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Buddy Lazier

Robert Buddy Lazier (born October 31, 1967) is an American auto racing driver, best known for winning the 1996 Indianapolis 500 and the 2000 Indy Racing League season championship.

Lazier began his career in the 1980s by competing in such series as the IMSA GT Championship, the SCCA Canadian-American Challenge Cup and the American Indycar Series. Lazier won the American Indycar Series championship in 1988. Lazier started his IndyCar career in 1989 by competing in the Indy Car World Series. During the season, Lazier failed to qualify for the Indianapolis 500. Lazier eventually qualified for the Indianapolis 500 in 1991. During his Champ Car career, Lazier often drove for teams that used older chassis and engines; his best finish in the Champ Car standings was a 19th-place finish in 1992.

Lazier began to compete in the newly formed Indy Racing League in 1996. Lazier won the Indianapolis 500 that season, and he became one of the most dominant drivers in the series for a period of time, winning eight races overall and the series championship in 2000. Lazier began to drive only at the Indianapolis 500 in 2007 and continued to enter the Indianapolis 500 through 2009. He did not return to the series until 2013 at the Indianapolis 500 when he competed for Lazier Partners Racing, a team started by his father Bob Lazier and various investors. Lazier and the team repeated their efforts in 2014, 2015, 2016 and, for the final time, in 2017.

Career
Lazier was born in Vail, Colorado.

Canadian-American Challenge Cup
For 1986, Lazier competed in the SCCA Canadian-American Challenge Cup, driving the No. 43 car for the Texas American Racing Team, driving a Watson 82. Lazier made his début at the second race of the season at Summit Point Motorsports Park. Lazier failed to start the race and was credited with an 18th-place finish. Lazier also competed at St. Louis International Raceway; he started fifth and finished in twelfth place due to a chassis issue. Lazier finished in 26th place in the final standings with 4 points. In 1987, Lazier remained with the Texas American Racing Team, driving the No. 19 March 85C car. At the season-opening race at Willow Springs International Raceway, Lazier qualified on pole position, led 22 of 48 laps and won the race. Lazier also qualified on pole position at Wisconsin State Fairgrounds Park Speedway, led for 25 laps but ultimately finished in 9th place. Lazier finished in third place at Pueblo Motorsports Park and fourth place at the season-ending race at Phoenix International Raceway. Lazier finished in 4th place in the final championship standings with 62 points.

IMSA GT Championship
In 1989, Lazier competed in the IMSA GT Championship, driving the No. 43 Motorsports Marketing Fabcar CL FEP/002-Porsche with John Higgens, Lorenzo Lamas and Justus Reid in the Lights class. Lazier only drove the car at the season-opening SunBank 24 at Daytona. The car started in 46th place but ultimately retired after 395 laps due to an engine failure. The car was classified 4th place in its class and in 31st place overall. In 1993, Lazier returned to the series to compete, in the Lights class, in the season-opening Rolex 24 at Daytona in the No. 42 Pro-Technik Racing Fabcar FEP/002-Porsche with Anthony Lazzaro, Chris Ivey, Mike Sheehan and Sam Shalala. The car started in 58th place overall and finished in 25th overall, 7th place in its class. Lazier only competed at Daytona, therefore finishing in 23rd place in the final Lights championship standings with 18 points.

American Indycar Series
Lazier began to compete in the American Indycar Series in 1988 after Lazier's car owner and teammate, Bill Tempero, purchased Can-Am. Lazier drove a March 85C for Tempero's Texas American Racing Team. At the season-opening race at Willow Springs International Raceway, Lazier qualified on pole position and won the race. Lazier also won the Illinois Grand Prix at St. Louis International Raceway from pole position, the race at Tioga Motorsports Park and both races at the season-ending Bud Light 100 at Willow Springs. The only race that Lazier did not win was the AMG Eurospeed Grand Prix of Colorado at Mountain View Motorsports Park, where Lazier finished second to Robby Unser. Lazier won the inaugural season championship with 152 points.

For 1989, Lazier returned with the Texas American Racing Team, driving a March 85C. At the season-opening races at I-70 Speedway, Lazier finished second to Unser in the first race and crashed out of the second race after completing 10 laps. At the second pair of races at Memphis Motorsports Park, Lazier qualified on pole position for the second race. Lazier won the second race at Colorado National Speedway. Lazier finished the season by winning the first race at Willow Springs before retiring from the second race due to a motor mount issue. Lazier finished in 7th place in the final standings with 173 points.

1989–90
In 1989, Lazier attempted to qualify for his first CART Indy Car World Series race, the Indianapolis 500. Lazier drove the No. 35 Lazier Racing March 87C-Cosworth DFX. Lazier crashed in practice and failed to qualify for the race. Lazier later drove for Gary Trout Motorsports in the No. 23 March 87C-Cosworth DFX at the season-ending Champion Spark Plug 300 at Laguna Seca Raceway. Lazier again failed to qualify for the race. In 1990, Lazier first competed at the Indianapolis 500. Lazier drove for Hemelgarn Racing in the No. 91 Lola T88/00-Buick. Lazier crashed his primary car in practice but was able to provisionally qualify for the race in his back-up car. At the beginning of Bump Day, Lazier was the slowest car in the field. John Paul Jr. bumped Lazier from the field and Lazier ultimately failed to qualify. Lazier drove a partial season for Hemelgarn, moving to the team's No. 71 car. Lazier qualified for his first 500-mile race at the Marlboro 500 at Michigan International Speedway in the No. 24 Penske PC17-Buick for Arciero Racing. Lazier started and finished in 26th, retiring from the race early on due to a gearbox problem. Lazier achieved a best finish of 12th place at the Molson Indy Vancouver at Concord Pacific Place, scoring his only championship point of 1990 – a result which scored him 29th place in the final standings.

1991
For 1991, Lazier drove for various teams in various cars. Lazier first drove for Dale Coyne Racing in the No. 90 Lola T88/00-Cosworth DFX at the season-opening Gold Coast IndyCar Grand Prix at the Surfers Paradise Street Circuit. Lazier started 24th, but his race lasted just over a lap due to suspension failure. Lazier moved to Todd Walther Racing and the No. 44 Lola Cars T89/00-Cosworth DFS at the Toyota Grand Prix of Long Beach. Lazier started in 26th place, but retired after 8 laps due to an engine failure. Lazier returned to Hemelgarn Racing at the Indianapolis 500 in the No. 71 Lola T90/00-Buick. Lazier qualified for the race for the first time, starting 23rd. On the first lap of the race, Gary Bettenhausen got sideways in turn 1 and Lazier hit the outside wall in avoidance; he continued to the pit lane where he retired due to accident damage. Lazier was credited with a 33rd-place finish.

Lazier was entered in the No. 19 Lola T90/00-Cosworth DFS for Dale Coyne Racing at the Miller Genuine Draft 200 at the Milwaukee Mile, but Dale Coyne replaced Lazier prior to qualifying. At the following race, the Valvoline Grand Prix of Detroit, Lazier returned to Coyne's No. 90 car, now utilizing a Lola T90/00-Cosworth DFS. Lazier started in 20th place and finished in 18th place, five laps down. Lazier returned to the No. 19 car for the Budweiser Grand Prix of Cleveland at Cleveland Burke Lakefront Airport. Lazier started in 20th place but recorded his first points-scoring finish of the season with an eleventh-place finish, albeit four laps down. After the event, two of the teams that Lazier had driven for in the 1991 season – Hemelgarn Racing and Dale Coyne Racing – formed an alliance, resulting in the team being called Hemelgarn Coyne Racing. Lazier drove for the team at the Molson Indy Toronto at Exhibition Place. Lazier started in 20th place, but retired after 17 laps due to an engine failure.

Lazier drove the same car at the Texaco/Havoline Grand Prix of Denver, where he recorded his best results of the 1991 season. Lazier started in 16th place and finished in 9th place, two laps down. Lazier moved to Walker Racing, driving the No. 10 Lola T90/00-Cosworth DFS at the Pioneer Electronics 200 at Mid-Ohio Sports Car Course. Lazier started in 17th place but did not complete a single lap due to an electrical issue. Lazier returned to Coyne's No. 90 car at the Texaco/Havoline 200 at Road America. Lazier started in 19th place but again did not complete a single lap due to an electrical issue. Lazier then competed in the season-ending Toyota Monterey Grand Prix at Laguna Seca for Hemelgarn Coyne Racing in No. 39 Lola T90/00-Cosworth DFS. Lazier started in 21st place but retired after 41 laps due to an engine failure. Lazier finished in 22nd place in the final championship standings with 6 points.

