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Talk:Trek Bicycle Corporation

Move
This was moved manually by 63.201.229.204, erasing the edit history. I agree with the move, done properly. --BaronLarf 20:43, Jun 14, 2005 (UTC)

-> When moved, be sure that the title adhears to Wikipedia naming conventions. (Should be "Trek bicycle corporation", I think) 1 July 2005 18:33 (UTC)

 * The name of the company would be capitalized, being the proper corporate name. See Naming conventions (capitalization) David Gale 15:33, 14 July 2005 (UTC)

Added Competitors
I thought it was revelant information... although it could show personal bias (why didn't I include this company, or that company?) checked these companies on hoovers.com to make sure they were 'big enough' to be a top competitor... which is why smaller companies (and excellent bike manufacturers) like cervelo, bmc, colnago, or other "boutique bikes" don't show up... -- skyleth

Ambiguous or Inaccurate ref to plant in Carlow, Ireland
arti quote as "..(2005). That same year Trek opened its first European manufacturing facility, a frame and wheel assembly plant in Carlow, Ireland. The Carlow facility stayed open until late 2004.." the plate closed before Trek opened it ?

Inaccuracies SSLx weight
The information about the SSLx weighing less than the SSL is inaccurate. Its claimed weight and real world weight are both higher, but trivially so. The frames were actually weighed for comparison in my (former) shop before we built them up. —The preceding unsigned comment was added by 24.164.249.104 (talk) 21:38, September 5, 2006

The Trek Wiki Entry
This really should be rewritten in the entirety. Very sketchy article. Not enough about the other bikes they make. For example, the 520 is probably the most used touring bike in the US.Seth1066 01:41, 2 April 2007 (UTC)

 * I agree with Seth about there not being enough about some of Trek's iconic bikes. 520 for sure and my current daily beater the Earle. --Northwesternutah (talk) 17:22, 27 May 2015 (UTC)

 * Trek has made a very large number of models and trying to list them would be impractical and inappropriate for an encyclopedia article. Sorry but you bike can't be in the article. Senor Cuete (talk) 17:54, 27 May 2015 (UTC)

 * If you feel that an article is missing important information, go ahead and add it. Just find and provide a reliable source for it. -AndrewDressel (talk) 20:21, 27 May 2015 (UTC)

Fair use rationale for Image:Trek logo.jpg
Image:Trek logo.jpg is being used on this article. I notice the image page specifies that the image is being used under fair use but there is no explanation or rationale as to why its use in this Wikipedia article constitutes fair use. In addition to the boilerplate fair use template, you must also write out on the image description page a specific explanation or rationale for why using this image in each article is consistent with fair use.

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If there is other fair use media, consider checking that you have specified the fair use rationale on the other images used on this page. Note that any fair use images uploaded after 4 May, 2006, and lacking such an explanation will be deleted one week after they have been uploaded, as described on criteria for speedy deletion. If you have any questions please ask them at the Media copyright questions page. Thank you.

BetacommandBot 05:01, 14 July 2007 (UTC)

1980–1984 Trek becomes a business[edit source | editbeta] Hampered without additional manufacturing capacity, Trek sales plateaued in the late 1970s. In just a few years Trek had outgrown its original “red barn” manufacturing facility—a former carpet warehouse. Recognizing the need for expansion, in 1980 Trek broke ground on a new 26,000 sq ft (2,400 m2) corporate headquarters on the outskirts of Waterloo. Company co-founder Dick Burke would later recall that “it wasn’t until we built the new factory that we became a business.” With more factory space available, Trek expanded its manufacturing to include complete bikes. In 1982 Trek entered the steel road racing bike market, introducing the 750 and 950 models, and in 1983 Trek built its first mountain bike, the 850. In 1984 Trek ventured into the aftermarket parts and accessories business, launching its Trek Components Group (TCG) department.

The Models 750 and 950 were frame sets only not complete bikes. — Preceding unsigned comment added by 157.190.170.114 (talk) 15:22, 17 September 2013 (UTC)

The Trek Logo
The Trek logo has updated as of this year to a different look and feel, should the logo be updated on this page? ScaleOvenStove (talk) 19:56, 22 May 2014 (UTC)

=No commercial content allowed on Wikipedia=

Please see: https://en.wikipedia.org/wiki/Wikipedia:Identifying_reliable_sources#Questionable_sources.

No "promotional in nature" on Wikipedia.

Really this whole section should go. Trek has made so many different bikes, why list these two? Senor Cuete (talk) 23:27, 23 September 2016 (UTC)

What exactly is promotional or "commercial content" when writing about a commercial enterprise(?). In one opinion, mere mentioning of the product names of a manufacturer might be deemed as promotional(?); it may more reasonable to limit "promotional" to promotional statements, (with a verb, not merely nouns - like product names), as in the following advertising statement that is promotional in nature, "A streamlined bicycle beauty that sails over the road -- smooth as a breeze! Styled for speed, looks and safety" or "Here's a modern bike with plenty of "zip".  Speeds along as fleet as the wind with an easy pedal action -- no "pedal pumping".  You can idle along, slower and slower -- you'll be surprised how perfectly balanced this bike is.  No more "rough-riding" when you hit the road with a ...". — Preceding unsigned comment added by 144.183.224.2 (talk) 21:00, 14 December 2016 (UTC)

 * This is explained in the section to which I linked - https://en.wikipedia.org/wiki/Wikipedia:Identifying_reliable_sources#Questionable_sources. Did you read it? Senor Cuete (talk) 23:35, 14 December 2016 (UTC)

title: Talk:Trek Bicycle Corporation


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Carl Scarborough

Carl Scarborough (July 3, 1914 – May 30, 1953) was an American racecar driver. He died from heat exhaustion during the 1953 Indianapolis 500, a race in which several drivers experienced heat-related illness. The race was Scarborough's second entry in the Indianapolis 500. He had also been the national champion in both big car and midget car racing. After he died, race officials announced plans to inspect Indy 500 vehicles for suitable ventilation.

Early life and career
Scarborough was born in Benton, Illinois on July 3, 1914. Before his entries in the Indianapolis 500, he had participated in "outlaw" racing in Michigan, Indiana and Ohio. Early in his racing career, Scarborough sat out for two years after sustaining injuries as the passenger in a car crash. In 1946, Scarborough was the national midget car racing champion. He also won the national big car title that year, becoming the first driver named the Central States Racing Association national champion in both categories.

While attempting to qualify for the 1951 Indianapolis 500, he ran the second fastest qualifying lap that had ever been recorded at the Indianapolis Motor Speedway. He finished 18th in that race; within four years, eleven of the 35 men in the 1951 race's starting lineup had died, mostly in race-related incidents.

Death and legacy
Scarborough started the 1953 Indianapolis 500 on the seventh row. He qualified for the race with an average speed of 135.936 mph. During Scarborough's first pit stop, he felt sick from the heat and fumes at the race. After a fuel spill during the pit stop, a minor fire broke out involving the side of Scarborough's car. Scarborough climbed over the pit wall and collapsed onto a chair. Bob Scott replaced Scarborough on the track. Scott's own car had experienced mechanical difficulties early in the race. He finished the race for Scarborough in twelfth place.

Scarborough was taken to the speedway's hospital, where he died. His temperature was recorded as 104 F on admission to the hospital. Physicians there unsuccessfully performed open-heart massage before Scarborough was pronounced dead. The temperature was 91 F in Indianapolis that day; nine drivers were treated for heat-related illness. Driver Pat Flaherty suffered minor injuries when he fainted and crashed into a wall later in the race. The track temperature reached 130 F.

Scarborough was the second person to die at that year's event. Chet Miller died in a crash during a practice run before the official start of the race.

At the time of his death, Scarborough lived in Clarkston, Michigan with his wife and three children. He had been racing in some capacity for 18 years. After Scarborough's death, Indy 500 officials instituted a new rule that cars would be inspected to ensure adequate ventilation before the following year's race. Scarborough was elected to the Michigan Motor Sports Hall of Fame in 1985.

license: Creative Commons - Attribution Share-Alike - https://creativecommons.org/licenses/by-sa/4.0/

title: Carl Scarborough


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Chet Miller

Chester Joseph Miller (July 19, 1902 – May 15, 1953) was an American racing driver. He was killed in a crash in the south turn of the Indianapolis Motor Speedway during practice for the 1953 Indianapolis 500. During his long Indianapolis racing career, Miller earned the nickname "Dean of the Speedway."

Miller died at age 50 while driving a Novi-engined Special. He is interred at Crown Hill Cemetery in Indianapolis.

World Drivers' Championship career
The AAA/USAC-sanctioned Indianapolis 500 was included in the FIA World Drivers' Championship from 1950 through 1960. Drivers competing at Indianapolis during those years were credited with World Drivers' Championship participation, and were eligible to score WDC points alongside those which they may have scored towards the AAA/USAC National Championship.

Miller participated in two World Drivers' Championship races at Indianapolis. His best finish was 25th place, and he scored no World Drivers' Championship points.

Upon Miller's death during practice for the 1953 Indianapolis 500, he became the first racing driver to die as a result of an accident during a World Drivers' Championship event.

Indianapolis 500 results

 * Although Miller posted the fastest qualifying time for the 1952 Indianapolis 500, he started on the outside of the ninth row. No other fastest qualifier has started this far back in the field.
 * Miller raced 2,061 laps, or 5152.5 mi at Indianapolis without leading a lap, an all-time record.

FIA World Drivers' Championship results
(key) (Races in italics indicate fastest lap)

title: Chet Miller


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Chateau Tongariro

The Grand Chateau, also known as the Chateau Tongariro, was a hotel and resort complex located in Whakapapa Village close to Whakapapa skifield on the slopes of Mount Ruapehu, within the boundaries of Tongariro National Park, New Zealand's oldest national park. It is also close to the volcanic peaks of Mount Tongariro and Mount Ngauruhoe. The building was completed in 1929 and, despite extensive refurbishment, still retains much of the style of the pre-Depression era. It is listed by Heritage New Zealand as a Category 1 historic place. The Chateau Tongariro Hotel closed permanently on 5 February 2023, largely because the building has significant seismic risks.

History

In 1923, the newly-established Tongariro National Park Board investigated a site for a 100-bed hostel in order to encourage tourists to visit the newly formed park, but it was not until 1925 that New Zealand Government, via the National Park Board, followed up this initiative by offering to lease land and lend up to £40,000 to any private company that would build and operate a hotel on the site.

