coupe to a GT class win, fourth overall, in the1964 24 Hours of Le Mans and Gurney took it to another class win, third overall, in theRAC Tourist Trophy race.[31] Ford's hopes for edging Ferrari for the Manufacturers' title at the 1000 km Monza season finale were dashed when the event was cancelled. In 1965 Ford teams won the Manufacturers' title for the GT class, although Gurney was only with Shelby for Le Mans and did not finish.[32]
Gurney joined the Shelby-American campaign in the Sports Prototype class for 1966, which fielded the new 7 literGT40 Mk II. Gurney's best finish that year was second place, teamed withJerry Grant in a Mk II at the24 Hours of Daytona. Between success with the new Mk II and the older GT40s, Ford secured the World Championship of Makes for sports cars, sealed by a resounding 1-2-3 finish at the 24 Hours of Le Mans,[33] recalled in the 2019 filmFord v Ferrari, in which Gurney was portrayed byhis son.[34][35]
Gurney stayed with Shelby-American for their 1967 World Sportscar Championship campaign. Things were not going smoothly in development of Ford's next Prototype entry. After problems highlighted by the fatal accident ofKen Miles in testing the Mark III "J Car," another iteration was designed but it would not be built in time for the season opener at the 24 Hours of Daytona, where the team had a dismal showing with the Mk II. Shelby introduced the Mk IV at the12 Hours of Sebring with a resounding win by Mario Andretti.[36] The new cars were held in preparation for Le Mans, with Ford's hopes for a repeat championship resting on the GT40s and GT40-derivedMirages campaigned by other teams in the intervening races. A controversial decision to withhold points from the Mirage win at theSpa 1000 km event from Ford's season credit virtually killed hopes for a repeat championship, and gave Le Mans an all-or-nothing aspect for Ford. Four Mk IVs were entered, two with Shelby-American and two withHolman and Moody, Ford's unofficialNASCAR team.
Pre-race press chatter about the Mk IV's prospects, and in particular about Shelby's team of Gurney and Indy car driverA. J. Foyt, was negative: the Mk IV was too heavy and put too much demand on its brakes, it was structurally weak, it would be difficult to control, Foyt the oval racer was in over his head, Foyt would try to prove himself in the shadow of sportscar master Gurney, and so on. The static about Foyt was more stereotype than reality, as he had shown his road course mettle with a second-place showing at the grueling 12 Hours of Sebring in a Mk II earlier that year. As it turned out the race went like clockwork for Gurney and Foyt, establishing an early lead and a comfortable margin over the rival Ferraris, driving at a disciplined pace, and establishing a new record of 388 laps. On the podium, Gurney took the magnum of champagne and saw an opportunity for a playfully pointed statement towards journalists he saw crowding around. He shook the bottle and aimed the spritz at the naysayers. Soon he was giving everyone a shower, which became a podium tradition.
Ford's factory efforts for the World Sportscar Championship ended that year, as a new engine capacity limit of 3 liters for the Sports Prototype class made their entries ineligible and they had no engines that could be eligible and competitive. Shelby and Gurney independently turned their efforts to theSCCATrans-Am series for 1968. Shelby and Gurney teamed up again in 1970, with Shelby hired for Gurney'sAll American Racing team.
In November 1971, Gurney and co-driverBrock Yates won the first competitive running of theCannonball Baker Sea-to-Shining-Sea Memorial Trophy Dash, known widely as the Cannonball Run, an unofficial, unsanctioned automobile race fromNew York City toRedondo Beach, California. Gurney and Yates made the run in 35 hours and 54 minutes in a stock 1971Sunoco-blueFerrari 365GTB/4 Daytona coupe capable of 175 mph (282 km/h). They averaged approximately 80 mph (130 km/h) over the 2,876 mi (4,628 km) distance, consuming 240 US gal (910 L) of gasoline. Gurney and Yates received no prize for winning; however, the winning car is now part of a private collection and valued at several million dollars.[37][38][39]
Upon his retirement from Formula One, Gurney devoted himself full-time to his role as car maker and team owner. He was the sole owner, Chairman and CEO ofAll American Racers from 1970 until his son, Justin, assumed the title of CEO in early 2011.[40] The team won 78 races (including theIndianapolis 500, the12 Hours of Sebring, and the24 Hours of Daytona) and eight championships, while Gurney's Eagle race car customers also won three Indianapolis 500 races and three championships.