1992
In 1992, Lazier began to drive for Leader Card Racing and at first, drove the No. 21 Lola T90/00-Buick. At the season-opening Daikyo IndyCar Grand Prix at Surfers Paradise, Lazier started in 20th place and finished in 16th place, eighteen laps down. At the Valvoline 200 at Phoenix International Raceway, Lazier started in 17th place and finished in 14th place, thirty-three laps down. Lazier scored his first point of the season at the Toyota Grand Prix of Long Beach, scoring a 12th-place finish despite running out of fuel after completing 80 of the race's 105 laps. At the Indianapolis 500, Lazier began to drive an unsponsored Lola T91/00-Buick. Lazier crashed during practice for the race, but he was able to make the field, in 24th place. Lazier retired due to an engine failure after completing 139 laps, and was scored in 14th place. At the following two races, the ITT Automotive Grand Prix of Detroit and the Budweiser G.I. Joe's 200 at Portland International Raceway, Lazier was scored in 24th place on both occasions, retiring due to a broken half shaft at Detroit and a clutch problem at Portland.

The team regained sponsorship from Seaway Food Town and Project Pacific, when they used the T90/00 at the Miller Genuine Draft 200 at the Milwaukee Mile where Lazier started and finished in 17th place, twenty-four laps down. The team added sponsorship from Viper Auto Security for the rest of the season starting with the Molson Indy Toronto at Exhibition Place, where Lazier started in 20th place and finished in 15th place, twelve laps down. Lazier recorded his best finish of the season at the following race, the Marlboro 500 at Michigan International Speedway, with a 7th-place finish, fourteen laps down. Starting at the Budweiser Grand Prix of Cleveland at Cleveland Burke Lakefront Airport, the team used an Ilmor-Chevrolet engine; Lazier started and finished in 23rd place due to an engine failure after 25 laps. The team reverted to Buick for the Bosch Spark Plug Grand Prix at Pennsylvania International Raceway. Lazier started in 19th place and finished in 15th place, fifteen laps down. Lazier finished a career-best 19th in the championship with 10 points.

1993
For 1993, Lazier returned with Leader Card Racing to drive the No. 20 Lola T91/00-Ilmor. At the season-opening Australian FAI IndyCar Grand Prix at Surfers Paradise, Lazier started in 25th place but retired after 35 laps due to a suspension failure. At Phoenix, Lazier started in 18th place and finished in 17th place due to a header problem after 141 laps. Lazier finished his first race of the season at Long Beach; he started in 24th place and finished in 19th place, fifteen laps down. At the Indianapolis 500, the team once again acquired sponsorship from Viper Auto Security, and restored a Buick engine to the chassis. During qualifying Lazier's car blew an engine and was unable to qualify for the race. At Milwaukee, Seaway Food Town and Project Pacific returned as the sponsors for the team. Lazier started in 20th place and finished in 15th place, thirteen laps down.

At the ITT Automotive Grand Prix of Detroit, Lazier started in 26th place but crashed out of the race after completing 55 laps. The team then used a Lola T92/00-Ilmor at Cleveland and Michigan. At Cleveland, the car had additional sponsorship from Viper Auto Security and Applebee's; Lazier started in 23rd place but suffered an electrical issue after completing 61 laps. At Michigan, the car was unsponsored and Lazier started in 18th place. Oil pressure problems occurred during the race, forcing Lazier's retirement after completing 43 laps. The team restored the Buick engine for the New England 200 at New Hampshire International Speedway, where Lazier failed to qualify. Lazier scored his best finish of the season at the Texaco/Havoline 200 at Road America with a 14th-place finish. The team acquired sponsorship from Financial World starting at the Pioneer Electronics 200 at Mid-Ohio Sports Car Course; Lazier finished in 20th place in the race, and ultimately finished 35th in the championship.

1994
In 1994, Lazier returned with Leader Card Racing to drive the No. 23 Lola T93/00-Ilmor. At the season-opening Australian FAI Indycar Grand Prix at Surfers Paradise, Lazier was too slow to qualify. Lazier made his season debut at the next race, the Slick 50 200 at Phoenix. Lazier started in 25th place and finished in a season-best 13th-place finish, ten laps down. At Long Beach, Lazier started in 30th place but retired due to an exhaust problem after completing 6 laps. At the Indianapolis 500, Lazier practiced in his usual Leader Card Racing car, as well as both the No. 94 Hemelgarn Racing Lola T92/00-Buick and the No. 5 Lola T94/00-Ford Cosworth XB for Dick Simon Racing. Lazier did not complete a qualifying attempt in any of the three cars and failed to qualify for the race.

At the following race, the Miller Genuine Draft 200 at the Milwaukee Mile, Lazier started in 24th place and finished in 18th place, twelve laps down. Lazier started in 27th place at the following race, the ITT Automotive Grand Prix of Detroit, and finished in 17th place, two laps down. Lazier started in 29th place and finished in 24th place in the Budweiser/G. I. Joe's 200 at Portland International Raceway, after running out of fuel after completing 91 laps. Following Portland, Lazier started only two more races during the season. At the Budweiser Grand Prix of Cleveland at Cleveland Burke Lakefront Airport, Lazier was replaced by pay driver Giovanni Lavaggi. Lazier qualified but did not start either the Molson Indy Toronto at Exhibition Place and the Slick 50 200 at New Hampshire, and he failed to qualify at Mid-Ohio and Nazareth. Lazier did however compete in the Marlboro 500 at Michigan International Speedway and the Molson Indy Vancouver at Concord Pacific Place. Lazier started in 21st place at Michigan, but failed to finish due to an electrical issue, while a half shaft problem caused him to retire at Vancouver. Lazier finished in 36th place in the final championship standings.

1995
Lazier did not return with Leader Card for 1995, instead driving for various other teams. Lazier first drove for Project Indy in the No. 64 Reynard 94i-Ford Cosworth XB at the second race of the season, the Gold Coast Indy at Surfers Paradise. Lazier started in 24th place and finished in 21st place, retiring with broken transmission after completing 32 laps. Lazier then drove for Payton/Coyne Racing in the No. 19 Lola T94/00-Ford Cosworth XB at Nazareth. Lazier started in 20th place but crashed out of the race with Paul Tracy after completing 38 laps. At the Indianapolis 500, Lazier drove for Team Menard originally in the No. 51 Lola T93/00-Menard. Lazier then practiced the team's No. 40 Lola T95/00-Menard entry that Arie Luyendyk qualified. Lazier qualified on the second day of qualifying in the No. 80 Lola T95/00-Menard, doing so in 23rd place. Lazier retired from the race after 45 laps due to fuel system problems.

Lazier returned to Payton/Coyne Racing's No. 19 car, now utilizing a Lola T95/00 chassis, at Milwaukee. Lazier started in 24th place and finished in 18th place, twelve laps down. Lazier returned to Project Indy's No. 64 entry at Toronto. Lazier started in 27th place and finished in 15th place, five laps down. Lazier returned to Payton/Coyne Racing's No. 19 car, which had reverted to the T94/00 chassis, for Michigan. Lazier started in 20th place and finished in a season-best 14th place, twenty-seven laps down. The final race of the season that Lazier competed in was the New England 200 at New Hampshire. Lazier finished in 35th place in the final championship standings.

1996
Lazier moved to the Indy Racing League to compete in its inaugural season in 1996 for Hemelgarn Racing in the No. 91 Reynard 95i-Ford Cosworth XB. At the season-opening Indy 200 at Walt Disney World Speedway, Lazier recorded the series' inaugural pole position. In the race Lazier led for 28 laps, but retired due to brake failure after completing 61 laps. During practice for the following race, the Dura Lube 200 at Phoenix International Raceway, Lazier was involved in a crash with Lyn St. James. He suffered a fractured vertebra and was ruled out of the race.

Still in pain and walking with a cane, Lazier returned two months later for the season-ending race, the Indianapolis 500. His car was fitted with a special shock-absorbing seat to reduce the risk of re-injuring his back. Prior to the race the team gained additional sponsorship from Montana Rail Link. Lazier initially qualified in 7th place but was promoted to 5th place after Arie Luyendyk's time was disallowed and pole sitter Scott Brayton was fatally injured during practice. Lazier was among the leaders all day, battling with Tony Stewart, Davy Jones, Roberto Guerrero and Luyendyk. Stewart retired after 82 laps due to an engine failure and Luyendyk was eliminated after a collision with Eliseo Salazar. Guerrero fell two laps down after having a fire in his pit stall. During caution periods Lazier would raise his hands out of the cockpit to stretch his fingers, prompting many fans, thinking he was waving, to wave back at him. Lazier's team brought him in for his final pit stop several laps later than the rest of the leaders, which put him behind on the track but able to turn up his turbo boost pressure and run faster to the finish. With 10 laps to go Lazier was running in 3rd place behind Jones and Alessandro Zampedri but easily passed both of them over the next two laps and led the rest of the way to win his first IndyCar race, leading a total of 43 laps. Lazier finished 14th in the championship with 159 points.