Rodolph Wigley (1881–1946), the managing director of the Mount Cook Tourist Company, took up the option. He formed the Tongariro Park Tourist Company with a vision to build what was at the time known as The Chateau, alongside the original Whakapapa ski huts, on a land lease of 63 acres. To raise capital for the undertaking the company was floated on the sharemarket, where it was poorly subscribed. The company signed a lease with the government on 9 November 1928, a condition of which was that the building had to be erected by 31 March 1930 (barely 17 months away) and that it "cost not less than £40,000 or more than £60,000". Despite only £30,000 of shares being taken up, Wigley let a contract in late 1928 to Fletcher Construction Company, which also involved Fletchers buying 15,000 of shares in the Tongariro Park Tourist Company.

The Chateau was designed by Timaru-based Herbert Hall (1880–1939), architect to the Mount Cook Tourist Company, who modelled his design on the Canadian Resort of Lake Louise. Influenced by the hotels built by the Canadian Pacific Railway, such as the Château Frontenac, he designed a neo-Georgian structure of four stories and basement. The style of the building was not European, despite its name, but American Colonial Revival, a variant of the Georgian Revival style popular between the wars. It is possibly the only building in New Zealand made of reinforced concrete but designed to resemble a traditional Georgian brick building.

The foundation stone was laid on 10 January 1929. Fletchers used a workforce of 120 carpenters and labourers, offering an incentive of free accommodation and a free suit to workers who stayed until the completion of the project. Most of the labourers were recruited from the Waikune Prison, which was the closest neighbour to the construction site. The building was open for guests by 1 August 1929, even though it was still unfurnished. It was officially opened on 13 November 1929 with Fletcher Construction still owed £28,000. The hotel was lavishly appointed, with panoramic window views, hot and cold running water in every room, and custom-made high-quality furniture. Most of the staff were recruited from overseas. The innovative heating system used enormous boiling-water tanks in the basement and pumped hot water up five storeys; originally coal or oil heated, it was switched to electricity and still operates today. The total cost was £88,000 (well over the contract price) of which the hotel had cost £78,000, while at the request of the Tourist Company another £10,000 had been spent building extra wooden buildings, a garage and a golf course in the front of the hotel. The golf course was designed by an architect serving a prison sentence and built by prison labour. Wigley had led Fletchers to believe that if they overspent the company would be reimbursed by the Mount Cook Tourist Company. Unfortunately due to the Depression it was in difficulties and so would not pay for the increased expenditure. James Fletcher, the head of the company, approached the Prime Minister Sir Joseph Ward and asked him to increase the government loan to £60,000. Ward agreed and Fletcher obtained a promise from Wigley that the bulk of this injection of money would go to pay Fletchers. The Tongariro Park Tourist Company was by now in serious financial trouble, which was not helped by spending lavishly fitting out the hotel. Wigley reneged on the deal and passed on only £10,000. The onset of the depression delayed hopes of a tourism boom; to secure their debt Fletchers put the Tongariro Park Tourist Company into receivership in February 1931, took control of the hotel, and ran it for 3 months before walking away with a loss of £19,000, (which included £1000 of losses incurred during their period of ownership).

Government ownership
In 1932 the hotel was taken over by the National Park Board, who quickly transferred the title to the Department of Tourist and Health Resorts, which owned and ran the hotel for the next 26 years. Over this period, the hotel manager not only ran the Chateau, but also Tongariro National Park. The sole park ranger, Alf Cowling, was told "his services were to be at the disposal of the Manager of The Chateau, and that his horse was to be available when not otherwise required for hiring out to guests."

The numbers of skiing tourists declined during World War II, so in 1942 the Chateau was commandeered by the Health Department as an asylum when the Wairarapa earthquakes damaged Porirua Psychiatric Institution in Wellington. In late 1945 Ruapehu erupted over a ten month period, and the heavy showers of ash disrupted the Chateau's power and water supply; the patients were evacuated to Ramarama. The Chateau then served as a rest and recuperation centre for Air Force personnel returning from service in World War II.

After the War was a boom time for Whakapapa skifield, with the installation of ski-tows, chair lifts, and new facilities. In August 1948, newly renovated, Chateau Tongariro reopened to provide accommodation for increasing numbers of visitors. In 1957, control of the hotel passed to the newly-created Tourist Hotel Corporation (THC) of New Zealand, which also developed the Whakapapa skifield. The hotel rooms were gradually upgraded and reduced in number from 90 to 64, but the profitability of the Chateau declined.

Power supply
Power to the complex was initially provided by a coal-fired furnace that heated water, which was then circulated around the complex to provide heating, and a 100 kW hydro power station in the Whakapapanui Stream, which provided power for lighting and cooking.

By the early 1950s the power supplies at the complex were becoming inadequate. In June 1952 the Ministry of Works requested the King Country Electric Power Board to provide a 500 to 600 kW power supply to the Chateau. This resulted in an 8.5-mile long overhead 11 kV transmission line being constructed and commissioned in 1955. This not only supplied power to the chateau but also to the Whakapapa ski field and to several mountain huts on Mount Ruapehu. In the early 1960s a second line was constructed and commissioned in 1964 by the King Country Electric Power Board to improve the reliability of supply to the Chateau and other customers in the area.

Private ownership
In 1990, during a period of Government privatisation of assets, the Chateau was sold to Kah New Zealand Limited, a subsidiary of Oriental Holdings Berhad (OHB), a Malaysian-based conglomerate owned by the Loh family, with hotel and restaurant holdings in Singapore and Malaysia. The new owners invested NZ$3 million in refurbishing the complex and renamed it The Grand Chateau (although it is still widely referred to as Chateau Tongariro); the ski area was sold to a separate company. In 2005 a new five-storey wing costing NZ$6 million and containing 40 rooms and replicating the style of the original building was opened. To avoid disturbing guests, the expansion used a Scandinavian system of modular construction, with the rooms built in Auckland and trucked to the site where they were installed using a crane. The Chateau was operated by Bayview International Hotels and Resorts, which is also a subsidiary of Oriental Holdings Berhad (OHB).

After the 2008 global financial crisis, skiing holidays dropped off, and Kah New Zealand posted losses for four straight years, totalling $1.9 million, before making a profit again in 2016. In 2020, in response to the loss of overseas tourists due to the coronavirus epidemic, the Chateau offered discounted ($70 a night) rooms and had over 3500 bookings over May and June, normally quiet months. Tourism New Zealand raised the possibility of resorts like Chateau Tongariro being purchased by the Government, as was done in 1932, but this was rejected.

Closure
When a long-term lease expired in April 2020, Kah New Zealand switched to monthly leases, rather than take a new long-term lease. On 27 January 2023, it became known that the hotel's future was uncertain over required earthquake strengthening. Four days later, it was announced that Kah was to close the hotel permanently on 5 February and hand it to the Department of Conservation, due to seismic risks.

Seismic risk
A detailed seismic assessment indicated that the building represented a risk to occupants that was 25 times that of a building complying with standards for new builds. Deficiencies were identified with parapets and chimneys at risk of falling, inadequate bracing, unreinforced masonry infill, and under-strength foundations.

Awards
In 2023, the Western branch of the Te Kāhui Whaihanga New Zealand Institute of Architects recognised the Chateau Tongariro with its Enduring Architecture award. The award citation said: "Its place in New Zealand’s architectural history is more than a building that’s highly recognisable. The Chateau represents architectural excellence in an era when the country was uncertain about its vernacular but aspired to showcase its wonder."

title: Chateau Tongariro


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Chuck Arnold

Charles "Chuck" Russell Arnold (May 30, 1926, Stamford, Connecticut – September 4, 1997, Santa Ana, California) was an American racecar driver. Arnold drove sporadically in the USAC Championship Car series, racing between 1959 and 1968, with 11 starts, including the 1959 Indianapolis 500. He finished in the top ten 3 times, with his best finish in 5th position, in 1959 at Trenton.

Complete Formula One World Championship results
(key)

title: Chuck Arnold


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Chuck Stevenson

Charles Joseph "Chuck" Stevenson (October 15, 1919 – August 21, 1995) was an American racing driver who competed in various disciplines of motorsport. He is best known for winning the AAA National Championship in 1952. Stevenson also had two class victories in the Carrera Panamericana and won a NASCAR Grand National event.

Early life
Charles Joseph Stevenson was born in Sidney, Montana on October 15, 1919, to Joseph Charles, a rancher, and Blanche (née Williams). The family later relocated to Fresno, California.

Championship Car career
Stevenson drove in the AAA and USAC Championship Car series, racing in the 1949–1954, 1960–1961, and 1963–1965 seasons with 54 starts, including the Indianapolis 500 races in 1951–1954, 1960–1961, and 1963–1965. He finished in the top ten 37 times, with four victories, two of them coming during the 1952 season when he won the AAA National Championship.

Carrera Panamericana

In 1951 Stevenson drove a Nash-Healey course (pace) car that was supplied by the Mexican Nash automobile importer in the grueling 2000 mi Carrera Panamericana race. This endurance event is described as one of the most dangerous automobile races of any type in the world, and Stevenson had to be ahead of the racers to ensure the way was clear. In both 1952 and 1953 Stevenson won the sedan class driving a "well-prepared" Lincoln Capri. He is the only two-time winner in the history of the Carrera Panamericana.

Stock car career
Stevenson participated in no less than 40 AAA and USAC Stock Car events, finishing in the top-five no less than 14 times.

He also competed in two NASCAR events, picking up a win at Willow Springs Raceway in 1956 driving a Ford.

World Drivers' Championship career
The AAA/USAC-sanctioned Indianapolis 500 was included in the FIA World Drivers' Championship from 1950 through 1960. Drivers competing at Indianapolis during those years were credited with World Drivers' Championship points and participation in addition to those which they received towards the AAA/USAC National Championship.

Stevenson participated in five World Drivers' Championship races at Indianapolis. His best finish was a 12th place, and he accumulated zero World Drivers' Championship points.

Later life
Stevenson died in Benson, Arizona on August 21, 1995.

Awards and honors
Stevenson has been inducted into the following halls of fame:
 * Fresno Athletic Hall of Fame (1963)
 * West Coast Stock Car/Motorsports Hall of Fame (2011)
 * National Midget Auto Racing Hall of Fame

title: Chuck Stevenson


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Chuck Weyant

Chuck Weyant (April 3, 1923 – January 24, 2017) was an American racecar driver. He was born in St. Mary's, Ohio.

Until his death, Weyant was the oldest living Indianapolis 500 veteran. He died on January 24, 2017, at the age of 93.