In 1978, Gurney wrote an open memo to other race car owners with what is now known as the "White Paper" in which Gurney called for a series controlled more by the owners or "actual participants" than under the USAC banner. After much debate,CART was formed with Gurney and other owners likeRoger Penske,Pat Patrick, and Bob Fletcher. CART began its first full season of competition in March 1979 and thus the first split in open wheel racing began.
AAR withdrew from the CART series in 1986, but enjoyed tremendous success withToyota in the IMSA GTP series, where in 1992 and 1993 Toyota Eagles won 17 consecutive races, back-to-back Drivers' and Manufacturers' Championships, and wins in the endurance classics of Daytona and Sebring.
The team returned to CART as the factory Toyota team in 1996, but left again after the 1999 season when Goodyear withdrew from the series and Toyota ended their relationship with the team. In 2000, Dan campaigned aToyota Atlantic car for his son,Alex Gurney under the AAR banner.
In 2018 Gurney died of complications frompneumonia; he was 86 years old. All American Racers announced the news on its website: "With one last smile on his handsome face, Dan drove off into the unknown just before noon today, January 14, 2018. In deepest sorrow, with gratitude in our hearts for the love and joy you have given us during your time on this earth, we say 'Godspeed.'"[41]
Gurney was survived by his wife, Evi, six children, and eight grandchildren.[42][43] As per his final wishes, his memorial service and funeral were private.
| Season | Series | Team | Races | Wins | Poles | F/Laps | Podiums | Points | Position |
|---|---|---|---|---|---|---|---|---|---|
| 1958 | 24 Hours of Le Mans – S 3.0 | North American Racing Team | 1 | 0 | 0 | 0 | 0 | — | DNF |
| World Sportscar Championship | 1 | 0 | 0 | 0 | 0 | — | — | ||
| USAC Road Racing Championship | — | 2 | 0 | 1 | 0 | 2 | 616 | 1st | |
| USAC Stock Car Series | — | 1 | 0 | 0 | 0 | 0 | 0 | NC | |
| 1959 | Formula One | Scuderia Ferrari | 7 | 0 | 0 | 0 | 2 | 13 | 7th |
| 24 Hours of Le Mans – S 3.0 | 1 | 0 | 0 | 0 | 0 | — | DNF | ||
| World Sportscar Championship | 5 | 1 | 0 | 0 | 1 | — | — | ||
| USAC Road Racing Championship | — | 1 | 1 | 1 | 0 | 0 | 0 | NC | |
| 1960 | Formula One | Owen Racing Organisation | 7 | 0 | 0 | 0 | 0 | 0 | NC |
| Formula Two | — | 1 | 0 | 0 | 0 | 0 | 0 | NC | |
| 24 Hours of Le Mans – S 3.0 | B.S. Cunningham | 1 | 0 | 0 | 1 | 0 | — | DNF | |
| World Sportcar Championship | Camoradi International | 4 | 1 | 0 | 1 | 1 | — | — | |
| USAC Road Racing Championship | — | 2 | 0 | 1 | 0 | 0 | 0 | NC | |
| 1961 | Formula One | Porsche System Engineering | 8 | 0 | 0 | 0 | 3 | 21 | 4th |
| British Saloon Car Championship | — | 1 | 0 | 1 | 0 | 0 | 0 | NC | |
| 24 Hours of Le Mans – S 2.0 | Porsche KG | 1 | 0 | 0 | 0 | 0 | — | DNF | |
| World Sportscar Championship | 4 | 0 | 0 | 0 | 1 | — | — | ||
| USAC Road Racing Championship | — | 3 | 0 | 1 | 1 | 2 | ? | ? | |
| 1962 | Formula One | Porsche System Engineering | 7 | 1 | 1 | 0 | 2 | 15 | 5th |
| Autosport Team Wolfgang Seidel | 1 | 0 | 0 | 0 | 0 | 0 | |||
| USAC Championship Car | Harvey Aluminium | 1 | 0 | 0 | 0 | 0 | 0 | NC | |
| 24 Hours of Le Mans – E 3.0 | Scuderia SSS Republica di Venezia | 1 | 0 | 0 | 0 | 0 | — | DNF | |