1996–97
For the 1996–97 season, Lazier returned with Hemelgarn Racing. During the 1996 portion of the season, Lazier drove the No. 91 Reynard 95i-Ford Cosworth XB. At the season-opening True Value 200 at New Hampshire International Speedway, Lazier started in 4th place and was running in 2nd place, the only car on the lead lap besides race leader Tony Stewart. On lap 67, race broadcaster ABC was broadcasting Lazier's conversation with his team when Stewart attempted to lap Lazier in turn 4. The two cars then made contact and Lazier spun and crashed into the wall. Unaware that he was on an open mic, Lazier first said, (in reference to Stewart) "The son of a bitch just ran into the back of me," and then said to his pit crew, "He must have just fucking hit me in the back." After being released from the infield care center, Lazier quickly apologized for his language during a pitlane interview. At the following race, the Las Vegas 500K at Las Vegas Motor Speedway, Lazier started in 4th place and retired after 35 laps due to handling issues.

For the 1997 portion of the season, Lazier drove the No. 91 Dallara IR7-Infiniti, with additional sponsorship from Xerox and Cinergy. At the Indy 200 at Walt Disney World, Lazier started in 11th place and finished in 5th place, his first top-five of the season. At the Phoenix 200 at Phoenix International Raceway, Lazier started in 13th place and finished in 21st place due to an engine failure after 31 laps. Prior to the Indianapolis 500, the Infiniti engine was replaced with an Oldsmobile engine. Lazier qualified in 10th place and was fastest on two practice days post-qualifying. In the race Lazier battled with Luyendyk, Scott Goodyear, Jeff Ward, Stewart and Robbie Buhl, leading for 7 laps and finished fourth behind Luyendyk, Goodyear and Ward. At the following race, the True Value 500 at Texas Motor Speedway, Lazier started in 4th place and led twice for a combined total of 57 laps. On lap 157, Lazier retired from the race due to an engine failure and was scored in 17th place. Lazier then finished in 8th place at the following race, the Samsonite 200 at Pikes Peak International Raceway. Lazier achieved his first win of the season at the VisionAire 500 at Charlotte Motor Speedway, after starting in 5th place and leading for 58 laps. At the Pennzoil 200 at New Hampshire, Lazier started in 15th place and finished in 12th place, five laps down. At the season-ending Las Vegas 500K, Lazier started in 14th place but retired due to a mechanical problem after 4 laps. Lazier finished in 8th place in the final point standings with 209 points, having been as high as 5th during the season.

1998
In 1998, Lazier returned with Hemelgarn Racing to drive the No. 91 Dallara IR8-Oldsmobile. At the season-opening Indy 200 at Walt Disney World, Lazier started in 8th place after qualifying was rained out. In the race, Lazier led for 34 laps, but crashed out while attempting to lap Stéphan Grégoire in turn 2. At the following race, the Dura Lube 200 at Phoenix, Lazier started in 9th place but retired due to an engine failure after 9 laps. At the Indianapolis 500, Lazier qualified in 11th place. In the race Lazier ran in the top five and battled with Billy Boat, Kenny Bräck, Luyendyk, Greg Ray, John Paul Jr. and Eddie Cheever for the lead. In the final 20 laps, Cheever and Lazier were the main contenders. Lazier closed to within 1.1 seconds of Cheever, and despite a late-race caution due to Marco Greco's car smoking, Cheever led Lazier home at the finish.

At the following race, the True Value 500 at Texas, Lazier started and finished in 11th place due to a wheel bearing problem after completing 194 laps. Lazier then finished in 7th place at the following race, the New England 200 at New Hampshire. Lazier then achieved his second 2nd-place finish of the season at the Pep Boys 400K at Dover Downs International Speedway after leading for 7 laps. At the following race, the VisionAire 500K at Lowe's Motor Speedway, Lazier started in 14th place and finished in 13th place, thirty-seven laps down. At the Radisson 200 at Pikes Peak, Lazier started in 17th place and finished in 7th place, one lap down. Lazier then started in 18th place at the Atlanta 500 Classic at Atlanta Motor Speedway, but retired due to an engine failure after completing 136 laps. At the following race, the Lone Star 500 at Texas, Lazier started in 19th place and finished in 6th place, two laps down, after leading for 14 laps. At the season-ending Las Vegas 500K at Las Vegas, Lazier started in 17th place and led for 60 laps en route to 3rd place. Lazier finish the season in a then-career best 5th place in the final championship standings with 262 points.

1999
In 1999, Lazier returned with Hemelgarn Racing to drive the No. 91 Dallara IR9-Oldsmobile. At the season-opening TransWorld Diversified Services Indy 200 at Walt Disney World Speedway, Lazier started in 8th place and finished in 10th place, two laps down. At the second race of the season, the MCI WorldCom 200 at Phoenix, Lazier started in 15th place and was involved in a crash with Eddie Cheever on lap 149 in turn 3. At Lowe's Motor Speedway, Lazier started in 14th place and was soon battling with Ray for the lead; Lazier led for 23 laps. On lap 59 Stan Wattles's car had a suspension failure, with Paul Jr. then hitting the debris from the car sending it into the seating area and three spectators were killed. The race immediately went under caution with Lazier as the leader. Lazier then made a pit stop to replace a punctured tire. After 18 laps of caution the race was abandoned, with no points awarded. At the Indianapolis 500, the team gained additional sponsorship from Tae Bo and Lazier qualified in 22nd place. Lazier was not a factor in the race and finished in 7th place, two laps down.

At the following race, the Longhorn 500 at Texas, Lazier started in 24th place and finished in 14th place, eight laps down. At Pikes Peak, Lazier started in 12th place and finished in 5th place. At the Kobalt Mechanics Tools 500 at Atlanta, Lazier started in 15th place and finished in 21st place due to a crash on lap 114 with Sam Schmidt while battling for the lead. Lazier then scored his best finish of the season with a 2nd-place finish at the MBNA Mid-Atlantic 200 at Dover Downs, having started in 17th place. Lazier followed this up with a 4th-place finish at the Colorado Indy 200 at Pikes Peak after starting in 9th place. Lazier then finished in 11th place, nine laps down, at the Vegas.com 500 at Las Vegas, after starting in 10th place. Lazier then finished in 10th place, four laps down, at the season-ending Mall.com 500 at Texas after starting in 16th place. Lazier finished the season in 6th place in the final championship standings with 224 points, having been as high as fourth in points.

2000
In 2000, Lazier first drove the No. 91 Riley & Scott Mk VII-Oldsmobile for Hemelgarn Racing. At the season-opening Delphi Indy 200 at Walt Disney World, Lazier started in 5th place and led for 47 laps and finished in 2nd place. At the second race of the season, the MCI WorldCom Indy 200 at Phoenix, Lazier started in 26th place, having missed qualifying. Lazier first took the lead on lap 151 and led through lap 155 when Robbie Buhl took the lead. Lazier then retook the lead on lap 161 and led the remaining 40 laps to win his first race since the 1997 VisionAire 500. Lazier became the first driver to win an IRL race after starting in last place, and became the third driver to win an Indy car race from last place at Phoenix after Mike Mosley in 1974 and Roberto Guerrero in 1987. Following the race, Lazier led the point standings for the first time in his career.

At the Vegas Indy 300 at Las Vegas, Lazier started in 22nd place and finished in 20th place due to a fuel pump issue after completing 65 laps. At the Indianapolis 500 the Riley & Scott was replaced by the Dallara IR00 for the remainder of the season. Lazier qualified in 16th place, but quickly moved into the top 5. In the second half of the race, Lazier became one of the few drivers to challenge race leader Juan Pablo Montoya. Lazier set the fastest lap of the race on lap 198 with a speed of 218.494 mph. Lazier was unable to catch Montoya, who won by 7.1839 seconds. At the following race, the Casino Magic 500 at Texas, Lazier qualified on pole position and led for 62 laps, but ultimately finished in 7th place. At Pikes Peak, Lazier started in 13th place and retired on the 2nd lap of the race due to an engine failure.

At the Midas 500 Classic at Atlanta, Lazier started in 11th place and led for 2 laps before finishing in 2nd place. Following the race Lazier retook the points lead, ahead of the inaugural Belterra Resort Indy 300 at Kentucky Speedway. Lazier started in 7th place and led for 40 laps to win his second race of the season, also setting the race's fastest lap. Going into the season-ending Excite 500 at Texas, Lazier led Goodyear by 38 points and Cheever by 41 points, with a maximum of 53 points available. Goodyear won the race ahead of Cheever, while fourth place was good enough for the championship. Lazier won the championship with 290 points, 18 ahead of Goodyear and 33 ahead of Cheever. Lazier is the last driver to be born in the 1960s to win an IndyCar championship.