Midget cars
Weyant came from a racing family. He started out racing against his brother and father in the early 1940s before the US joined World War II. He had his first win in 1947 after the war. Weyant won track titles at Charleston and Belleville, Illinois. The finished in the top 25 in the National points battle nine times between 1951 and 1971. He won at least 64 feature events, including 13 National events. One of his greatest victories was the 1955 Hut Hundred at the Terre Haute Action Track.

Championship cars
Weyant raced in the AAA and USAC Championship Car series in the 1952–1959 seasons, with 21 career starts, including the 1955 and 1957-1959 Indianapolis 500 races. He finished in the top ten 5 times, with his best finish in 8th position in 1954 at Las Vegas and in 1959 at Milwaukee.

Career awards

 * He was inducted in the National Midget Auto Racing Hall of Fame.

World Championship career summary
The Indianapolis 500 was part of the FIA World Championship from 1950 through 1960. Drivers competing at Indy during those years were credited with World Championship points and participation. Chuck Weyant participated in 4 World Championship races but scored no World Championship points.

title: Chuck Weyant


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Cliff Griffith

Cliff Griffith (February 6, 1916 in Nineveh, Indiana – January 23, 1996 in Rochester, Indiana) was an American racecar driver.

Griffith served in the United States Army during the Second World War.

Griffith drove in the AAA and USAC Championship Car series, racing in the 1950–1952, 1956 and 1961 seasons with 19 starts, including the Indianapolis 500 races in each of those years except 1950. He finished in the top ten 8 times, with his best finish in 4th position, in 1950 at Springfield. His best Indy finish was 9th in 1952.

Prior to joining USAC, Griffith won a pair of championships on the Midwest Dirt Track Racing Association circuit behind the wheel of Hector Honore's legendary sprint car known as the "Black Deuce".

World Championship career summary
The Indianapolis 500 was part of the FIA World Championship from 1950 through 1960. Drivers competing at Indy during those years were credited with World Championship points and participation. Cliff Griffith participated in 3 World Championship races. He started on the pole 0 times, won 0 races, set 0 fastest laps, and finished on the podium 0 times. He accumulated a total of 0 championship points.

title: Cliff Griffith


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Dempsey Wilson

Dempsey Cothrin Wilson (March 11, 1927 – April 23, 1971) was an American racecar driver.

Wilson was born in Los Angeles, California. He began his racing career on Southern California short tracks, racing roadsters, then midgets and stock cars. He drove in the USAC Championship Car series, racing in the 1956, 1958–1965, and 1968–1969 seasons with 32 starts, including the Indianapolis 500 races in 1958, 1960, 1961, and 1963. He finished in the top ten 4 times, with his best finish in 8th position in 1960 at Milwaukee. Outside of racing, Wilson owned a business called "Dempsey Wilson Racing Cams," which refurbished camshafts. He died in Duarte, California, at City of Hope after a long battle with mesothelioma.

World Championship career summary
The Indianapolis 500 was part of the FIA World Championship from 1950 through 1960. Drivers competing at Indy during those years were credited with World Championship points and participation. Dempsey Wilson participated in 2 World Championship races but scored no World Championship points.

title: Dempsey Wilson


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Don Edmunds

Don Edmunds (September 23, 1930 – August 11, 2020) was an American racecar driver and car builder.

Racing career
He changed the nose on his first Kurtis midget car from Kurtis' design to his own. Indy car builder Eddie Kuzma hired Edmunds to fix the dent in Jimmy Bryan’s car after the driver kicked the car.

He had his first start at Indianapolis Motor Speedway in 1957. He won the 1957 Indianapolis 500 Rookie of the Year after finishing nineteenth over Bill Cheesbourg, Elmer George, Mike Magill, and Eddie Sachs. Edmunds' Indy career ended with a serious practice accident at the Speedway in 1958.

He founded Autoresearch, Inc. in Anaheim, California, which specialized in building midget cars and sprint cars. Edmunds created the blueprints and did most of the fabrication work on the original Bill Thomas Cheetah prototype sports car racer. His chassis won several National Midget Championships in the late 1960s and early 1970s. In the 1970s, Edmunds was a prolific constructor of Formula Super Vee cars. He became a collector and restorer of old race cars.

Edmunds built Evel Knievel's Snake River Canyon Sky cycle.

Career awards

 * Edmunds was named to the National Sprint Car Hall of Fame in 1991.
 * He was inducted in the National Midget Auto Racing Hall of Fame in 1994.

Death
Born in Santa Ana, California, Edmunds died in August 2020, aged 89 in Gold Beach, OR.

Complete Formula One World Championship results
(key)

title: Don Edmunds


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Duke Dinsmore

Carlyle John Dinsmoor (April 10, 1913 – October 12, 1985) was an American racing driver who competed under the nom de course Duke Dinsmore.

Dinsmoor served in the United States Army Air Forces during the Second World War.

World Drivers' Championship career
The AAA/USAC-sanctioned Indianapolis 500 was included in the FIA World Drivers' Championship from 1950 through 1960. Drivers competing at Indianapolis during those years were credited with World Drivers' Championship participation, and were eligible to score WDC points alongside those which they may have scored towards the AAA/USAC National Championship.

Dinsmoor participated in four World Drivers' Championship races at Indianapolis. His best finish was 16th place, and he scored no World Drivers' Championship points.

Indianapolis 500 results
* Shared drive with Rodger Ward and Andy Linden. Dinsmoor drove ten laps of the 177 completed by Ward (138), Linden (29) and Dinsmore.

AAA/USAC Championship Car results

 * 1946 table only includes results of the six races run to "championship car" specifications. Points total includes the 71 races run to "big car" specifications.

FIA World Drivers' Championship results
(key)
 *  * Indicates shared drive with Rodger Ward and Andy Linden.

title: Duke Dinsmore


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Duke Nalon

Dennis Clayton "Duke" Nalon (March 2, 1913 – February 26, 2001) was an American racing driver. He competed in midget car, sprint car, and Indy car races. Nicknamed "The Iron Duke," Nalon was part of the "Chicago Gang" along with Tony Bettenhausen and others. These racers toured tracks in the Midwest and East Coast of the United States.

Racing career
Nalon began as a pit crew member for Wally Zale. Nalon occasionally warmed up the car. When Walter Galven needed a driver, Zale convinced Galven to allow Nalon to race. Nalon won the feature event.

Midget cars
Nalon won races on the United States' East Coast in the 1930s. Nalon competed in midget cars throughout his career. He ran his final career race at the only 100 mi midget race ever run at Terre Haute. He raced Johnny Pawl’s famous midget to victory. He ended his career the way he started it: with a win.

Sprint cars
Nalon won the 1938 East Coast AAA Sprint car championship; he won the Midwestern championship in 1941.

Indy cars
Nalon started ten Indianapolis 500 mi races, finishing only three. He started from the pole twice, and was twice the fastest qualifier. In 1947, he competed in a Mercedes-Benz W154. He also competed in numerous other events on what was them termed the Championship car circuit. In 1949, Nalon was involved in a massive, fiery crash in Turn 3 of the Indianapolis Motor Speedway. He backed into the wall and the car burst into flames. He survived only because he held his breath (to prevent asphyxiation), and he jumped out of the car while it was still moving. He had severe burns to his legs which gave him trouble until his death in 2001.

World Drivers' Championship career
The AAA/USAC-sanctioned Indianapolis 500 was included in the FIA World Drivers' Championship from 1950 through 1960. Drivers competing at Indianapolis during those years were credited with World Drivers' Championship participation, and were eligible to score WDC points alongside those which they may have scored towards the AAA/USAC National Championship.

Nalon participated in three World Drivers' Championship races at Indianapolis. His best finish was tenth place, and he qualified on the pole once. He scored no World Drivers' Championship points.

Awards and honors

 * He was inducted in the National Midget Auto Racing Hall of Fame in 1987.
 * He was named to the National Sprint Car Hall of Fame in 1991.
 * In 2015, he was inducted in the Motorsports Hall of Fame of America.

FIA World Drivers' Championship results
(key) (Races in bold indicate pole position)

title: Duke Nalon


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Ed Elisian

Ed Elisian (born Edward Gulbeng Eliseian; December 9, 1926 – August 30, 1959) was an American racecar driver, mainly competing in the National Championship. He died in a crash at the Milwaukee Mile.

In the 1955 Indianapolis 500, he stopped his car in a futile attempt to help Bill Vukovich when Vukovich's car crashed and burned during the race. He is one of only two drivers in Indy 500 history to stop a non-damaged car to help another driver, the other being Gary Bettenhausen in 1971. He received a sportsmanship award for his efforts, as well as the wrath of the car owner.

In June 1956, Elisian was engaging in a wheel-to-wheel duel with Bob Sweikert, who had won the race in which Vukovich was killed, in a Sprint car race at Salem Speedway when Sweikert made contact with the rail, overleapt it and rolled over outside of the track, suffering fatal skull injuries. Elisian was exonerated as no collision had taken place.

In the 1958 Indianapolis 500, Dick Rathmann and Elisian started the race on the front row, with Jimmy Reece on the outside of the front row. Elisian spun in Turn 3 of the first lap, and collected Rathmann, sending them both into the wall, and starting a 15-car pileup. Pat O'Connor's car hit Reece's car, sailed fifty feet in the air, landed upside down, and burst into flames. Although medical officials said that O'Connor was probably killed instantly from a fractured skull, he was incinerated in the accident, in full view of fans and drivers. Widely blamed for the accident, Elisian was suspended by USAC (reinstated a few days later), and was shunned by the racing community. Rumors spread that Elisian tried to lead the first lap in order to pay gambling debts owed to a syndicate.

In June 1958, Elisian collided with Jim Davis in a Sprint car race at New Bremen Speedway in Auglaize County, Ohio. After Davis had run over one of the wheels of Elisian's spinning car when trying to pass him at the south turn, both cars flipped over and slid down the track. Elisian sustained minor injuries, but Davis, who suffered a skull fracture and chest injuries, died at Memorial Hospital in St. Marys, Ohio. While absolved of blame in the incident, Elisian's unpopularity with drivers deepened.

In September 1958, Elisian was suspended for being charged with passing fraudulent checks among other things, but reinstated as of end of May 1959.

In August 1959, Elisian entered the USAC Indy car 200 mi race at the "Milwaukee Mile," - in West Allis, Wisconsin - known in those days as Wisconsin State Fair Park. Driving a metallic green Watson-style roadster owned by Ernie Ruiz, he crashed on lap 29 when he spun in oil from A. J. Foyt's engine. The car hit the wall, rupturing the fuel cell, and rolled over. Some sixty gallons of fuel caught fire, and took over nine minutes to extinguish. The crash claimed the life of Elisian.