| World Sportscar Championship | x | x | x | x | x | — | — | ||
| NASCAR Grand National Series | Holman-Moody | 2 | 0 | 0 | 0 | 0 | 472 | 77th | |
| USAC Road Racing Championship | — | 9 | 5 | 1 | 1 | 6 | ? | 2nd | |
| USAC Stock Car Series | — | 2 | 0 | 0 | 0 | 0 | 0 | NC | |
| CASC Canadian Sports Car Championship | — | 2 | 0 | 1 | 2 | 0 | ? | ? | |
| 1963 | Formula One | Brabham Racing Organisation | 10 | 0 | 0 | 3 | 1 | 19 | 5th |
| USAC Championship Car | Team Lotus | 3 | 0 | 0 | 0 | 1 | 580 | 12th | |
| British Saloon Car Championship | Alan Brown Racing Ltd | 1 | 1 | 1 | 1 | 1 | 9 | 22nd | |
| 24 Hours of Le Mans – P +3.0 | North American Racing Team | 1 | 0 | 0 | 0 | 0 | — | DNF | |
| World Sportscar Championship | Shelby American | 4 | 1 | ? | ? | ? | — | — | |
| NASCAR Grand National Series | Holman-Moody | 3 | 1 | 0 | 0 | 1 | — | — | |
| USAC Stock Car Series | — | 1 | 0 | 0 | 0 | 0 | 0 | NC | |
| CASC Canadian Sports Car Championship | — | 1 | 0 | 0 | 0 | 1 | ? | ? | |
| 1964 | Formula One | Brabham Racing Organisation | 10 | 2 | 2 | 2 | 2 | 19 | 6th |
| USAC Championship Car | Team Lotus | 1 | 0 | 0 | 0 | 0 | 0 | NC | |
| British Saloon Car Championship | Alan Brown Racing Ltd | 1 | 0 | 0 | 0 | 1 | 6 | 6th | |
| 24 Hours of Le Mans – GT +3.0 | Shelby American | 1 | 1 | 0 | 0 | 1 | — | 1st | |
| World Sportscar Championship | 6 | 0 | 0 | 0 | 1 | — | — | ||
| NASCAR Grand National Series | Wood Brothers Racing | 4 | 1 | 0 | 0 | 1 | — | — | |
| CASC Canadian Sports Car Championship | — | 1 | 0 | 1 | 0 | 0 | ? | ? | |
| 1965 | Formula One | Brabham Racing Organisation | 9 | 0 | 0 | 1 | 5 | 25 | 4th |
| USAC Championship Car | All American Racers | 3 | 0 | 0 | 0 | 1 | 230 | 26th | |
| 24 Hours of Le Mans – GT 5.0 | Shelby American | 1 | 0 | 0 | 0 | 0 | — | DNF | |
| World Sportscar Championship | x | x | x | x | x | — | — | ||
| NASCAR Grand National Series | Wood Brothers Racing | 1 | 1 | 0 | 0 | 1 | — | — | |
| British Sports Car Championship | All American Racers | 1 | 0 | 0 | 0 | 0 | — | — | |
| 1966 | Formula One | Anglo American Racers | 8 | 0 | 0 | 0 | 0 | 4 | 12th |
| USAC Championship Car | All American Racers | 1 | 0 | 0 | 0 | 0 | 0 | NC | |
| 24 Hours of Le Mans | Shelby American | 1 | 0 | 1 | 1 | 0 | — | DNF | |
| World Sportscar Championship | x | x | x | x | x | — | — | ||
| NASCAR Grand National Series | Wood Brothers Racing | 1 | 1 | 0 | 0 | 1 | — | — | |
| Canadian-American Challenge Cup | All American Racers | 5 | 1 | 2 | 2 | 1 | 9 | 7th | |
| 1967 | Formula One | Anglo American Racers | 11 | 1 | 0 | 2 | 2 | 13 | 8th |
| USAC Championship Car | All American Racers | 2 | 1 | 1 | ? | 1 | 0 | NC | |
| 24 Hours of Le Mans | Ford Motor Company | 1 | 1 | 0 | 0 | 1 | — | 1st | |
| World Sportscar Championship | x | x | x | x | x | — | — | ||
| NASCAR Grand National Series | Stroppe Motorsports | 1 | 0 | 0 | 0 | 0 | — | — | |
| Canadian-American Challenge Cup | All American Racers | 6 | 0 | 1 | 0 | 0 | 0 | NC | |
| Trans-American Championship – +2.0 | Bud Moore Engineering | 4 | 1 | 1 | 0 | 2 | — | — | |
| 1968 | Formula One | Anglo American Racers | 8 | 0 | 0 | 0 | 0 | 3 | 21st |
| Brabham Racing Organisation | 1 | 0 | 0 | 0 | 0 | 0 | |||