2001
For 2001, Lazier drove the No. 91 Dallara IR01-Oldsmobile for Hemelgarn Racing. At the season-opening Pennzoil Copper World Indy 200 at Phoenix, Lazier started in 6th place and finished in 3rd place. At the Infiniti Grand Prix of Miami at Homestead-Miami Speedway, Lazier started in 3rd place and finished in 20th place, after crashing on lap 177 in turn 4. At the following race, the zMax 500 at Atlanta, Lazier started in 9th place and finished in 6th place, one lap down. At the Indianapolis 500, Lazier gained additional sponsorship from Life Fitness for the race and qualified in 10th place. In the race, Lazier came into the pits after 9 laps saying that his engine was running on only seven cylinders. Lazier would eventually rejoin the race and finished in 18th place, eight laps down.

At the first Texas race, Lazier started in 13th place and finished in 4th place. At Pikes Peak, Lazier started in 5th place and took the lead on lap 157 after Sam Hornish Jr., who had led for 152 of the previous 156 laps, suffered handling issues. Lazier led the remaining 43 laps of the race for his first win of the season. Lazier then won the SunTrust Indy Challenge at Richmond International Raceway after starting in 4th place, leading 224 of 250 laps. Following the race, Lazier moved into 2nd place in the point standings, 50 points behind Hornish. At the Ameristar Casino Indy 200 at Kansas Speedway, Lazier started in 12th place and finished in 5th place after leading for 13 laps. At the next race, the Harrah's 200 at Nashville Superspeedway, Lazier started in 6th place and led for 71 laps en route to his third win of the season. With the win, Lazier took the record for the most wins in the IRL with six.

Lazier then won his fourth race of the season at Kentucky after starting in 11th place and led for 84 laps. Following the race Lazier was only 25 points behind Hornish. At the Gateway Indy 250 at Gateway International Raceway, Lazier started in 2nd place after qualifying was rained out. In the race Lazier finished in 13th place, ten laps down. At the following race, the Delphi Indy 300 at Chicagoland Speedway, Lazier started in 9th place and finished in 11th place, two laps down. Hornish finished in 2nd place to Jaques Lazier, to clinch the championship with a round to spare. At the season-ending Chevy 500 at Texas, Lazier started in 2nd place after qualifying was rained out again. Lazier led a lap, but ultimately retired from the race after suffering an engine failure. Despite winning a season-high four races, Lazier finished runner-up to Hornish in the final championship standings with 398 points.

2002
For 2002, Lazier returned with Hemelgarn Racing to drive the No. 91 Dallara IR02-Chevrolet. At the season-opening Grand Prix of Miami at Homestead, Lazier started in 16th place and finished in 22nd place due to an oil pressure problem after completing 111 laps. At the following race, the Bombardier ATV 200 at Phoenix, Lazier started in 9th place and finished in 7th place. At the Yamaha Indy 400 at California Speedway, Lazier started in 26th place and again finished in 7th place. At the next race, the Firestone Indy 225 at Nazareth, Lazier started in 6th place and was involved in a crash with Sam Hornish Jr. – who continued several laps down – on lap 38 in turn 3 and was scored in 23rd place. At the Indianapolis 500, Lazier qualified in 20th place. In the race, Lazier began to move into the top 10 and with 12 laps remaining Lazier was running in 6th place, on the lead lap. On lap 199 in turn 2 the lapped car of Laurent Rédon lost control and collected Lazier. At the same time Paul Tracy was attempting to pass Hélio Castroneves for the lead in turn 3. Tracy passed Castroneves just after the crash and was the first car to cross the finish line. Indy Racing League officials declared that the pass occurred after the crash and Castroneves was the winner. Tracy's team, Team Green, protested by saying that the caution light was not displayed until after the pass occurred. The original results stood with Lazier finishing in 15th place.

At the following race, the Boomtown 500 at Texas, Lazier started in 10th place and finished in 8th place. At the Radisson Indy 225 at Pikes Peak, Lazier started in 10th place and finished in 15th place, three laps down. Lazier then finished in 18th place at Richmond due to a fire breaking out on his car after completing 91 laps having started in 5th place. At Kansas, Lazier started in 5th place and finishing in 7th place. At the Firestone Indy 200 at Nashville, Lazier started and finished in 12th place due to a crash on lap 182 in turn 2. At the next race, the Michigan Indy 400 at Michigan, Lazier started in 15th place and finished in 13th place, two laps down. Lazier then finished in 3rd place at the Belterra Casino Indy 300 at Kentucky after starting in 3rd place and leading for 3 laps, the only laps that Lazier led during the season. At Gateway, Lazier started in 18th place and finished in 15th place, nine laps down. At Chicagoland, Lazier started in 22nd place and finished in 3rd place. At the season-ending Chevy 500 at Texas, Lazier started in 20th place and finished in 7th place. Lazier finished in 8th place in the final championship standings with 305 points.

2003
In 2003, Lazier returned with Hemelgarn Racing to drive the No. 91 Dallara IR03-Chevrolet. At the season-opening Toyota Indy 300 at Homestead, Lazier withdrew from the race and missed his first IRL race since the 1996 Dura Lube 200. At the following race, the Purex Dial Indy 200 at Phoenix, Lazier started in 15th place and finished in 11th place, two laps down. Lazier then started in 17th place and finished in 19th place at the Indy Japan 300 at Twin Ring Motegi due to an engine failure after completing 63 laps. At the Indianapolis 500 Lazier qualified in 21st place. Prior to the race the team gained additional sponsorship from Victory Brands. Lazier retired from the race after 171 laps due to an engine failure. At the Bombardier 500 at Texas, Lazier started in 19th place and finished in 13th place, four laps down. Lazier then got his only top 10 finish of the season with a 10th-place finish at the Honda Indy 225 at Pikes Peak. At Richmond, Lazier started and finished in 20th place, six laps down.

At the following race, the Kansas Indy 300, Lazier started in 21st place and finished in 13th place, eight laps down. Lazier was running in the top 10 in the late stages at Nashville, when he spun on the main straightaway on lap 194. Lazier woas able to drive back to his pit stall to change the tires on his car, but on lap 199 Lazier crashed in turn 2 and was credited with a 14th-place finish. Lazier then started in 21st at the Firestone Indy 400 at Michigan before finishing in 12th place, four laps down. Lazier then finished 11th place at the Emerson Indy 250 at Gateway. The team then gained sponsorship from Metabolife starting at Kentucky, where Lazier started in 20th place and finished in 16th place, four laps down. Following Chicagoland, where Lazier finished one lap down in 16th place, Lazier was replaced by Richie Hearn for the final two races of the season, the Toyota Indy 400 at Fontana and the Chevy 500 at Texas. Lazier finished in 19th place in the final championship standings with 201 points.

2004
In 2004, Hemelgarn Racing was unable to acquire sponsorship for the entire season, leaving Lazier without a car to drive for the season. Lazier only competed in the Indianapolis 500. Lazier first practiced in the No. 24 Dallara IR03-Chevrolet for Dreyer & Reinbold Racing on May 21, two days before Bump Day. Felipe Giaffone had already qualified the team's primary car and Lazier was practicing for the team in both Giaffone's qualified car and also the team's back-up car in preparation for potentially attempting to qualify for the race. On Lazier's first day on the track, he was the fastest of the unqualified drivers with a speed of 215.513 mph. Hemelgarn Racing became the entrant of the car while Dreyer & Reinbold partnered with the team. The back-up car became the No. 91 Dallara IR03-Chevrolet and Lazier started in 28th place. In the race Lazier moved through the field into the top 15 positions and was running in 12th place when he retired after 164 laps due to a fuel system failure. Lazier finished in 30th place in the final championship standings with 12 points.

2005
In 2005, Lazier again did not have a full-time team to drive for. Lazier drove for Panther Racing at the Indianapolis 500 in the No. 95 Dallara IR03-Chevrolet. Lazier qualified for the race in 9th place, beating Panther Racing's two full-time drivers Tomáš Enge and Tomas Scheckter. On the final day of practice before the race, Carb Day, Lazier crashed in turn 4 and slid along the outside wall on the main straightaway. Lazier was not injured in the crash and the car was repaired by race day. Prior to the race the team acquired Jiffy Lube as an additional primary sponsor on the car. Lazier ran in the top 10 for most of the race, despite Scott Sharp making contact with Lazier's car earlier in the race, damaging the front wing. Lazier continued in the race and passed Sébastien Bourdais for 5th place, just before Bourdais crashed out of the race.