Complete Formula One World Championship results
(key)
 *  * Indicates shared drive with Bob Scott.
 *  † Indicates shared drive with Eddie Russo.

title: Ed Elisian


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Eddie Russo

Edward Leon Russo (November 19, 1923 – October 14, 2012) was an American racing driver.

Russo won the midget car track championship at Raceway Park in Chicago in 1950. He competed in the AAA and USAC Championship Car series in the 1952-1957 and 1960 seasons, with 21 career starts, including three times in the Indianapolis 500. Russo finished in the top 10 five times, with his best finish in 1955 at Langhorne.

World Drivers' Championship career
The AAA/USAC-sanctioned Indianapolis 500 was included in the FIA World Drivers' Championship from 1950 through 1960. Drivers competing at Indianapolis during those years were credited with World Drivers' Championship participation, and were eligible to score WDC points alongside those which they may have scored towards the AAA/USAC National Championship.

Russo participated in four World Drivers' Championship races at Indianapolis. His best finish was 22nd place, and he scored no World Drivers' Championship points.

Personal life
Russo's father, Joe, and his uncle, Paul, also raced Indy cars.

Russo served in the U.S. Marine Corps during the Second World War, the Korean War, and the Vietnam War. Raised in Kenosha, he was a long-time resident of Racine. He died at the Wisconsin Veterans Home, where he had lived since 2005.

Indianapolis 500 results
* shared drive with Ed Elisian

title: Eddie Russo


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Eddie Sachs

Edward Julius Sachs Jr, (May 28, 1927 – May 30, 1964) was a United States Auto Club driver who was known as the "Clown Prince of Auto Racing". He coined the phrase "If you can't win, be spectacular".

Early life
Sachs was born May 28, 1927, in Allentown, Pennsylvania. He served in the United States Navy during World War II.

Professional racing career
His career included eight USAC Championship Trail wins, 25 top-five finishes in 65 career AAA and USAC starts, including the 1958 USAC Midwest Sprint Car Championship. He was an eight time starter of the Indianapolis 500, 1957–64, winning the pole position in 1960 and 1961, with his best finish being second in 1961. Leading the race with only three laps to go, he saw his right rear tire begin to delaminate and pitted to replace it, handing victory to A. J. Foyt. Sachs never regretted his decision not to gamble on the tire, saying, "I'd sooner finish second than be dead".

Death at Indianapolis
At the 1964 Indianapolis 500 on May 30, 1964, Sachs and sports car driver Dave MacDonald, an Indianapolis 500 rookie, were killed in a fiery crash involving seven cars on the second lap. MacDonald was driving a car owned and designed by Mickey Thompson, the #83 "Sears-Allstate Special". Thompson had requested USAC officials to visit his shop in California to inspect the car while it was under construction so that he would not invest money in the car if there was a chance that it would be disqualified at the Speedway.

USAC accepted the request and passed the car with its ground effects package. By the time the car reached the Speedway in May, USAC had changed their mind and failed it. Working in the cramped spaces of the garage area, Thompson and crew practically rebuilt the car to meet the new USAC specs. These changes, removal of the fenders, changing to larger tires and increasing the height from two inches to four, made the cars very unstable. Graham Hill tested the vehicle before Indy but refused to drive it in 1963. Masten Gregory crashed earlier in the month due to aerodynamic lift. After MacDonald had qualified and before the race, World Grand Prix Formula One Champion Jim Clark, who knew MacDonald and respected his ability, followed the Californian for several laps. After they pulled in, Clark emphatically urged MacDonald to get out of the car. "Get out," Clark said, "just get out and walk away." But MacDonald felt obligated to honor his contract with Thompson. Other drivers took Gregory's advice and stayed away from the Thompson cars. Before the race, Gregory approached Formula One driver Jack Brabham, who was alongside MacDonald on the grid, and urged Brabham to allow the rookie a lot of room. Brabham credited Gregory's advice with saving his life.

On the second lap, MacDonald lost control coming off the fourth turn. As the car began to slide, he came across the track and hit the inside wall, igniting the 45-gallon fuel load which erupted into a massive fire. His car then slid back across the track. Sachs, following Bob Veith, aimed for an opening along the outside wall that was soon closed by MacDonald's burning car. Veith made it through by inches, but Sachs hit MacDonald's car broadside causing a second explosion. Johnny Rutherford, following Sachs, having no place to go except into the inferno, decided his only chance was to power his way through. Going at full throttle, his Watson Roadster went under Sachs and over MacDonald taking the injectors off MacDonald's engine. After clearing the wreckage, he was then broadsided by the NOVI of Bobby Unser. He then motored (on fire) down the main straight, through turns one and two, up the back straight and through turn three, stopping at a fire-truck station in turn four. Ronnie Duman, following Rutherford, went to the left to avoid the crash. It looked as if he was going to make it through when he was rear-ended by the out of control NOVI, which had lost its steering, splitting his fuel tank which also erupted. Duman then spun into the infield wall, where he received serious burns.

He was transported to the Methodist Hospital's burn unit in Indianapolis by helicopter to begin a lengthy recovery. Rutherford and Unser received minor burns and were released from the track hospital. MacDonald, whose lungs were scorched from inhaling the flames and who was burned over 75% of his body, was awake and alert when he was removed from his car. He was taken to the track hospital then transferred to the Methodist Hospital burn unit by ambulance, where he died two hours later. Chuck Stevenson and Norm Hall were also involved but escaped injury.

Despite being trapped in his car, Sachs's driver's suit was only scorched, but he received critical burns on his face and hands. The car was covered with a tarp before being taken to the garage area for removal of his body. It has never been determined if he died of asphyxiation, burns or blunt force injury. One driver stated that he saw him struggling to get out of the car after the impact. A lemon that had been on a string around Sachs's neck was found inside Rutherford's engine compartment after the crash.

The crash was well documented on film and shown worldwide. For the first time in its history, the Indianapolis 500 was stopped because of an accident. Partially in response to media pressure, for subsequent races USAC required that cars carry less fuel and make a mandatory minimum of two pit stops. The new pit-stop rule negated any mileage advantage gasoline-powered cars would have had, so gasoline has not been used since. Every Indianapolis 500 race since 1965 has been run using methanol or ethanol-based fuels.

World Championship career summary
The Indianapolis 500 was part of the FIA World Championship from 1950 through 1960. Drivers competing at Indy during those years were credited with World Championship points and participation. Accordingly, Sachs participated in four World Championship races. He started on the pole once, but scored no World Championship points.

Awards
Sachs was inducted into the National Sprint Car Hall of Fame in 1999.

Personal life
Sachs married Nance McGarrity of Coopersburg, Pennsylvania, on June 3, 1959, at the home of Harry Hamilton, a relative of his car owner, Peter Schmidt in Indianapolis, Indiana. Their son, Edward Julius Sachs, III was born on February 6, 1962. Nance Sachs died on September 28, 2005, at her home in Clinton Township, Michigan. She is survived by her son Edward III, and grandchildren, Edward IV and Meagan Sachs. Forty-one years after his death, she was buried next to her beloved Eddie in Holy Saviour Cemetery in Bethlehem, Pennsylvania. Using the name "Eddie Sachs, Jr," Eddie III became a race car driver racing on the local dirt tracks in the Midwest. Unlike his famous father, he never raced in the Indianapolis 500. He has become a businessman as the owner of Sachs and Associates in Lake Orion, Michigan. He has been a part-time car owner in various levels of motorsport, currently in the USAC Silver Crown Series.

title: Eddie Sachs


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Elmer George

Elmer Ray George (July 15, 1928 – May 31, 1976) was an American race car driver.

Born in Hockerville, Oklahoma, George died in Terre Haute, Indiana. He drove in the AAA and USAC Championship Car series, racing in the 1956–1963 seasons with 64 starts, including the Indianapolis 500 races in 1957, 1962, and 1963.

He finished in the top ten 36 times, with one victory, in 1957 at Syracuse.

George was also the 1957 USAC Sprint Car Series champion.

1962 Bobby Ball Memorial race
On November 18, 1962, George suffered cuts and a left shoulder injury in a USAC Champ Car race held at the Arizona State Fairgrounds. Having hit another car's bumper, George lost control of his HOW Special, hit the guard rail before the grandstand, slid and headed towards the stands where he broke through a chain-link fence, landing upside down. 22 spectators were injured as a result.

Personal
Elmer George was married to Mari Hulman George, daughter of Tony Hulman, owner of the Indianapolis Motor Speedway. Elmer and Mari had three daughters and one son, Tony George, founder of the Indy Racing League, and Ex-CEO of the Indianapolis Motor Speedway. Elmer had two children from a previous marriage, Joseph F. George and Carolyn Coffey.

During the late 1960s and early 1970s, George was the director of the Indianapolis Motor Speedway Radio Network.

On May 3, 1976, Mari filed for divorce. On the day of the 1976 Indianapolis 500 (May 30, 1976), Elmer George argued by telephone with Guy Trolinger, a horse trainer at the family farm near Terre Haute, and Mari's alleged boyfriend. After the race, George drove to the farm, broke into the house and confronted Trolinger, then around 1:00 a.m., gunfire broke out, and George was shot and killed as a result of multiple gunshot wounds. A grand jury ruled that Trolinger killed George in self-defense, as George was armed and also discharged his firearm during the confrontation, at which point the charges were dropped.

Award
He was inducted in the National Sprint Car Hall of Fame in 2005.

World Championship career summary
The Indianapolis 500 was part of the FIA World Championship from 1950 through 1960. Drivers competing at Indy during those years were credited with World Championship points and participation. George participated in the 1957 Indianapolis 500, his only World Championship race. He finished 33rd and did not accumulate any championship points.

title: Elmer George


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Universal Forum of Cultures

The Universal Forum of Cultures (Fòrum de les Cultures, was an international cultural event intended to take place every three years.

History
The first Forum was held in Barcelona, Catalonia (Spain), from May 9 to September 26, 2004. It was organized by Barcelona's local council, the Catalan government (the Generalitat de Catalunya), the Spanish Government and UNESCO. It was conceived by Catalan prime mover (Pasqual Maragall, then Mayor of Barcelona) as a way of promoting the city's burgeoning tourist industry in the wake of the 1992 Summer Olympics. The official aims of the 2004 Universal Forum of Cultures included support for peace, sustainable development, human rights and respect for cultural diversity.

The 2007 Universal Forum of Cultures was held in Monterrey, Mexico. The event promoted  Native American  and "White" cultures.