| USAC Championship Car | All American Racers | 5 | 3 | 4 | ? | 4 | 1,800 | 7th | |
| NASCAR Grand National Series | Wood Brothers Racing | 1 | 1 | 1 | 0 | 1 | — | — | |
| Canadian-American Challenge Cup | All American Racers | 5 | 0 | 0 | 0 | 0 | 1 | 15th | |
| Trans-American Championship – +2.0 | Shelby American | 5 | 0 | 0 | 0 | 0 | — | — | |
| 1969 | USAC Championship Car | All American Racers | 9 | 2 | 5 | ? | 7 | 2,280 | 4th |
| NASCAR Grand National Series | Wood Brothers Racing | 1 | 0 | 0 | 0 | 0 | — | — | |
| Canadian-American Challenge Cup | All American Racers | 3 | 0 | 0 | 0 | 0 | 10 | 11th | |
| McLaren Cars | 1 | 0 | 0 | 0 | 1 | 12 | |||
| Trans-American Championship – +2.0 | Shelby American | 2 | 0 | 0 | 0 | 1 | — | — | |
| 1970 | Formula One | Bruce McLaren Motor Racing | 3 | 0 | 0 | 0 | 0 | 1 | 24th |
| USAC Championship Car | All American Racers | 3 | 1 | 0 | ? | 2 | 1,000 | 11th | |
| NASCAR Grand National Series | Petty Enterprises | 1 | 0 | 1 | 0 | 0 | — | — | |
| Canadian-American Challenge Cup | Bruce McLaren Racing | 3 | 2 | 2 | 1 | 2 | 42 | 7th | |
| Trans-American Championship – +2.0 | All American Racers | 4 | 0 | 0 | 0 | 0 | — | — | |
| 1978 | Macau Grand Prix – Race of Giants | — | 1 | 0 | 0 | 0 | 0 | — | 4th |
| 1980 | NASCAR Winston Cup Series | Osterlund Motorsports | 1 | 0 | 0 | 0 | 0 | — | — |
| Source:[49] | |||||||||
(key) (Races inbold indicate pole position; races initalics indicate fastest lap)
| Year | Entrant | Chassis | Engine | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 10 | 11 | 12 | 13 | WDC | Pts |
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| 1959 | Scuderia Ferrari | FerrariDino 246 | Ferrari 155 2.4V6 | MON | 500 | NED | FRA Ret | GBR | GER 2 | POR 3 | ITA 4 | USA | 7th | 13 | ||||
| 1960 | Owen Racing Organisation | BRMP48 | BRM P25 2.5L4 | ARG | MON NC | 500 | NED Ret | BEL Ret | FRA Ret | GBR 10 | POR Ret | ITA | USA Ret | NC | 0 | |||
| 1961 | Porsche System Engineering | Porsche718 | Porsche 547/3 1.5F4 | MON 5 | BEL 6 | FRA 2 | GBR 7 | GER 7 | ITA 2 | USA 2 | 4th | 21 | ||||||
| Porsche787 | NED 10 | |||||||||||||||||
| 1962 | Porsche System Engineering | Porsche804 | Porsche 753 1.5F8 | NED Ret | MON Ret | FRA 1 | GBR 9 | GER 3 | ITA Ret | USA 5 | RSA | 5th | 15 | |||||
| Autosport Team Wolfgang Seidel | Lotus24 | BRM P56 1.5V8 | BEL DNS | |||||||||||||||
| 1963 | Brabham Racing Organisation | BrabhamBT7 | Climax FWMV 1.5 V8 | MON Ret | BEL 3 | NED 2 | FRA 5 | GBR Ret | GER Ret | ITA 14 | USA Ret | MEX 6 | RSA 2 | 5th | 19 | |||
| 1964 | Brabham Racing Organisation | BrabhamBT7 | Climax FWMV 1.5 V8 | MON Ret | NED Ret | BEL 6 | FRA 1 | GBR 13 | GER 10 | AUT Ret | ITA 10 | USA Ret | MEX 1 | 6th | 19 | |||
| 1965 | Brabham Racing Organisation | BrabhamBT11 | Climax FWMV 1.5 V8 | RSA Ret | MON | BEL 10 | FRA Ret | GBR 6 | NED 3 | GER 3 | ITA 3 | USA 2 | MEX 2 | 4th | 25 | |||
| 1966 | Anglo American Racers | EagleT1F | Climax FPF 2.8 L4 | MON | BEL NC | FRA 5 | GBR Ret | NED Ret | GER 7 | MEX 5 | 12th | 4 | ||||||
| EagleT1G | Weslake 58 3.0V12 | ITA Ret | USA Ret | |||||||||||||||
| 1967 | Anglo American Racers | EagleT1F | Climax FPF 2.8 L4 | RSA Ret | 8th | 13 | ||||||||||||
| EagleT1G | Weslake 58 3.0V12 | MON Ret | NED Ret | BEL 1 | FRA Ret | GBR Ret | GER Ret | CAN 3 | ITA Ret | USA Ret | MEX Ret | |||||||