With Lazier's Indianapolis performance, Panther Racing fielded an additional car for Lazier in four races. Lazier drove the same car he drove at Indianapolis, with sponsorship from Pennzoil, Jonathan Byrd's Cafeteria and the American Sentry Guard. At Nashville, Lazier started in 3rd place and finished in 9th place. Lazier then competed in the following race, the ABC Supply Company A. J. Foyt 225 at the Milwaukee Mile, after teammate Enge was injured at Nashville. Lazier drove the No. 2 Dallara IR05-Chevrolet. In the race, Lazier started in 5th place and was scored in 18th place after crashing out after 129 laps. Lazier returned to the No. 95 at Michigan, where he started and finished in 6th place. Lazier then started in 8th place and finished in 6th place at the following race, the AMBER Alert Portal Indy 300 at Kentucky. The final race that Lazier contested in the 2005 season was the Peak Antifreeze Indy 300 at Chicagoland. In the race, Lazier started in 7th place and finished in 10th place. Lazier finished in 23rd place in the final championship standings with 140 points. Following the season, Panther downsized to one car for the 2006 season due to their engine supplier, Chevrolet, and their sponsor, Pennzoil, leaving the series at the end of the 2005 season.

2006
In 2006, Lazier returned to Dreyer & Reinbold Racing after practicing for the team at the 2004 Indianapolis 500. Lazier drove the No. 5 Dallara IR03-Honda. Lazier attempted to compete in his first full-time season since 2002. At the season-opening Toyota Indy 300 at Homestead, Lazier started in 14th place. The race weekend was overshadowed by the death of Paul Dana in final practice; Lazier retired after 12 laps due to an electrical problem, and was scored in 14th. Lazier competed in his first non-oval race at the Honda Grand Prix of St. Petersburg. Lazier started in 18th place and was scored in 14th place due to a brake problem after completing 59 laps. At Motegi, Lazier started in 15th place and finished in 14th place, five laps down. At the Indianapolis 500, Lazier qualified in 25th place. Lazier was running in the top 10 in the second half of the race, but had to make a late-race pit stop to have enough fuel to finish the race and he finished in 12th place, one lap down; his best result of the season.

Lazier was then replaced by Ryan Briscoe for the following race, the Watkins Glen Indy Grand Prix at the Watkins Glen International road course. Lazier returned to the team at the following race, the Bombardier Learjet 500 at Texas. Lazier started in 15th place but retired due to a fuel pump failure after 56 laps. Lazier started in 19th place at Richmond and finished in 16th place, five laps down. Lazier scored his best start of the season at the Kansas Lottery Indy 300 at Kansas with a 7th place start. Lazier finished in 15th place, six laps down. Lazier was then replaced by Briscoe for the next two races before returning at Michigan. Lazier started and finished in 15th place, two laps down. For the remainder of the season Briscoe and Sarah Fisher drove the car, which resulted in Lazier finishing in 18th place in the final championship standings with 122 points.

2007–11
For 2007, Lazier had no team to drive for the entire season. Lazier drove for Sam Schmidt Motorsports, a team owned by Lazier's former competitor Sam Schmidt, at the Indianapolis 500. Lazier drove the No. 99 Dallara IR05-Honda. Lazier qualified for the race on the second day of qualifying in 22nd place. Lazier had been bumped from the field earlier in the day by Buddy Rice and later bumped Jon Herb from the field. Towards the end of the qualifying day, Lazier's brother Jaques Lazier attempted to qualify for the race, but his speed was too slow and he was waved off. In the race, Lazier ran in the middle of the field and was never in contention for a top 10 finish. Lazier finished in 19th place, two laps down, in the rain-shortened race. Indianapolis was the only race that Lazier competed in during the season and he finished in 28th place in the final championship standings with 12 points.

In 2008, Lazier returned to Hemelgarn-Johnson Racing for the Indianapolis 500 only, in the No. 91 Dallara IR05-Honda. Lazier qualified for the race on the third day of qualifying in 32nd place with a speed of 217.939 mph. On Bump Day, A. J. Foyt IV bumped Marty Roth from the field, but Roth would requalify and bumped Lazier from the field. In the final half-hour of the day, Lazier attempted to requalify for the race, but his speed was too slow and his team waved off the attempt after three laps. Dan Wheldon, who had qualified in 2nd place, and his Chip Ganassi Racing team helped Lazier with set up information. With about 13 minutes left in qualifying, Lazier made another attempt and qualified for the race, in 32nd place, at a speed of 219.015 mph, bumping Mario Domínguez from the field. After qualifying, the team received primary sponsorship from LifeLock after Max Papis failed to qualify for the race in a car sponsored by the company. On lap 169 in the race, Lazier and Milka Duno made contact in turn 3 and Duno spun into the warm-up lane. Lazier finished the race in 17th place, five laps down. Lazier finished the season in 37th place in the final championship standings with 13 points.

For 2009, Lazier returned with Hemelgarn-Johnson Racing to drive the No. 91 Dallara IR05-Honda. Lazier began practicing on May 14 in preparation for attempting to qualify on the second and final weekend of qualifying. On the third day of qualifying, Lazier posted a qualifying speed of 216.487 mph. Later in the day, Milka Duno bumped Lazier from the field with a speed of 218.040 mph. Lazier made a second qualifying attempt on Bump Day. Lazier failed to reach 219 mph and his team waved off his attempt. Lazier's car was put into the qualifying line late in the day for another attempt, but qualifying ended while Ryan Hunter-Reay was on his qualifying attempt and Alex Tagliani was in line ahead of Lazier. Lazier failed to qualify for his first Indianapolis 500 since 1994.

In 2010, Lazier was without a car to drive for the season after Hemelgarn Racing closed in April. Lazier attempted to find a car to drive for at the Indianapolis 500, but ultimately was unable to do so. As a result, Lazier did not contest any part of the Indianapolis 500 for the first time since 1988. In 2011, Lazier was reported to be in line for a drive at the Indianapolis 500 for Dragon Racing. Dragon Racing opted to run Ho-Pin Tung and Scott Speed, with Speed later being replaced by Patrick Carpentier. For the second year in a row, Lazier did not attempt to qualify for the Indianapolis 500.

2013–15
Lazier returned to the IndyCar Series after a three-year absence in 2013 when on May 8, Lazier's father, Bob Lazier, formed a team called Lazier Partners Racing with Corbet Krause, Chris Nielsen and Jason Peters. The team purchased a Dallara DW12 chassis from Fan Force United for $250,000. The chassis needed to be modified to have a Chevrolet engine placed into it. Lazier originally drove the car with no sponsorship and the paint scheme remained the same as when Fan Force United fielded the car, albeit with orange replacing the original gold stripes. Lazier first practiced on May 16, completing only installation laps. Lazier took his refresher test the next day and was quickly practicing at speeds greater than 219 mph. On Pole Day, the team gained sponsorship from Advance Auto Parts and Lazier posted a qualifying speed of 223.073 mph, failing to make the race on Pole Day. On Bump Day, Lazier qualified for the race in 32nd place with a speed of 223.442 mph. Lazier officially drove the car as the No. 91 entry, with Spirit of Oklahoma added to the car after the tornados in Moore, Oklahoma on May 20 as a sign of respect for the victims. Lazier retired from the race after completing 44 laps due to mechanical problems. Lazier only competed at Indianapolis and was ranked in 38th place in the final championship standings with 8 points.

For 2014, Lazier returned with Lazier Partners Racing to drive the No. 91 Dallara-Chevrolet at the Indianapolis 500. Lazier did not practice until May 15. On the first day of qualifying, Lazier posted a speed of 226.543 mph and had the 33rd-fastest speed. On Pole Day, Lazier qualified for the race with a speed of 227.920 mph and started in 33rd place. On the first lap of the race, Lazier narrowly avoided Ryan Briscoe, who had nearly spun coming off turn 2. Lazier completed 87 laps before retiring due to clutch problems, and was scored in 32nd place. By starting the race, Lazier joined Tom Sneva and Roger McCluskey in a tie for 10th place for the most Indianapolis 500 starts with 18. Lazier also moved into 7th place for the most laps completed, with 2,797. Lazier only competed at Indianapolis and ultimately finished in 35th place in the final standings with 11 points.

In 2015, Lazier returned with Lazier Partners Racing to drive the No. 91 Dallara-Chevrolet at the Indianapolis 500. Lazier used using Chevrolet's new aero kit on the car. Lazier first practiced on May 14, completing 28 laps prior to Pole Day. The car then suffered gearbox issues prior to qualifying and Lazier was unable to make an attempt to qualify in the original line, but was repaired in time for the Last Row Shootout. The speed of Lazier's first qualifying attempt was 219.438 mph, compared to Bryan Clauson's next-slowest speed of 221.358 mph. Lazier's pit crew made wing adjustments to reduce the car's downforce. Lazier improved to a speed of 220.153 mph, but ultimately ran out of time and failed to qualify.

Grand-Am Rolex Sports Car Series
In 2001, Lazier competed in the Grand-Am Rolex Sports Car Series. Lazier drove the No. 74 Riley & Scott Mk III-Judd with Jack Baldwin, George Robinson and Irv Hoerr for Robinson Racing in the Sport Racing Prototype (SR) class. Lazier only competed with the team at the season-opening Rolex 24 at Daytona. The car started in 2nd place overall and led 10 laps during the race. The car then suffered an engine failure after completing 563 laps; the car was classified in 5th place in its class and 22nd place overall. Lazier finished in 35th place in the final championship standings with 29 points.