Valparaíso, Chile was selected as host for the 2010 Universal Forum of Cultures. Naples, Italy was selected as host for the 2013 Universal Forum of Cultures, while both Quebec City, Canada and Amman, Jordan were selected to host the 2016 forum. Quebec City decided to back off and give Amman the whole organisation of the event.

title: Universal Forum of Cultures


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Ernie McCoy (racing driver)

Ernest "Ernie McCoy" Musser (February 19, 1921 in Reading, Pennsylvania – February 4, 2001) was an American racecar driver.

McCoy's real name was Ernest Musser.

World Championship career summary
The Indianapolis 500 was part of the FIA World Championship from 1950 through 1960. Drivers competing at Indy during those years were credited with World Championship points and participation. Ernie McCoy participated in 2 World Championship races but scored no World Championship points.

title: Ernie McCoy (racing driver)


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1517 Media

1517 Media, formerly Augsburg Fortress Press, is the official publishing house of the Evangelical Lutheran Church in America (ELCA). It also publishes for the Evangelical Lutheran Church in Canada as Augsburg Fortress Canada. Headquartered on South Fifth Street in Minneapolis, Minnesota, in the former headquarters of the American Lutheran Church, Augsburg Fortress publishes Living Lutheran (founded 1831, named The Lutheran until 2016), the Lutheran Book of Worship (1978), the Lutheran Study Bible, and the Evangelical Lutheran Worship (2006), as well as a range of academic, reference, and educational books. Tim Blevins has served as the CEO of 1517 Media since August, 2018. Beth Lewis served as the CEO of Augsburg Fortress since September 3, 2002.

History
Augsburg Fortress was formed in 1988 when the Fortress Press of Philadelphia, Pennsylvania, and Augsburg Publishing House of Minneapolis, Minnesota, merged when their parent denominations, the Lutheran Church in America (LCA) and the American Lutheran Church (ALC) merged to form the ELCA.

Augsburg Publishing House was affiliated with the ALC. It had been founded in 1891 at Augsburg Seminary in Minneapolis Both the publishing house and seminary were part of the United Norwegian Lutheran Church of America (UNLC). The publishing house left the seminary campus in 1894, relocating to the downtown area in 1908. By 1960 it had become the publishing house of the Evangelical Lutheran Church. With the 1960 merger of Lutheran denominations that formed the "new" American Lutheran Church, Augsburg was designated that church's publishing arm. It absorbed the publishing houses of the other denominations participating in the merger, including Wartburg Press (established 1881) of the "old" American Lutheran Church in Columbus, Ohio, and the Danish Lutheran Publishing House (established 1893) of the United Evangelical Lutheran Church in Blair, Nebraska. When the Lutheran Free Church joined the ALC in 1963, its publishing house, Messenger Press (established 1922), was also added.

Augsburg, and Wartburg before it, had published the old ALC denominational magazine The Lutheran Standard, which had ancestry back to the 1840s in the Evangelical Lutheran Joint Synod of Ohio.

Fortress Press was the publishing arm of the LCA, headquartered in northwest Philadelphia, Pennsylvania, in the Muhlenberg Building, a unique U-shaped brick building of Georgian architecture style. The building was named for Henry Melchoir Muhlenberg and other members of the Muhlenberg family who were important in American Lutheranism. Henry is considered the "Patriarch of American Lutheranism" and the prime organizer of the first Lutheran synod in America, the Pennsylvania Ministerium, in 1746. The LCA came into existence in 1962 with the merger of several smaller Lutheran denominations. The largest forerunner of the Fortress Press was the Muhlenberg Press of the United Lutheran Church in America, the largest partner in the LCA merger. The oldest ancestor was the Henkel Press, started by the son of Paul Henkel, a famous late 18th and early 19th century Lutheran pastor, missionary, and evangelist in the Appalachian Mountains region.

Fortress published The Lutheran, the monthly magazine of the LCA and also of the earlier United Lutheran Church in America. The magazine had its beginnings in 1831 in publications of the General Synod.

In July 2016, the Augsburg Fortress re-branded as 1517 Media. It continues to use Augsburg Fortress as an imprint for church resources and Fortress Press as an imprint for academic and reference titles. Other imprints include Beaming Books, Broadleaf Books, and Sparkhouse.

title: 1517 Media


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User:Cangrejoinmortal

Mexican wikipedia user.

Computer Science Student.

Richard Stallman fan, and average geek

this is my blog.

title: User:Cangrejoinmortal


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Frank Armi

Frank Simon Armi Jr (12 October 1918 in Portland, Oregon – 28 November 1992 in Watsonville, California) was an American racecar driver. Armi's racing career ended in the mid-1960s, when he became a television and film sound engineer, specialising in the role of sound technician, including the film The 3rd Voice, starring Edmond O'Brien and Julie London.

He worked for Universal Pictures for over twenty-five years. He also served in World War II and ran an auto parts shop.

World Championship career summary
The Indianapolis 500 was part of the FIA World Championship from 1950 through 1960. Drivers competing at Indy during those years were credited with World Championship points and participation. Frank Armi participated in 1 World Championship race. He started on the pole 0 times, won 0 races, set 0 fastest laps, and finished on the podium 0 times. He accumulated a total of 0 championship points.

Complete Formula One World Championship results
(key)

title: Frank Armi


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Fuel cell vehicle

A fuel cell vehicle (FCV) or fuel cell electric vehicle (FCEV) is an electric vehicle that uses a fuel cell, sometimes in combination with a small battery or supercapacitor, to power its onboard electric motor. Fuel cells in vehicles generate electricity generally using oxygen from the air and compressed hydrogen. Most fuel cell vehicles are classified as zero-emissions vehicles. As compared with internal combustion vehicles, hydrogen vehicles centralize pollutants at the site of the hydrogen production, where hydrogen is typically derived from reformed natural gas. Transporting and storing hydrogen may also create pollutants. Fuel cells have been used in various kinds of vehicles including forklifts, especially in indoor applications where their clean emissions are important to air quality, and in space applications. Fuel cells are being developed and tested in trucks, buses, boats, ships, motorcycles and bicycles, among other kinds of vehicles.

The first road vehicle powered by a fuel cell was the Chevrolet Electrovan, introduced by General Motors in 1966. The Toyota FCHV and Honda FCX, which began leasing on December 2, 2002, became the world's first government-certified commercial fuel cell vehicles, and the Honda FCX Clarity, which began leasing in 2008, was the world's first fuel cell vehicle designed for mass production rather than adapting an existing model. In 2013, Hyundai Motors began production of the Hyundai ix35 FCEV, claimed to be the world's first mass-produced fuel cell electric vehicle, which was subsequently introduced to the market as a lease-only vehicle. In 2014, Toyota began selling the Toyota Mirai, the world's first dedicated fuel cell vehicle.

, 31,225 passenger FCEVs powered with hydrogen had been sold worldwide. , there were only two models of fuel cell cars publicly available in select markets: the Toyota Mirai (2014–present) and the Hyundai Nexo (2018–present). The Honda Clarity was produced from 2016 to 2021, when it was discontinued. As of 2020, there was limited hydrogen infrastructure, with fewer than fifty hydrogen fueling stations for automobiles publicly available in the U.S. Critics doubt whether hydrogen will be efficient or cost-effective for automobiles, as compared with other zero-emission technologies, and in 2019, The Motley Fool opined: "What's tough to dispute is that the hydrogen fuel cell dream is all but dead for the passenger vehicle market."

Description and purpose of fuel cells in vehicles
All fuel cells are made up of three parts: an electrolyte, an anode and a cathode. In principle, a hydrogen fuel cell functions like a battery, producing electricity, which can run an electric motor. Instead of requiring recharging, however, the fuel cell can be refilled with hydrogen. Different types of fuel cells include polymer electrolyte membrane (PEM) Fuel Cells, direct methanol fuel cells, phosphoric acid fuel cells, molten carbonate fuel cells, solid oxide fuel cells, reformed methanol fuel cell and Regenerative Fuel Cells.

History
The concept of the fuel cell was first demonstrated by Humphry Davy in 1801, but the invention of the first working fuel cell is credited to William Grove, a chemist, lawyer, and physicist. Grove's experiments with what he called a "gas voltaic battery" proved in 1842 that an electric current could be produced by an electrochemical reaction between hydrogen and oxygen over a platinum catalyst. English engineer Francis Thomas Bacon expanded on Grove's work, creating and demonstrating various alkaline fuel cells from 1939 to 1959.

The first modern fuel cell vehicle was a modified Allis-Chalmers farm tractor, fitted with a 15 kilowatt fuel cell, around 1959. The Cold War Space Race drove further development of fuel cell technology. Project Gemini tested fuel cells to provide electrical power during crewed space missions. Fuel cell development continued with the Apollo Program. The electrical power systems in the Apollo capsules and lunar modules used alkali fuel cells. In 1966, General Motors developed the first fuel cell road vehicle, the Chevrolet Electrovan. It had a PEM fuel cell, a range of 120 miles and a top speed of 70 mph. There were only two seats, as the fuel cell stack and large tanks of hydrogen and oxygen took up the rear portion of the van. Only one was built, as the project was deemed cost-prohibitive.

General Electric and others continued working on PEM fuel cells in the 1970s. Fuel cell stacks were still limited principally to space applications in the 1980s, including the Space Shuttle. However, the closure of the Apollo Program sent many industry experts to private companies. By the 1990s, automobile manufacturers were interested in fuel cell applications, and demonstration vehicles were readied. In 2001, the first 700 Bar (10000 PSI) hydrogen tanks were demonstrated, reducing the size of the fuel tanks that could be used in vehicles and extending the range.

Applications
There are fuel cell vehicles for all modes of transport. The most prevalent fuel cell vehicles are cars, buses, forklifts and material handling vehicles.

Automobiles
Honda established the world's first fuel cell vehicle dealer network in 2008, and at the time was the only company able to lease hydrogen fuel cell vehicles to private customers. The Honda FCX Clarity was introduced in 2008 for leasing by customers in Japan and Southern California and discontinued by 2015. From 2008 to 2014, Honda leased a total of 45 FCX units in the US. Over 20 other FCEV prototypes and demonstration cars were released in that time period, including the GM HydroGen4, and Mercedes-Benz F-Cell.

The Hyundai ix35 FCEV Fuel Cell vehicle was available for lease from 2014 to 2018, when 54 units were leased. In 2018, Hyundai introduced the Nexo.

Sales of the Toyota Mirai to customers began in Japan in December 2014. Most of the initial customers were expected to be governments and corporations, not individuals. Pricing started at ¥6.7 million (~US$57,400) before taxes and a government incentive of ¥2 million (~US$19,600). Former European Parliament President Pat Cox estimated that Toyota initially would lose about $100,000 on each Mirai sold. , global sales totaled 5,300 Mirais. The top selling markets were the U.S. with 2,900 units, Japan with 2,100 and Europe with 200.