| 1968 | Anglo American Racers | EagleT1G | Weslake 58 3.0V12 | RSA Ret | ESP | MON Ret | BEL | FRA | GBR Ret | GER 9 | ITA Ret | 21st | 3 | |||||
| McLarenM7A | Ford Cosworth DFV 3.0V8 | CAN Ret | USA 4 | MEX Ret | ||||||||||||||
| Brabham Racing Organisation | BrabhamBT24 | Repco 740 3.0 V8 | NED Ret | |||||||||||||||
| 1970 | Bruce McLaren Motor Racing | McLarenM14A | Ford Cosworth DFV 3.0V8 | RSA | ESP | MON | BEL | NED Ret | FRA 6 | GBR Ret | GER | AUT | ITA | CAN | USA | MEX | 24th | 1 |
(key) (Races inbold indicate pole position)(Races initalics indicate fastest lap)
| Year | Entrant | Chassis | Engine | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 10 | 11 | 12 | 13 | 14 | 15 | 16 | 17 | 18 | 19 | 20 | 21 |
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| 1960 | Owen Racing Organisation | BRMP48 | BRM P25 2.5L4 | GLV Ret | INT Ret | LOM DNS | OUL 6 | |||||||||||||||||
| Yeoman Credit Racing Team | CooperT51 | Climax FPF 2.5 L4 | SIL 7 | |||||||||||||||||||||
| 1961 | Porsche System Engineering | Porsche718 | Porsche 547/3 1.5F4 | LOM | GLV | PAU | BRX Ret | VIE | SYR 2 | NAP | LON | SOL 3 | KAN | DAN | MOD 3 | FLG | OUL DNA | LEW | VAL | RAN | NAT | RSA | ||
| Louise Bryden-Brown | Lotus 18 | Climax FPF 1.5 L4 | AIN 14 | SIL 5 | ||||||||||||||||||||
| 1962 | Porsche System Engineering | Porsche804 | Porsche 753 1.5F8 | CAP | BRX | LOM | LAV | GLV | PAU | AIN | INT | NAP | MAL | CLP | RMS | SOL 1 | KAN | MED | DAN | OUL | MEX DNA | RAN | NAT | |
| 1963 | Brabham Racing Organisation | BrabhamBT7 | Climax FWMV 1.5 V8 | LOM | GLV | PAU | IMO | SYR | AIN | INT DNA | ROM | SOL | KAN DNA | MED | AUT | OUL Ret | RAN | |||||||
| 1964 | Brabham Racing Organisation | BrabhamBT7 | Climax FWMV 1.5 V8 | DMT | NWT | SYR | AIN Ret | INT Ret | SOL DNA | MED | RAN | |||||||||||||
| 1965 | Brabham Racing Organisation | BrabhamBT11 | Climax FWMV 1.5 V8 | ROC Ret | SYR | SMT 9 | INT | MED | RAN | |||||||||||||||
| 1967 | Anglo American Racers | EagleT1G | Weslake 58 3.0V12 | ROC 1 | SPC | INT | SYR | OUL | ESP | |||||||||||||||
Source:[52] | ||||||||||||||||||||||||
| Year | Team | Co-Drivers | Car | Class | Laps | Pos. | Class Pos. |
|---|---|---|---|---|---|---|---|
| 1958 |  North American Racing Team | Bruce Kessler | Ferrari 250 TR | S 3.0 | 64 | DNF | DNF |
| 1959 |  Scuderia Ferrari |  Jean Behra | Ferrari 250 TR/59 | S 3.0 | 129 | DNF | DNF |
| 1960 |  B.S. Cunningham | Walt Hansgen | Jaguar E2A | S 3.0 | 89 | DNF | DNF |
| 1961 |  Porsche System Engineering |  Jo Bonnier | Porsche 718/4 RS Coupe | S 2.0 | 262 | DNF | DNF |
| 1962 | Scuderia SSS Republica di Venezia | Jo Bonnier | Ferrari 250 TRI/61 | E 3.0 | 30 | DNF | DNF |
| 1963 | North American Racing Team | Jim Hall | Ferrari 330 LMB | P +3.0 | 126 | DNF | DNF |
| 1964 | Shelby-American Inc. | Bob Bondurant | Shelby Cobra Daytona | GT +3.0 | 334 | 4th | 1st |
| 1965 | Shelby American | Jerry Grant | AC Cobra Daytona Coupé | GT 5.0 | 204 | DNF | DNF |
| 1966 | Shelby American | Jerry Grant | Ford GT40 Mk.II | P +5.0 | 257 | DNF | DNF |
| 1967 | Ford Motor CompanyShelby-American Inc. | A. J. Foyt | Ford Mk IV | P +5.0 | 388 | 1st | 1st |
(key) (Races in bold indicate pole position; races in italics indicate fastest lap.)