International Race of Champions
In 2001, Lazier competed in the International Race of Champions as a representative of the Indy Racing Northern Light Series, with Eddie Cheever, Mark Dismore and Scott Goodyear – latterly replaced by Al Unser Jr. for the final two races of the season due to injuries received at the Indianapolis 500 – also representing the series. Lazier, as with the other drivers, drove a Pontiac Firebird Trans Am. At the season-opening race at Daytona International Speedway, Lazier started in 8th place and finished in 11th place due to a crash on lap 27 with Jeff Burton. At the following race at Talladega Superspeedway, Lazier started and finished in 3rd place. At the third race of the season at Michigan International Speedway, Lazier started in 7th place and finished in 6th place. At the final race of the season at the Indianapolis Motor Speedway, Lazier started in 4th place and finished in 11th place due to another crash with Burton, who had led every lap in the race up to that point. Lazier finished in 9th place in the final championship standings with 31 points, earning $40,000 for his efforts.

Lazier returned to the series in 2002, with Sam Hornish Jr., Scott Sharp and Unser Jr. joining him from the IRL. At the season-opening race at Daytona, Lazier started in 7th place and finished in 10th place. At the second race of the season, at California Speedway, Lazier started in 3rd place and finished in 9th place. At the following race at Chicagoland Speedway, Lazier qualified on pole position, and led flag-to-flag. At the final race of the season at Indianapolis, Lazier started in 8th place and finished in 4th place. As a result, Lazier finished in 2nd place in the final standings with 49 points, 5 points behind champion Kevin Harvick.

NASCAR Craftsman Truck Series
Later in his career, Lazier participated in NASCAR for a brief time. In 2005, Lazier tested a Chevrolet Silverado for Billy Ballew Motorsports at Lowe's Motor Speedway. In 2007, Lazier returned to drive for Billy Ballew Motorsports in the No. 15 Chevrolet Silverado at the Smith's Las Vegas 350 at Las Vegas Motor Speedway. Lazier said of the opportunity, "The opportunity arose for us to race in Las Vegas and I am extremely excited. They are racers on that team and to me it's a perfect fit, and I feel right at home with the whole team." Lazier started in 21st place and finished in 24th place, three laps down.

Television
After winning the Indianapolis 500, Lazier made a guest appearance on Late Night with Conan O'Brien. The episode that Lazier appeared on aired on May 29, 1996.

Lazier was nominated for the Best Driver ESPY Award in 2001 against Bobby Labonte, John Force and Gil de Ferran.

Personal life
Lazier was born in and currently resides in Vail, Colorado. Lazier is married to Kara, and the couple have two children: a son, Flinn, and a daughter, Jacqueline.

Lazier's father Bob Lazier was a former racing driver who won the CART Rookie of the Year Award in 1981. Lazier's brother, Jaques Lazier, competed in the Indy Racing League from 1998 to 2010, winning the 2001 Delphi Indy 200 at Chicagoland Speedway. With both drivers having won races, they are the only brothers to have both won races in the series.

Lazier and his relatives operate the Tivoli Lodge in Vail, Colorado, which his father opened in 1968.

American open–wheel racing results
(key) (Races in bold indicate pole position)

IndyCar Series
* Season still in progress.
 * 1 Run on same day.
 * 2 Non-points-paying, exhibition race.

NASCAR
(key) ( Bold – Pole position awarded by qualifying time. Italics – Pole position earned by points standings or practice time. * – Most laps led. )

International Race of Champions
(key) ( Bold – Pole position. * – Most laps led. )

title: Buddy Lazier


text:
1933 Long Beach earthquake

The 1933 Long Beach earthquake took place on March 10 at 5:54 P.M. PST south of downtown Los Angeles. The epicenter was offshore, southeast of Long Beach, California, on the Newport–Inglewood Fault. The earthquake had a magnitude estimated at 6.4, and a maximum Mercalli intensity of VIII (Severe). Damage to buildings was widespread throughout Southern California. It resulted in 115 to 120 fatalities and an estimated $40 million worth of property damage, equivalent to $ million in. The majority of the fatalities resulted from people running out of buildings exposing themselves to the falling debris.

Damage
Major damage occurred in the densely populated city of Long Beach on the south-facing coast of Los Angeles County. However, the damage was also found in the industrial area south of downtown Los Angeles. An estimated 75,000 mi2 area was impacted, being felt as far as San Joaquin Valley, Owens Valley, and Northern Baja California. The magnitude of the earthquake is considered medium, but a significant amount of damage occurred due to unfavorable geological conditions (landfill, water-soaked alluvium) combined with poorly constructed buildings. At Long Beach, buildings collapsed, water tanks fell through roofs, and houses were tossed off their foundations. School buildings were among the structures that incurred the most severe damage. Within seconds, 120 schools within the Long Beach area were damaged, 70 of which were destroyed. It was recognized that unreinforced masonry bearing walls were the reason that school buildings suffered so much damage. On March 20, 2008, a Los Angeles Times article stated that "the 1933 quake changed the landscape, leading to improved school construction standards and a heightened awareness of earthquake risks." Among other buildings, the La Grande Station, the main Los Angeles terminal of the Atchison, Topeka, and Santa Fe Railroad, was heavily damaged.

Aftermath
The earthquake highlighted the need for earthquake-resistant design for structures in California. More than 230 school buildings either were destroyed, suffered major damage, or were judged unsafe to occupy. Casualties would have been much higher had the earthquake occurred a few hours earlier while school was in session. Many schools were permanently closed for a long time due to the building being unsafe for inhabitation or not meeting earthquake safety regulations at the time. Since these schools were deemed unsafe, students would report to classes held in tents. Large sums of money were needed to upgrade these damaged school buildings.

Only 30 days after the earthquake, Governor James Rolph Jr. signed the Field Act to govern the planning, design and construction of public school buildings. The Field Act mandated that building designs be based on high-level building standards adopted by the state and enforced by independent plan review and inspection. The plans and specifications must be prepared by competent designers qualified through state registration.

A group of local scientists, architects, and builders formed a Joint Technical Committee on Earthquake Protection to propose ways to minimize loss of life and property in future earthquakes. The committee was chaired by CalTech physicist Robert Millikan, and included architects John C. Austin and Sumner Hunt. In June 1933 they released their report, which advocated for stronger building codes.

The Bureau of Public Roads also took action to rebuild roads, highways, and bridges. The economy of Long Beach was able to return to normal swiftly because of the rise of the aircraft industry. To support the World War II efforts, Long Beach created naval yards and increased the number of aircraft produced. This directly helped Long Beach repair and stabilize the economy after the disaster.

This earthquake prompted the federal government to play an active role in disaster relief. The government created the Reconstruction Finance Corporation, providing loans for reconstructing buildings that were affected during the natural disaster.

The damage to the La Grande Station indirectly led to the construction of Los Angeles Union Station, which was built on top of what was at that time the Chinatown, Los Angeles.

Cause
A 2016 press release by the United States Geological Survey indicates that research shows the 1933 Long Beach earthquake may have been man-made, caused by oil and gas extraction underneath the city. Further studies indicate that several, if not most earthquakes during the peak years of Los Angeles's oil boom were likely caused by tectonic stress induced by methods used at the time which did not replace the millions of barrels of removed oil with other liquids. A study done by the USGS suggests that drilling in a Huntington Beach area caused the 1933 earthquake. Other studies done by the USGS have also indicated that oil drilling may have been responsible for earthquakes in the surrounding areas in the 1920s. This study was done by two scientists that studied early state oil drilling records. They found that the epicenters of these earthquakes were located near areas where significant changes occurred in oil production areas. Man-made earthquakes are still an issue, especially in Oklahoma and Texas. Recent studies have shown that the injection of wastewater into the ground increases the occurrence of earthquakes.

Within the Los Angeles depositional basin, northwest-trending groups of faulted anticlines were viewed to be caused by oil and gas extraction underneath the city. The extraction of oil and gas produces salty water, adding stress to faults, causing earthquakes. Often wastewater and natural gas production will increase the magnitude of the earthquake making them even more dangerous.

The Newport–Inglewood Fault, the source of the 1933 earthquake, is a right-lateral strike-slip fault trending northwest–southeast, and parallel to other major right-lateral faults in California. The fault spans about 46 miles onshore from Culver City to Newport Beach, where it enters the Pacific Ocean. This fault is expected to produce an earthquake of magnitude 7.4. The 1933 Long Beach earthquake was only a magnitude of about 6.4, approximately ten times less vibration amplitude and 1,000 times less energy release than that of a magnitude of 7.4 earthquake.