In 2015, Toyota announced that it would offer all 5,680 patents related to hydrogen fuel cell vehicles and hydrogen fuel cell charging station technology, which it has been researching for over 20 years, to its competitors free of charge in order to stimulate the market for hydrogen-powered vehicles.

The Honda Clarity Fuel Cell was produced from 2016 to 2021. The 2017 Clarity had the highest combined and city fuel economy ratings among all hydrogen fuel cell cars rated by the EPA that year, with a combined city/highway rating of 67 miles per gallon gasoline equivalent (MPGe), and 68 MPGe in city driving. In 2019, Katsushi Inoue, the president of Honda Europe, stated, "Our focus is on hybrid and electric vehicles now. Maybe hydrogen fuel cell cars will come, but that's a technology for the next era."

By 2017, Daimler phased out its FCEV development, citing declining battery costs and increasing range of EVs, and most of the automobile companies developing hydrogen cars had switched their focus to battery electric vehicles. By 2020, only three car makers were still manufacturing, or had active manufacturing programs for hydrogen cars. In 2023, 3,143 hydrogen cars were sold in the US compared with 380,000 BEVs.

Fuel economy
The following table compares EPA's fuel economy expressed in miles per gallon gasoline equivalent (MPGe) for the two models of hydrogen fuel cell vehicles rated by the EPA, and available in California.

Fuel cells powered by an ethanol reformer
In June 2016, Nissan announced plans to develop fuel cell vehicles powered by ethanol rather than hydrogen. Nissan claims this technical approach would be cheaper, and that it would be easier to deploy the fueling infrastructure than a hydrogen infrastructure. The vehicle would include a tank holding a blend of water and ethanol, which is fed into an onboard reformer that splits it into hydrogen and carbon dioxide. The hydrogen is then fed into a solid oxide fuel cell. According to Nissan, the liquid fuel could be an ethanol-water blend at a 55:45 ratio.

Buses
, 5,648 hydrogen fuel cell buses were in use around the world, with 93.7% of them in China.

From the late 1980s, concern regarding diesel emissions from buses led to experimentation with fuel cells to power them. After initial experiments with phosphoric acid fuel cells, hydrogen-powered fuel-cell buses were tested in cities in the late 1990s. In the 2000s, buses entered trial service in cities around the world; the European Union supported the research project Clean Urban Transport for Europe.

By the 2010s, commercial introduction of hydrogen fuel cell buses was underway around the world. However, many transit operators were purchasing battery electric buses instead, as these were cheaper to operate and purchase. However, battery electric buses lacked range compared to diesel buses, take time to charge (often overnight, compared with hydrogen fuel cell buses, which can be refilled quickly) and have reduced energy storage in cold weather. Some companies have proposed using the fuel cell as a range extender, combining it with a larger battery or a supercapacitor.

Hydrogen fuel cell buses have historically been significantly more expensive to purchase and operate than diesel, hybrid or electric buses. In recent years, costs have been reduced to levels comparable with diesel buses.

A variety of bus manufacturers are currently producing hydrogen fuel cell buses. Bus manufacturers usually work with a provider of hydrogen fuel cells to power the bus, such as Ballard Power Systems or Toyota.

Forklifts
A fuel cell forklift (also called a fuel cell lift truck or a fuel cell forklift) is a fuel cell-powered industrial forklift truck used to lift and transport materials. Most fuel cells used in forklifts are powered by PEM fuel cells.

In 2013, there were over 4,000 fuel cell forklifts used in material handling in the US of which 500 received funding from DOE (2012). As of 2024, approximately 50,000 hydrogen forklifts are in operation worldwide (the bulk of which are in the U.S.), as compared with 1.2 million battery electric forklifts that were purchased in 2021.

PEM fuel-cell-powered forklifts provide significant benefits over petroleum powered forklifts as they produce no local emissions. Fuel-cell forklifts can work for a full 8-hour shift on a single tank of hydrogen, can be refueled in 3 minutes and have a lifetime of 8–10 years. Fuel cell-powered forklifts are often used in refrigerated warehouses as their performance is not degraded by lower temperatures. In design the FC units are often made as drop-in replacements.

Motorcycles and bicycles
In 2005, the British firm Intelligent Energy produced the first working hydrogen run motorcycle called the ENV (Emission Neutral Vehicle). It holds enough fuel to run for four hours, and to travel 100 miles in an urban area, at a top speed of 50 mph. There are other examples of bikes and bicycles with a hydrogen fuel cell engine. The Suzuki Burgman received "whole vehicle type" approval in the EU. The PHB was a hydrogen bicycle with an electric motor. It debuted in Shanghai in 2008, but it was discontinued due to lack of hydrogen fuel services. Its predecessor was a hydrogen bicycle called Palcan, based in Vancouver, Canada.

Airplanes
Boeing researchers and industry partners throughout Europe conducted experimental flight tests in February 2008 of a crewed airplane powered only by a fuel cell and lightweight batteries. The Fuel Cell Demonstrator Airplane, as it was called, used a Proton-Exchange Membrane (PEM) fuel cell/lithium-ion battery hybrid system to power an electric motor, which was coupled to a conventional propeller. In 2003, the world's first propeller driven airplane to be powered entirely by a fuel cell was flown. The fuel cell was a unique FlatStack stack design which allowed the fuel cell to be integrated with the aerodynamic surfaces of the plane.

There have been several fuel cell powered unmanned aerial vehicles (UAV). A Horizon fuel cell UAV set the record distance flown by a small UAV in 2007. The military is especially interested in this application because of the low noise, low thermal signature and ability to attain high altitude. In 2009, the Naval Research Laboratory's (NRL's) Ion Tiger utilized a hydrogen-powered fuel cell and flew for 23 hours and 17 minutes. Boeing is completing tests on the Phantom Eye, a high-altitude, long endurance (HALE) to be used to conduct research and surveillance flying at 65,000 ft for up to four days at a time. Fuel cells are also being used to provide auxiliary power for aircraft, replacing fossil fuel generators that were previously used to start the engines and power on board electrical needs. Fuel cells can help airplanes reduce CO2 and other pollutant emissions and noise.

Boats
The world's first Fuel Cell Boat HYDRA used an AFC system with 6.5 kW net output. For each liter of fuel consumed, the average outboard motor produces 140 times less the hydrocarbons produced by the average modern car. Fuel cell engines have higher energy efficiencies than combustion engines, and therefore offer better range and significantly reduced emissions. Amsterdam introduced its first fuel cell powered boat in 2011 that ferries people around the city's canals.

Submarines
The first submersible application of fuel cells is the German Type 212 submarine. Each Type 212 contains nine PEM fuel cells, spread throughout the ship, providing between 30 kW and 50 kW each of electrical power. This allows the Type 212 to remain submerged longer and makes them more difficult to detect. Fuel cell powered submarines are also easier to design, manufacture, and maintain than nuclear-powered submarines.

Trains

In March 2015, China South Rail Corporation (CSR) demonstrated the world's first hydrogen fuel cell-powered tramcar at an assembly facility in Qingdao. 83 miles of tracks for the new vehicle were built in seven Chinese cities. China had plans to spend 200 billion yuan ($32 billion) over the next five years to increase tram tracks to more than 1,200 miles.

In 2016, Alstom debuted the Coradia iLint, a regional train powered by hydrogen fuel cells. It was designed to reach 140 km/h and travel 600 - 800 km on a full tank of hydrogen. The train entered service in Germany in 2018 and is expected to be tested in the Netherlands beginning in 2019.

Swiss manufacturer Stadler Rail signed a contract in California to supply a hydrogen fuel cell train in the US, the FLIRT H2 train, in 2024 as part of the Arrow commuter rail service.

Trucks
For transport applications such as long-haul trucks, fuel cells are a potential solution for zero emission transport. A 2022 study in Energies magazine cites relatively fast refueling times compared with electric truck charging times and the current limitations of the energy density of batteries, but they note that "operating constraints" include the "high amount of CO2 emissions [caused by] hydrogen production", the lack of storage and refueling infrastructure, H2 leakage and safety challenges, efficiency "losses in compression, storage and dispensing",.

In 2020, Hyundai started to manufacture hydrogen powered 34-ton cargo trucks under the model name XCIENT, making an initial shipment of 10 of the vehicles to Switzerland. They are able to travel 400 km on a full tank and take 8 to 20 minutes to fill up.

In 2022, Total Transportation Services (TTSI), Toyota Logistics Services (TLS), UPS, and Southern Counties Express (SCE) are operating a 12-month "Shore-to-Store (S2S) project" running hydrogen fuel cell trucks on trips from Los Angeles area ports. The Kenworth T680 hydrogen prototype used in Los Angeles and Long Beach was unveiled in 2018 and has also been tested in the Seattle area.

Hydrogen infrastructure
Eberle and Rittmar von Helmolt stated in 2010 that challenges remain before fuel cell cars can become competitive with other technologies and cite the lack of an extensive hydrogen infrastructure in the U.S.:, there were 43 publicly accessible hydrogen refueling stations in the US, 41 of which were located in California. In 2013, Governor Jerry Brown signed AB 8, a bill to fund $20 million a year for 10 years to build up to 100 stations. In 2014, the California Energy Commission funded $46.6 million to build 28 stations.

Japan got its first commercial hydrogen fueling station in 2014. By March 2016, Japan had 80 hydrogen fueling stations, and the Japanese government aims to double this number to 160 by 2020. In May 2017, there were 91 hydrogen fueling stations in Japan. Germany had 18 public hydrogen fueling stations in July 2015. The German government hoped to increase this number to 50 by end of 2016, but only 30 were open in June 2017.

Codes and standards
Under United Nations global technical regulations for wheeled vehicles, specifically regarding hydrogen usage, there are international standards which define aspects of engineering and overall integrity, performance, safety, part lifecycle, and various other categories. One notable area of these regulations is regarding the compressed hydrogen storage systems that typically reach the end of qualified service life at 15 or fewer years in use.

US programs
In 2003, US President George Bush proposed the Hydrogen Fuel Initiative (HFI). The HFI aimed to further develop hydrogen fuel cells and infrastructure technologies to accelerate the commercial introduction of fuel cell vehicles. By 2008, the U.S. had contributed 1 billion dollars to this project. In 2009, Steven Chu, then the US Secretary of Energy, asserted that hydrogen vehicles "will not be practical over the next 10 to 20 years". In 2012, however, Chu stated that he saw fuel cell cars as more economically feasible as natural gas prices had fallen and hydrogen reforming technologies had improved. In June 2013, the California Energy Commission granted $18.7M for hydrogen fueling stations. In 2013, Governor Brown signed AB 8, a bill to fund $20 million a year for 10 years for up to 100 stations. In 2013, the US DOE announced up to $4 million planned for "continued development of advanced hydrogen storage systems". On May 13, 2013, the Energy Department launched H2USA, which is focused on advancing hydrogen infrastructure in the US.