| Year | Team | Car | Class | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 10 | 11 | Pos. | Pts | Class |
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| 1961 | Dan Gurney | Chevrolet Impala | D | SNE | GOO | AIN | SIL Ret | CRY | SIL DNS | BRH | OUL | SNE | NC | 0 | NC | ||
| 1963 | Alan Brown Racing Ltd | Ford Galaxie | D | SNE | OUL | GOO | AIN | SIL | CRY | SIL | BRH | BRH | OUL ovr:1 cls:1 | SNE | 22nd | 9 | 6th |
| 1964 | Alan Brown Racing Ltd | Ford Galaxie | D | SNE | GOO | OUL | AIN | SIL ovr:2 cls:2 | CRY | BRH | OUL | 17th | 6 | 6th | |||
Source:[54] | |||||||||||||||||
(key) (Bold – Pole position awarded by qualifying time.Italics – Pole position earned by points standings or practice time. * – Most laps led.)
| NASCAR Grand National Series results | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| Year | Team | No. | Make | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 10 | 11 | 12 | 13 | 14 | 15 | 16 | 17 | 18 | 19 | 20 | 21 | 22 | 23 | 24 | 25 | 26 | 27 | 28 | 29 | 30 | 31 | 32 | 33 | 34 | 35 | 36 | 37 | 38 | 39 | 40 | 41 | 42 | 43 | 44 | 45 | 46 | 47 | 48 | 49 | 50 | 51 | 52 | 53 | 54 | 55 | 56 | 57 | 58 | 59 | 60 | 61 | 62 | NGNC | Pts | Ref | |
| 1962 | Holman-Moody | 0 | Ford | CON | AWS | DAY 4 | DAY | DAY 27 | CON | AWS | SVH | HBO | RCH | CLB | NWS | GPS | MBS | MAR | BGS | BRI | RCH | HCY | CON | DAR | PIF | CLT | ATL | BGS | AUG | RCH | SBO | DAY | CLB | ASH | GPS | AUG | SVH | MBS | BRI | CHT | NSV | HUN | AWS | STR | BGS | PIF | VAL | DAR | HCY | RCH | DTS | AUG | MAR | NWS | CLT | ATL | 77th | 472 | [55] | ||||||||||
| 1963 | 28 | BIR | GGS | THS | RSD 1* | NA | - | [56] | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| 0 | DAY 5 | DAY | DAY 5 | PIF | AWS | HBO | ATL | HCY | BRI | AUG | RCH | GPS | SBO | BGS | MAR | NWS | CLB | THS | DAR | ODS | RCH | CLT | BIR | ATL | DAY | MBS | SVH | DTS | BGS | ASH | OBS | BRR | BRI | GPS | NSV | CLB | AWS | PIF | BGS | ONA | DAR | HCY | RCH | MAR | DTS | NWS | THS | CLT | SBO | HBO | |||||||||||||||||||
| Wood Brothers Racing | 121 | Ford | RSD QL† | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| 1964 | CON | AUG | JSP | SVH | RSD 1* | DAY | NA | - | [57] | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| 12 | DAY 10 | DAY 14 | RCH | BRI | GPS | BGS | ATL 36 | AWS | HBO | PIF | CLB | NWS | MAR | SVH | DAR | LGY | HCY | SBO | CLT | GPS | ASH | ATL | CON | NSV | CHT | BIR | VAL | PIF | DAY | ODS | OBS | BRR | ISP | GLN | LIN | BRI | NSV | MBS | AWS | DTS | ONA | CLB | BGS | STR | DAR | HCY | RCH | ODS | HBO | MAR | SVH | NWS | CLT | HAR | AUG | JAC | |||||||||||||