Appearances in documentaries and popular culture

 * Headline Shooter – newsreel footage
 * Quake! Its Effect on Long Beach and Compton California by Guy D. Haselton
 * When The Earth Trembled – Pathé News
 * The Southern California Earthquake

The earthquake plays a significant part in the novel The Last Tycoon (1941) by F. Scott Fitzgerald. During the disruption caused by the quake, the hero, Monroe Stahr, meets Kathleen Moore, with whom he falls in love.

The earthquake is also included in John Fante's Ask the Dust (1939), and the earthquake scene in the novel is subject of a public art installation in Pershing Square called "Hey Day" by Barbara McCarren.

Footage of the earthquake appeared in the film Encounter with Disaster, released in 1979 and produced by Sun Classic Pictures.

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

title: 1933 Long Beach earthquake


text:
Edward Mortimer Archibald

Sir Edward Mortimer Archibald, (10 May 1810 – 8 February 1884) was a British diplomat, a lawyer and an office holder active during the transition to responsible government in the colony of Newfoundland.

Archibald was born in Truro, Nova Scotia, the son of Samuel George William Archibald and Elizabeth Dickson. His father was a lawyer and attorney general for Nova Scotia. Archibald studied law in his father's office and was admitted to the bar of Nova Scotia in early 1831. The following October, Archibald was appointed chief clerk and registrar of the Supreme Court of Newfoundland, replacing his brother in that position. By 1833, Archibald was an acting assistant judge of the Newfoundland Supreme Court. At the same time, he took on the additional job of chief clerk of the Newfoundland General Assembly.

Beginning in 1857, Archibald served as British consul to New York, a position he held for twenty-six years until his retirement on 1 January 1883. From 1871 he also undertook the additional responsibility of acting as British consul-general for New York, New Jersey, Delaware, Rhode Island, and Connecticut.

Archibald married Catherine Elizabeth Richardson, on 10 September 1834 at Truro, Nova Scotia. One of his daughters, Edith Archibald, became a suffragist and writer. Archibald died from pneumonia in Steyning, Sussex and is buried in the Brighton Extra Mural Cemetery.

title: Edward Mortimer Archibald


text: User talk:80.97.242.85

title: User talk:80.97.242.85


text:
James Agnew (British Army officer)

Brigadier-General James Tanner Agnew, of Howlish Hall, Co Durham (1719 – 4 October 1777) was a British Army officer reportedly killed by a sniper in the Battle of Germantown during the American Revolutionary War.

Personal life
James Tanner Agnew was born in 1719 in England to Major James Agnew, 7th Dragoons (fourth son of Sir James Agnew of Lochnaw 4th Baronet), and Margaret Wilkinson. On 27 September 1747, he married Elizabeth Sanderson in County Durham, England. His son, Robert, was born c. 1749.

Military service
Agnew came to Boston in the latter part of 1775, holding the rank of lieutenant-colonel. By 1777, he had been appointed a local brigadier general and commanded a brigade.

General Agnew was engaged at the Battle of Long Island in 1776. In 1777, Agnew accompanied British forces under the command of General William Tryon and General William Erskine on an inland raid against Patriot supply depot in Danbury, Connecticut. After successfully destroying Patriot supplies, the British forces engaged and defeated Continental Army Generals David Wooster, Benedict Arnold, and Gold S. Silliman and Patriot militiamen in the Battle of Ridgefield. Lastly, Agnew was at the Battle of the Brandywine, where he was wounded.

While leading his 4th brigade in support of Lord Cornwallis at the Battle of Germantown, General Agnew was shot by a sniper and the damage severed his spine and left him paralyzed. The sniper who shot General Agnew is rumored to be Hans Philip Boyer but there aren't many sources to solidify this claim. His soldiers brought him back to his quarters in John Wister's Big House (now called Grumblethorpe) on Germantown Avenue. Agnew bled out in the northwest room on the ground floor with his blood staining the parlor floor.

He is buried at De Benneville Family Burial Grounds, on the 6000 block of North Broad Street, Philadelphia, Pennsylvania

title: James Agnew (British Army officer)


text:
Félix Vicq-d'Azyr

Félix Vicq d'Azyr (23 April 1748 – 20 June 1794) was a French physician and anatomist, the originator of comparative anatomy and discoverer of the theory of homology in biology.

Biography
Vicq d'Azyr was born in Valognes, Normandy, the son of a physician. He graduated in medicine at the University of Paris and became a renowned and brilliant animal and human anatomist and physician.

From 1773 Vicq d'Azyr taught a celebrated course of anatomy at the Jardin du Roi, currently the Museum of Natural History, in Paris. In 1774 he was elected a member of the Académie des Sciences with the support of his friend Condorcet, the Perpetual Secretary. In this latter capacity, he was in charge of writing the eulogies of his colleagues. This he accomplished with great talent, thus winning a lifetime membership to the Académie française in 1788. On the outbreak of an epidemic in Guyenne he was charged with writing a report, of making propositions and with their execution. Pursuing an early perception of the responsibility of the State on health affairs, Anne-Robert-Jacques Turgot proposed the creation of the Société Royale de Médecine. In 1775, Vicq d'Azyr was made Perpetual Secretary. Under his leadership, the Société compiled over 16 years a great mass of facts and information about diseases, physicians, economics and food resources.

He was the last physician of Queen Marie-Antoinette, whom he tried to protect. Additionally he was a professor of veterinary medicine at the School of Alfort, as well as Superintendent of epidemics.

As an anatomist he was one of the first to use coronal sections of the brain and to use alcohol to aid dissection. He described the locus coeruleus, the locus niger (substantia nigra) in the brain, in 1786, and the band of Vicq d'Azyr, a fiber system between the external granular layer and the external pyramidal layer of the cerebral cortex, as well as the Mamillo-thalamic tract, which bears his name. His systematic studies of the cerebral convolutions became a classic and Vicq d'Azyr was one of the first neuroanatomists to name the gyri. He studied the deep gray nuclei of the cerebrum and the basal ganglia. He participated in the Second Encyclopedia. During the French Revolution he was elected to the Commission temporaire des arts, where he was charged with determining the future of anatomical education in France.

Vicq d'Azyr died of tuberculosis on 20 June 1794 during The Terror. He had that day attended Robespierre's Festival of the Supreme Being. His dramatic biography describes him as spending his last remaining years shaken by nightmares and terrified of the guillotine.

A collection of some of his papers is held at the National Library of Medicine in Bethesda, Maryland.

title: Félix Vicq-d'Azyr


text:
Omegamon

Omegamon may refer to:
 * Omnimon, a Digimon
 * IBM OMEGAMON, a software bundle

title: Omegamon


text:
Template talk:Context

"Context"
The link to the word "context" on this template just goes to a disambiguation page with a dicdef on it. It's basically akin to saying "read the dictionary, you newbies, and learn what the word context means." Until some Context comes along that explains precisely why articles need context (this would be a very good idea), I'm going to remove the link. --Ardonik.talk* 19:57, Jun 5, 2005 (UTC)
 * What about linking the word to Make technical articles accessible?  Sala Skan  18:05, 8 June 2007 (UTC)

Wikipedia:Guide to layout link
It might be useful to put a link to the Guide to layout on the context template. Articles with the context tag often have a terrible layout and formatting. I think the guide is a better link than the Manual of style because it is more concise. This way the authors of the articles may be able to do some of the work themselves, if they don't know how. What do you guys think? -- Kjkolb 07:25, 30 September 2005 (UTC)

Using subst:context, Noinclude
The section inside the segment shows up when you use the structure. Is there a way to fix that? Also, using doesn't categorize the article that it's applied to. The Literate Engineer 03:07, 6 October 2005 (UTC)
 * Yes, don't use subst for it :) Stifle 17:46, 19 January 2006 (UTC)

Please add category sort key
This template is protected. It needs a sort key added to the category link, so

needs to change to

– Doug Bell talk•contrib 01:07, 24 January 2006 (UTC)

Or better off, please unprotect this page. Stifle 20:01, 24 January 2006 (UTC)

 * Edit done. As for unprotecting it, that's not going to happen, as this is a high-risk template.  howch e  ng   {chat} 07:19, 25 January 2006 (UTC)
 * I'd argue that, as it is included on exactly 18 pages at this time. Thanks for sorting the edit, though. Stifle 16:12, 25 January 2006 (UTC)

Edit request
 To meet Wikipedia's quality standards and make it more accessible to a general audience, this article may require cleanup.

The introduction to this article provides insufficient context for those unfamiliar with the subject matter. Please help Wikipedia by improving the introduction according to the guidelines laid out at Guide to layout. You can discuss the issue on the talk page.