Cost
By 2010, advancements in fuel cell technology had reduced the size, weight and cost of fuel cell electric vehicles. In 2010, the U.S. Department of Energy (DOE) estimated that the cost of automobile fuel cells had fallen 80% since 2002 and that such fuel cells could potentially be manufactured for $51/kW, assuming high-volume manufacturing cost savings. Fuel cell electric vehicles have been produced with "a driving range of more than 250 miles between refueling". They can be refueled in less than 5 minutes. Deployed fuel cell buses have a 40% higher fuel economy than diesel buses. EERE's Fuel Cell Technologies Program claims that, as of 2011, fuel cells achieved a 42 to 53% fuel cell electric vehicle efficiency at full power, and a durability of over 75,000 miles with less than 10% voltage degradation, double that achieved in 2006. In 2012, Lux Research, Inc. issued a report that concluded that "Capital cost ... will limit adoption to a mere 5.9 GW" by 2030, providing "a nearly insurmountable barrier to adoption, except in niche applications". Lux's analysis concluded that by 2030, PEM stationary fuel cell applications will reach $1 billion, while the vehicle market, including fuel cell forklifts, will reach a total of $2 billion.

As of September 2023, hydrogen cost $36 per kilogram at public charging stations in California, 14 times as much per mile for a Mirai as compared with a Tesla Model 3. The average price in Germany in 2023 is 12.5 euro per kg.

Environmental impact
The environmental impact of fuel cell vehicles depends on the primary energy with which the hydrogen was produced. Fuel cell vehicles are only environmentally benign when the hydrogen was produced with renewable energy. If this is the case fuel cell cars may be cleaner and more efficient than fossil fuel cars. However, they are not as efficient as battery electric vehicles which consume much less energy. Usually a fuel cell car consumes 2.4 times more energy than a battery electric car, because electrolysis and storage of hydrogen is much less efficient than using electricity to directly load a battery. In addition, a 2023 study by the Centre for International Climate and Environmental Research (CICERO) estimated that leaked hydrogen has a global warming effect 11.6 times stronger than CO₂.

As of 2009, motor vehicles used most of the petroleum consumed in the U.S. and produced over 60% of the carbon monoxide emissions and about 20% of greenhouse gas emissions in the United States, however production of hydrogen for hydrocracking used in gasoline production, chief amongst its industrial uses, was responsible for approximately 10% of fleet wide greenhouse gas emissions. A vehicle fueled with pure hydrogen emits few pollutants at the tailpipe, producing mainly water and heat, along with trace amounts of NOx, SOx, NO2, SO2, CO, hydrocarbons and particulates; the production of the hydrogen generally creates pollutants, except for the small amount that is made using only renewable energy.

In 2006, Ulf Bossel stated that the large amount of energy required to isolate hydrogen from natural compounds (water, natural gas, biomass), package the light gas by compression or liquefaction, transfer the energy carrier to the user, plus the energy lost when it is converted to useful electricity with fuel cells, leaves around 25% for practical use." Richard Gilbert, co-author of Transport Revolutions: Moving People and Freight without Oil (2010), comments similarly, that producing hydrogen gas ends up using some of the energy it creates. Then, energy is taken up by converting the hydrogen back into electricity within fuel cells. This means that only a quarter of the initially available energy reaches the electric motor' ... Such losses in conversion don't stack up well against, for instance, recharging an electric vehicle (EV) like the Nissan Leaf or Chevy Volt from a wall socket". A 2010 well-to-wheels analysis of hydrogen fuel cell vehicles report from Argonne National Laboratory states that renewable H2 pathways offer much larger green house gas benefits. This result has recently been confirmed. In 2010, a US DOE well-to-wheels publication assumed that the efficiency of the single step of compressing hydrogen to 6250 psi at the refueling station is 94%. A 2016 study in the November issue of the journal Energy by scientists at Stanford University and the Technical University of Munich concluded that, even assuming local hydrogen production, "investing in all-electric battery vehicles is a more economical choice for reducing carbon dioxide emissions, primarily due to their lower cost and significantly higher energy efficiency."

Criticism of fuel cell cars
In 2008, professor Jeremy P. Meyers, in the Electrochemical Society journal Interface wrote that fuel cells "are not as efficient as batteries, due primarily to the inefficiency of the oxygen reduction reaction. ... [T]hey make the most sense for operation disconnected from the grid, or when fuel can be provided continuously. For applications that require frequent and relatively rapid start-ups ... where zero emissions are a requirement, as in enclosed spaces such as warehouses." Also in 2008, Wired News reported that "experts say it will be 40 years or more before hydrogen has any meaningful impact on gasoline consumption or global warming, and we can't afford to wait that long. In the meantime, fuel cells are diverting resources from more immediate solutions." In 2008, Robert Zubrin, the author of Energy Victory, said: "Hydrogen is 'just about the worst possible vehicle fuel. If hydrogen could be produced using renewable energy, "it would surely be easier simply to use this energy to charge the batteries of all-electric or plug-in hybrid vehicles." The Los Angeles Times wrote in 2009, "Any way you look at it, hydrogen is a lousy way to move cars." The Washington Post asked in November 2009, "[W]hy would you want to store energy in the form of hydrogen and then use that hydrogen to produce electricity for a motor, when electrical energy is already waiting to be sucked out of sockets all over America and stored in auto batteries...?"

The Motley Fool stated in 2013 that "there are still cost-prohibitive obstacles [for hydrogen cars] relating to transportation, storage, and, most importantly, production." Volkswagen's Rudolf Krebs said in 2013 that "no matter how excellent you make the cars themselves, the laws of physics hinder their overall efficiency. The most efficient way to convert energy to mobility is electricity." He elaborated: "Hydrogen mobility only makes sense if you use green energy", but ... you need to convert it first into hydrogen "with low efficiencies" where "you lose about 40 percent of the initial energy". You then must compress the hydrogen and store it under high pressure in tanks, which uses more energy. "And then you have to convert the hydrogen back to electricity in a fuel cell with another efficiency loss". Krebs continued: "in the end, from your original 100 percent of electric energy, you end up with 30 to 40 percent."

In 2014, electric automotive and energy futurist Julian Cox wrote that producing hydrogen from methane "is significantly more carbon intensive per unit of energy than coal. Mistaking fossil hydrogen from the hydraulic fracturing of shales for an environmentally sustainable energy pathway threatens to encourage energy policies that will dilute and potentially derail global efforts to head-off climate change due to the risk of diverting investment and focus from vehicle technologies that are economically compatible with renewable energy." In 2014, former Dept. of Energy official Joseph Romm concluded that renewable energy cannot economically be used to make hydrogen for an FCV fleet "either now or in the future." GreenTech Media's analyst reached similar conclusions in 2014. In 2015, Clean Technica listed some of the disadvantages of hydrogen fuel cell vehicles.

A 2017 analysis published in Green Car Reports found that the best hydrogen fuel cell vehicles consume "more than three times more electricity per mile than an electric vehicle ... generate more greenhouse-gas emissions than other powertrain technologies ... [and have] very high fuel costs. ... Considering all the obstacles and requirements for new infrastructure (estimated to cost as much as $400 billion), fuel-cell vehicles seem likely to be a niche technology at best, with little impact on U.S. oil consumption. In 2017, Michael Barnard, writing in Forbes, listed the continuing disadvantages of hydrogen fuel cell cars and concluded that "by about 2008, it was very clear that hydrogen was and would be inferior to battery technology as a storage of energy for vehicles. [B]y 2025 the last hold outs should likely be retiring their fuel cell dreams.” A 2019 video by Real Engineering noted that using hydrogen as a fuel for cars does not help to reduce carbon emissions from transportation. The 95% of hydrogen still produced from fossil fuels releases carbon dioxide, and producing hydrogen from water is an energy-consuming process. Storing hydrogen requires more energy either to cool it down to the liquid state or to put it into tanks under high pressure, and delivering the hydrogen to fueling stations requires more energy and may release more carbon. The hydrogen needed to move a FCV a kilometer costs approximately eight times as much as the electricity needed to move a BEV the same distance. Also in 2019, Katsushi Inoue, the president of Honda Europe, stated, "Our focus is on hybrid and electric vehicles now. Maybe hydrogen fuel cell cars will come, but that's a technology for the next era."

Assessments since 2020 have concluded that hydrogen vehicles are still only 38% efficient, while battery EVs from 80% to 95% efficient. A 2021 assessment by CleanTechnica concluded that while hydrogen cars are far less efficient than electric cars, the vast majority of hydrogen being produced is polluting grey hydrogen, and delivering hydrogen would require building a vast and expensive new infrastructure, the remaining two "advantages of fuel cell vehicles – longer range and fast fueling times – are rapidly being eroded by improving battery and charging technology." A 2022 study in Nature Electronics agreed.

Innovation
Fuel cell patent fillings in the area of hydrogen fuel cells increased in the 1960s, partly due to NASAs space program; another increase in the 80s was driven by research for automobiles. This was followed by a surge in filings from 2000 to 2005 by inventors in Japan, US and South Korea. Since then, China has dominated patent fillings in the field, with a smaller number in Japan, Germany, South Korea and the US. Between 2016 and 2020, annual filings, particularly for transportation applications, increased by a further 23%.

Almost 80% of the patents in the area of fuel cells for transportation were filed by car companies. Academia is collaborating actively with the industry. Although filings related to road vehicles such as cars and trucks dominate, inventions in other areas like shipping, aviation, rail and other special vehicles is increasing. Airbus, a major aircraft manufacturer, has increased its patenting activity in the area since 2019. The number of fuel cell patents for shipping applications is comparable in size to the one for aviation and similarly slow in growth.

A 2022 World Intellectual Property Organization report argues that because heavy-duty vehicles, such as construction vehicles, forklifts, and airport tugs require a higher payload, the high energy density of hydrogen can make fuel cells a more advantageous solution than battery applications.

title: Fuel cell vehicle


text:
Gene Force

Eugene Robert "Gene" Force (June 15, 1916 – August 21, 1983) was an American racecar driver.