| 1965 | 121 | RSD 1* | DAY | DAY | DAY | PIF | ASW | RCH | HBO | ATL | GPS | NWS | MAR | CLB | BRI | DAR | LGY | BGS | HCY | CLT | CCF | ASH | HAR | NSV | BIR | ATL | GPS | MBS | VAL | DAY | ODS | OBS | ISP | GLN | BRI | NSV | CCF | AWS | SMR | PIF | AUG | CLB | DTS | BLV | BGS | DAR | HCY | LIN | ODS | RCH | MAR | NWS | CLT | HBO | CAR | DTS | NA | - | [58] | ||||||||||
| 1966 | AUG | RSD 1* | DAY | DAY | DAY | CAR | BRI | ATL | HCY | CLB | GPS | BGS | NWS | MAR | DAR | LGY | MGR | MON | RCH | CLT | DTS | ASH | PIF | SMR | AWS | BLV | GPS | DAY | ODS | BRR | OXF | FON | ISP | BRI | SMR | NSV | ATL | CLB | AWS | BLV | BGS | DAR | HCY | RCH | HBO | MAR | NWS | CLT | CAR | NA | - | [59] | |||||||||||||||||
| 1967 | Stroppe Motorsports | 16 | Mercury | AUG | RSD 14 | DAY | DAY | DAY | AWS | BRI | GPS | BGS | ATL | CLB | HCY | NWS | MAR | SVH | RCH | DAR | BLV | LGY | CLT | ASH | MGR | SMR | BIR | CAR | GPS | MGY | DAY | TRN | OXF | FDA | ISP | BRI | SMR | NSV | ATL | BGS | CLB | SVH | DAR | HCY | RCH | BLV | HBO | MAR | NWS | CLT | CAR | AWS | NA | - | [60] | ||||||||||||||
| 1968 | Wood Brothers Racing | 121 | Ford | MGR | MGY | RSD 1* | DAY | BRI | RCH | ATL | HCY | GPS | CLB | NWS | MAR | AUG | AWS | DAR | BLV | LGY | CLT | ASH | MGR | SMR | BIR | CAR | GPS | DAY | ISP | OXF | FDA | TRN | BRI | SMR | NSV | ATL | CLB | BGS | AWS | SBO | LGY | DAR | HCY | RCH | BLV | HBO | MAR | NWS | AUG | CLT | CAR | JFC | NA | - | [61] | ||||||||||||||
| 1969 | Mercury | MGR | MGY | RSD 26 | DAY | DAY | DAY | CAR | AUG | BRI | ATL | CLB | HCY | GPS | RCH | NWS | MAR | AWS | DAR | BLV | LGY | CLT | MGR | SMR | MCH | KPT | GPS | NCF | DAY | DOV | TPN | TRN | BLV | BRI | NSV | SMR | ATL | MCH | SBO | BGS | AWS | DAR | HCY | RCH | TAL | CLB | MAR | NWS | CLT | SVH | AUG | CAR | JFC | MGR | TWS | NA | - | [62] | |||||||||||
| 1970 | Petty Enterprises | 42 | Plymouth | RSD 6 | DAY | DAY | DAY | RCH | CAR | SVH | ATL | BRI | TAL | NWS | CLB | DAR | BLV | LGY | CLT | SMR | MAR | MCH | RSD | HCY | KPT | GPS | DAY | AST | TPN | TRN | BRI | SMR | NSV | ATL | CLB | ONA | MCH | TAL | BGS | SBO | DAR | HCY | RCH | DOV | NCF | NWS | CLT | MAR | MGR | CAR | LGY | NA | - | [63] | |||||||||||||||
| † – Qualified but replaced byMarvin Panch. | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| NASCAR Winston Cup Series results | ||||||||||||||||||||||||||||||||||||||||||||
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| Year | Team | No. | Make | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 10 | 11 | 12 | 13 | 14 | 15 | 16 | 17 | 18 | 19 | 20 | 21 | 22 | 23 | 24 | 25 | 26 | 27 | 28 | 29 | 30 | 31 | NWCC | Pts | Ref | |||||||
| 1980 | Osterlund Racing | 48 | Chevrolet | RSD 28 | DAY | RCH | CAR | ATL | BRI | DAR | NWS | MAR | TAL | NSV | DOV | CLT | TWS | RSD | MCH | DAY | NSV | POC | TAL | MCH | BRI | DAR | RCH | DOV | NWS | MAR | CLT | CAR | ATL | ONT | NA | - | [64] | |||||||
| Year | Team | Manufacturer | Start | Finish |
|---|---|---|---|---|
| 1962 | Holman-Moody | Ford | 7 | 27 |
| 1963 | 11 | 5 | ||
| 1964 | Wood Brothers Racing | Ford | 20 | 14 |
| Year | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 10 | 11 | 12 | 13 | 14 | 15 | 16 | 17 | 18 | 19 | 20 | 21 | 22 | 23 | 24 | 25 | 26 | 27 | 28 | Pos | Points |
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| 1962 | TRE | INDY 20 | MIL | LAN | TRE | SPR | MIL | LAN | SYR | ISF | TRE | SAC | PHX | - | 0 | |||||||||||||||
| 1963 | TRE | INDY 7 | MIL | LAN | TRE | SPR | MIL 3 | DUQ | ISF | TRE 16 | SAC | PHX | 12th | 580 | ||||||||||||||||
| 1964 | PHX | TRE | INDY 17 | MIL | LAN | TRE | SPR | MIL | DUQ | ISF | TRE | SAC | PHX | - | 0 | |||||||||||||||
| 1965 | PHX | TRE | INDY 26 | MIL | LAN | PPR | TRE | IRP | ATL | LAN | MIL 3 | ISF | MIL 12 | DSF | INF | TRE | SAC | PHX | 26th | 230 | ||||||||||
| 1966 | PHX | TRE | INDY 27 | MIL | LAN | ATL | PIP | IRP | LAN | SPR | MIL | DUQ | ISF | TRE | SAC | PHX | - | 0 | ||||||||||||
| 1967 | PHX | TRE | INDY 21 | MIL | LAN | PIP | MOS | MOS | IRP | LAN | MTR | MTR | SPR | MIL | DUQ | ISF | TRE | SAC | HAN | PHX | RIV 1 | - | 0 | |||||||
| 1968 | HAN | LVG 16 | PHX | TRE | INDY 2 | MIL | MOS 1 | MOS 1 | LAN | PIP | CDR | NAZ | IRP | IRP | LAN | LAN | MTR | MTR | SPR | MIL | DUQ | ISF | TRE | SAC | MCH | HAN | PHX | RIV 1 | 7th | 1,800 |
| 1969 | PHX | HAN | INDY 2 | MIL | LAN | PIP | CDR 2 | NAZ | TRE | IRP 1 | IRP 21 | MIL | SPR | DOV | DUQ | ISF | BRN 2 | BRN 1 | TRE | SAC | KEN 3 | KEN 4 | PHX | RIV 3 | 4th | 2,280 | ||||
| 1970 | PHX | SON 1 | TRE | INDY 3 | MIL | LAN | CDR | MCH | IRP | SPR | MIL | ONT 18 | DUQ | ISF | SED | TRE | SAC | PHX | 11th | 1,000 | ||||||||||
Winner of the 1958 inaugural USAC Road Racing Championship.
| Year | Chassis | Engine | Start | Finish |
|---|---|---|---|---|
| 1962 | Thompson | Buick | 8th | 20th |
| 1963 | Lotus | Ford | 12th | 7th |
| 1964 | Lotus | Ford | 6th | 17th |
| 1965 | Lotus | Ford | 3rd | 26th |
| 1966 | Eagle | Ford | 19th | 27th |
| 1967 | Eagle | Ford | 2nd | 21st |
| 1968 | Eagle | Ford | 10th | 2nd |
| 1969 | Eagle | Ford | 10th | 2nd |
| 1970 | Eagle | Offy | 11th | 3rd |
| Sporting positions | ||
|---|---|---|
| Preceded by | Brands Hatch Race of Champions Winner 1967 | Succeeded by |
| Preceded by | Winner of the 24 Hours of Le Mans 1967 With:A. J. Foyt | Succeeded by |
| International | |
|---|---|
| National | |
| People | |
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