Born in New Madison, Ohio, Force died in Brooklyn, Michigan as a result a heart attack at Michigan International Speedway. He drove in the AAA and USAC Championship Car series, racing in the 1951–1952, 1954, 1956, and 1958-1960 seasons with 33 starts, including the 1951 and 1960 Indianapolis 500 races. He finished in the top ten 16 times, with his best career finish in 3rd place occurring on 3 occasions.

The "McKay Special" #37 car that Force drove in the 1960 Indianapolis 500 was a 1959 Kurtis Kraft 500J, owned and entered by Roy McKay of Dayton, Ohio. Charlie Altfater was the mechanic. The car has survived in largely original condition and is now restored to appear as it did in the 1960 race, and can occasionally be seen participating in vintage races, as it did at the 2008 Monterey historics.

World Championship career summary
The Indianapolis 500 was part of the FIA World Championship from 1950 through 1960. Drivers competing at Indy during those years were credited with World Championship points and participation. Gene Force participated in 2 World Championship races. He started on the pole 0 times, won 0 races, set 0 fastest laps, and finished on the podium 0 times. He accumulated a total of 0 championship points.

title: Gene Force


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Gene Hartley

Leslie Eugene "Gene" Hartley (January 28, 1926 – March 13, 1993) was an American racecar driver. He was born and died in Roanoke, Indiana.

Hartley was the son of midget car driver Ted Hartley, who competed into his 60s. "Auto racing is all I’ve ever known," Gene once said in an interview at the Indianapolis Motor Speedway.

Racing career
He drove in the AAA and USAC Championship Car series, racing in the 1950 and 1952–1962 seasons with 33 starts. He raced in ten Indianapolis 500 races, in each year but 1955 and 1958. His best finish at Indy was tenth in 1957, although he finished eleventh three times. He finished in the Top 10 nine times, with his best finish in second position in 1956 at Langhorne Speedway.

Hartley was the 1959 USAC National Midget Series champion. His 33 USAC feature wins were eighth best all-time.

Promoter
Hartley co-promoted with Leroy Warriner at the Kitley Avenue Speedrome in Indianapolis after his retirement. They hosted midget races at the track that was specifically built for the small cars.

Career award

 * Hartley was inducted in the National Midget Auto Racing Hall of Fame in 1985.

World Championship career summary
The Indianapolis 500 was part of the FIA World Championship from 1950 through 1960. Drivers competing at Indy during those years were credited with World Championship points and participation. Gene Hartley entered 10 World Championship races and started 8 of them, with a best finish of tenth.

title: Gene Hartley


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George Connor (racing driver)

Charles George Connor (August 16, 1906 – March 28, 2001) was an American racing driver. At the time of Connor's death, he was the final surviving driver to have participated in a pre-Second World War Championship car event.

World Drivers' Championship career
The AAA/USAC-sanctioned Indianapolis 500 was included in the FIA World Drivers' Championship from 1950 through 1960. Drivers competing at Indianapolis during those years were credited with World Drivers' Championship participation, and were eligible to score WDC points alongside those which they may have scored towards the AAA/USAC National Championship.

Connor participated in three World Drivers' Championship races at Indianapolis. His best finish was eighth place, twice, and he scored no World Drivers' Championship points.

Indianapolis 500 results

 * In 14 Indianapolis starts, Connor drove 4257 mi without leading a lap. This ranks sixth on the all-time list.

AAA Championship Car results

 * 1946 table only includes results of the six races run to "championship car" specifications. Points total includes the 71 races run to "big car" specifications.

FIA World Drivers' Championship results
(key)

title: George Connor (racing driver)


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George Fonder

George Thomas Fonder (June 22, 1917 Elmhurst, Pennsylvania – June 14, 1958 Hatfield, Pennsylvania) was an American racecar driver. He made four Championship Car starts, including two in the Indianapolis 500 and drove as a relief driver in the 1954 Indianapolis 500 for two different teams after failing to qualify his own car. His best Champ Car finish was in the October 1949 race at Langhorne Speedway. He was killed in a midget-car racing accident.

Indy 500 results
* Shared drive with Len Duncan ** Shared drive with Frank Armi

World Championship career summary
The Indianapolis 500 was part of the FIA World Championshipfrom 1950 through 1960. Drivers competing at Indy during those years were credited with World Championship points and participation. George Fonder participated in 2 World Championship races. He started on the pole 0 times, won 0 races, set 0 fastest laps, and finished on the podium 0 times. He accumulated a total of 0 championship points.

title: George Fonder


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Henry Banks

Henry Edwin Banks (June 14, 1913 – December 18, 1994) was an American racing driver. He competed in various disciplines of open-wheel motorsport. Banks is best remembered for winning the 1950 AAA National Championship, and for his later career as a USAC race official.

Early life
Henry Banks was born in England, but brought up in Royal Oak, Michigan. He was the son of an early European race-driver.

Early career
Banks began competing in 1932, when he was 19 years old, and became successful in midget cars.

Banks was the first driver to pass the qualifying "rookie test" instituted at the Indianapolis Motor Speedway beginning in 1936. He also drove as a relief driver in 1937, 1939, and 1940, with a 21st-place finish in 1938.

Banks won the 1941 American Racing Drivers Club (ARDC) championship in New England.

Post-war career and AAA Championship
After a break during the war, when he worked at Ford’s aero-engine division, Banks’ career took off. In 1947 he won 30 midget car races. In 1950, he was the AAA National Champion, winning a three-way battle for the title during the final race of the season. That same year, he came second in AAA National Midget points.

World Drivers' Championship career
The AAA/USAC-sanctioned Indianapolis 500 was included in the FIA World Drivers' Championship from 1950 through 1960. Drivers competing at Indianapolis during those years were credited with World Drivers' Championship participation, and were eligible to score WDC points alongside those which they may have scored towards the AAA/USAC National Championship.

Banks participated in three World Drivers' Championship races at Indianapolis. His best finish was sixth place, and he scored no World Drivers' Championship points.

Post-driving life

After Banks retired from competition, he occasionally tested other automobiles. Later, he became the USAC Director of Competitions. He died in Indianapolis in 1994.

Actor

Banks appeared in two racing-related films during his career. The first was To Please A Lady, starring Clark Gable. The second was Roar of the Crowd, starring Howard Duff.

Awards and honors
Banks has been inducted into the following halls of fame:
 * Michigan Motor Sports Hall of Fame (1982)
 * Auto Racing Hall of Fame (1985)
 * National Midget Auto Racing Hall of Fame (1987)
 * Eastern Motorsports Press Association Hall of Fame (1988)
 * United States Auto Club (USAC) Hall of Fame (2013)
 * Motorsports Hall of Fame of America (2023)

Banks has been awarded the following honors:
 * Automotive Hall of Fame Distinguished Service Citation (1978)

AAA Championship Car results

 * 1946 table only includes results of the six races run to "championship car" specifications. Points total includes the 71 races run to "big car" specifications.

FIA World Drivers' Championship results
(key)

title: Henry Banks


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Jack Turner (racing driver)

Jack Turner (February 12, 1920 Seattle, Washington – September 12, 2004 Renton, Washington) was an American racecar driver. He was nicknamed "Cactus Jack." He served in the South Pacific during the Second World War.

Midget car career
Turner became the first two-time AAA National Midget champion when he won the 1954 and 1955 championships. Turner scored no wins in 1954 despite competing at the entire circuit, and won the championship on consistent high finishes. He won six features in 1955. He also had 14 National USAC wins in his career.

Champ car
He drove in the AAA and USAC Championship Car series, racing in the 1955–1962 seasons with 35 starts, including the Indianapolis 500 races in 1956-1959 and 1961–1962. He finished in the top ten 35 times, with his best finish in 2nd position in 1956 at Darlington. He retired from racing after flipping his car during a practice run at Indy in 1963. It was his third flip in three years at the track: first down the main straightaway in 1961, second he broke his pelvis at the head of the frontstretch, and third he crushed a vertebra.

Career award
He was inducted into the National Midget Auto Racing Hall of Fame in the inaugural 1984 class.

World Championship career summary
The Indianapolis 500 was part of the FIA World Championship from 1950 through 1960. Drivers competing at Indy during those years were credited with World Championship points and participation. Jack Turner participated in 4 World Championship races but scored no World Championship points.

title: Jack Turner (racing driver)


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Jackie Holmes

Jackie Holmes (born Marion Holmes; September 4, 1920 – March 1, 1995) was an American racecar driver from Indianapolis, Indiana.

World Championship career summary
The Indianapolis 500 was part of the FIA World Championship from 1950 through 1960. Drivers competing at Indy during those years were credited with World Championship points and participation. Jackie Holmes participated in 2 World Championship races but scored no World Championship points.

title: Jackie Holmes


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Jerry Hoyt

Gerald Frederick Hoyt (January 29, 1929 – July 11, 1955) was an American racing driver from Chicago, mainly competing in the National Championship. He died on July 11, 1955, after crashing in a sprint car race at Oklahoma City.

Hoyt served in the 101st Airborne Division during the Second World War.

Indy 500
In the 1955 Indianapolis 500 Hoyt surprised many, including himself, by winning the pole (first starting position) in qualifications. His average speed for the run of 140.045 miles per hour was at the time the second fastest ever at the speedway. However an oil leak would force him to retire from the race after 40 laps. As the 500 was part of the FIA World Championship at the time, Hoyt was credited for being the youngest pole sitter in the history of the series to that point. In his four races at the speedway, he would never complete more than 130 laps in the 200 lap race.

Death
On July 11, 1955, two months after winning the pole at Indianapolis, Hoyt was entered into a sprint car race in Oklahoma City. On the first lap, his car made contact with a fence, causing it to overturn. The cars of the time provided little protection for the driver's head, and Hoyt died the next morning of brain injuries. He had been married just two weeks earlier.

He is buried at Crown Hill Cemetery in Indianapolis.

Indianapolis 500 results

 * Although Hoyt started the 1955 race from the pole position, his qualifying speed ranked tenth behind fastest qualifier Jack McGrath. This is the lowest speed rank for a pole sitter in the Indianapolis modern era.

Complete Formula One World Championship results
(key) (Races in bold indicate pole position; races in italics indicate fastest lap)
 * * Indicates shared drive with Andy Linden and Chuck Stevenson
 * † Indicates shared drive with Paul Russo

World Championship career summary
The Indianapolis 500 was part of the FIA World Championship from 1950 through 1960. Drivers competing at Indy during those years were credited with World Championship points and participation. Jerry Hoyt participated in 4 World Championship races, starting on the pole once but scoring no World Championship points.

title: Jerry Hoyt


text: Category:Fuel cell vehicles

title: Category:Fuel cell vehicles