 * Done.  howch e  ng   {chat} 00:20, 25 January 2006 (UTC)

 * After the edit, the template adds articles to Category:Wikipedia articles needing clarification, instead of Category:Wikipedia articles needing context. This is indeed what Stifle requested above, but I doubt whether this was really his/her intention. Besides, the <noinclude> explanation at the bottom was not changed. Could either of you please clarify? -- Jitse Niesen (talk) 15:19, 31 January 2006 (UTC)

 * Why is this template not editable? -- Reinyday, 17:18, 14 February 2006 (UTC)

 * Somebody decided that it is a high-risk template, and high-risk templates are protected.
 * I suppose the reasoning is as follows. The template is used on over a thousand pages. If the template were not protected, somebody could edit it and include an indecent or inflammatory picture and so very easily deface a thousand Wikipedia articles. Since we know from experience that such puerile people exist, it has been decided to put some protection in place.
 * O, I see you are actually an experienced Wikipedian, so you probably already know most of it. -- Jitse Niesen (talk) 17:52, 14 February 2006 (UTC)

Simplifications needed
IMHO this template looks awful, due to its use of changes in font sizes and its unnecessary line breaks. I also think some minor wording changes are warranted. Here's an alternative I'd like to suggest:  To meet Wikipedia's quality standards and make it more accessible to a general audience, the introduction to this article may require cleanup. The introduction provides insufficient context for those unfamiliar with the subject matter. Please help Wikipedia by improving the introduction according to the guidelines laid out at Guide to layout. You can discuss the issue on the talk page.

or this:  To meet Wikipedia's quality standards and make it more accessible to a general audience, the introduction to this article may require cleanup. The introduction provides insufficient context for those unfamiliar with the subject matter. Please help Wikipedia by improving the introduction according to the guidelines laid out at Guide to layout. You can discuss the issue on the talk page.

for comparison, here's the current version:

 To meet Wikipedia's quality standards and make it more accessible to a general audience, this article may require cleanup. The introduction to this article provides insufficient context for those unfamiliar with the subject matter. Please help Wikipedia by improving the introduction according to the guidelines laid out at Guide to layout. You can discuss the issue on the talk page. <?pre>

Thanks. 69.3.70.28 22:17, 14 April 2006 (UTC).

 * I don't really see why. The linebreaks clearly separate the concept of cleanup and needing more context. Stifle (talk) 00:43, 11 May 2006 (UTC)

Newer proposal
I think it would be better to completely remove the sentence about the page requiring cleanup. It is distracting. The focus of this template should be on the phrase "The introduction to this article provides insufficient context for those unfamiliar with the subject matter.", and that text should come first.

My suggested version:  The introduction to this article provides insufficient context for those unfamiliar with the subject matter. Please help Wikipedia by improving the introduction according to the guidelines laid out at Guide to layout. You can discuss the issue on the talk page.

--Srleffler 04:15, 16 June 2006 (UTC)

I added the note above a couple of months ago, but there has been no response. I made the corresponding change in some of the other cleanup templates (which were not edit protected), and it seems to have "stuck" there. Would an admin either implement this change or discuss it? (Why is this template edit-protected, anyway? Surely it is not more highly used than say wikify--Srleffler 04:32, 21 August 2006 (UTC)

 * Okay, done. The template was protected because it's heavily used; see High-risk templates. I'm not familiar with this procedure. If you think that it should be unlocked, you can try to request unprotection at Requests for page protection. -- Jitse Niesen (talk) 04:57, 3 November 2006 (UTC)

Two minor edits needed
As mentioned on Template messages/Cleanup, the code

should be replaced with

so that the template can be used on instruction pages without putting the instruction page into the category.

Also, the "See also" list for this template includes context itself. Kickaha Ota 14:38, 28 July 2006 (UTC)
 * Done--Commander Keane 17:10, 29 July 2006 (UTC)

editprotected When someone added Category:Wikipedia introduction cleanup, it got added old-style. Can that be fixed? Thanks. Libcub (talk) 04:48, 5 March 2008 (UTC)
 * Done in a moment. – Luna Santin  (talk) 06:45, 5 March 2008 (UTC)

Proposed edit

This template will categorise tagged articles into Category:Wikipedia articles needing context.

 * This template is a self-reference.
 * Please do not subst: this template.

Comments on proposed version
Can you explain why it should be changed? In particular, why do you want to introduce an icon? The template already grabs the reader's attention. -- Jitse Niesen (talk) 08:11, 6 December 2006 (UTC)

 * Indeed. These messages have to attract the attention of editors without distracting readers from the article. I think on balance it's better now than it would be with a picture in it – Gurch 14:32, 8 December 2006 (UTC)

Why limit to introduction?
I'm curious why this template limits the lack of context problem to introductions. I've encountered various articles in WP that entirely lack context. Also, many shorter articles don't exactly have introductions. Would it be OK just to change the template to say "this article provides insufficient context for those unfamiliar with the subject matter"? Budding Journalist 07:55, 14 February 2007 (UTC)

 * Indeed there should be a field to specify an alternative to where it currently says "The introduction to this article". Either "This article" or "This section" would be appropriate alternatives. __meco (talk) 16:50, 14 December 2010 (UTC)

Alternative
editprotected Ok - the category that the articles with this template go into is ambiguous - and since I've seen this template used like this - I'd like to create a parameter so that we can change "article" to (I'm pretty sure this is the right format - haven't had to do this for a while) "" -- daniel  folsom  02:28, 6 June 2007 (UTC)
 * I'm a little confused. Do you want the category text editable (i.e., ) or the text of the actual box (i.e., introduction to this  provides)? Currently, the category can be specified using the category= parameter. Cheers. --MZMcBride 03:42, 6 June 2007 (UTC)

Sorry for the wait in the response - just the text - I think the category is ambiguous - it just says wikipedia articles that need context ... so it does not have to be changed.-- daniel  folsom  04:00, 6 June 2007 (UTC)
 * [[Image:Yes check.svg|20px]] Done. Cheers. --MZMcBride 04:26, 6 June 2007 (UTC)

General Clean up
please remove the Template:Not verified and Template:Unsourced from the see also section as they redirect to other listed templates. additionally please use Transclusion for the non-template content of this template. Jeepday (talk) 14:25, 15 September 2007 (UTC)
 * [[Image:Yes check.svg|20px]] Done. Cheers. --MZMcBride 16:24, 15 September 2007 (UTC)

+Cat
I think Category:Cleanup_templates should be added to this template. I couldn't find it, and having it in that category would help. —ScouterSig 00:38, 20 November 2007 (UTC)

Minor bug in template?
If this template is date tagged (e.g. {context|November 2007}), the word "article" is replaced with the specified date so that the text displayed reads The introduction to this November 2007 provides insufficient context for those unfamiliar with the subject. I assume that this is a bug, and that the dated text should read either ...this article from November 2007... or ...this November 2007 article ... see Buenos Aires Football Club and Embraer MFT-LF. Random inspection of appropriate categories suggests that most instances of this template remain untagged, so the problem is not particularly noticeable. --Romney yw (talk) 03:05, 20 February 2008 (UTC)

Add the date
Add an optional date field so that  is possible.

Find:

]].

Replace with:

]].

Done! Gary King ( talk ) 15:24, 20 September 2008 (UTC)
 * Done. --- RockMFR 17:04, 21 September 2008 (UTC)

Should this go on talk pages?
My impression is that this template should go on talk pages, not on main pages. It is not a message to readers, but rather a request to editors. Right? Sam (talk) 14:25, 10 November 2008 (UTC)

 * Not really. There's pretty thorough consensus that content-type cleanup templates still belong on articlespace. Chris Cunningham (not at work) - talk 11:39, 5 June 2009 (UTC)

Style tweaks
Requesting sync with the new sandbox to bring this template in line with the styling used on other modern ambox templates. No content changes, just tweaks to the styling. Chris Cunningham (not at work) - talk 11:39, 5 June 2009 (UTC)
 * Hmm, I think there is possibly too much bold in the proposed version. — Martin (MSGJ · talk) 12:14, 5 June 2009 (UTC)

 * If you compare it to the toomanyseealsos in the documentation section, it's roughly the same amount of text. Bolding the entire verb clause consistently seems like a good idea to me. Chris Cunningham (not at work) - talk 13:49, 5 June 2009 (UTC)
 * Okay, I don't think it's really a big change. — Martin (MSGJ · talk) 21:21, 5 June 2009 (UTC)

Request
Please add  to. Compare e.g. Template:Bio-context. Debresser (talk) 15:22, 17 January 2011 (UTC)
 * ✅ — Martin (MSGJ · talk) 13:04, 20 January 2011 (UTC)
 * Thanks. Debresser (talk) 13:20, 20 January 2011 (UTC)

"introduction", again
In practice, this template is used not only for articles where the lede isn't clear enough but also where that applies to the article as a whole. I reckon the words "the introduction to" should be removed. Chris Cunningham (user:thumperward) - talk 07:29, 28 August 2011 (UTC)

 * I've now pushed this change. Chris Cunningham (user:thumperward) - talk 18:53, 11 September 2011 (UTC)

Proposal to change "good introductory style" link
The second sentence of this template message currently reads "Please help improve the article with a good introductory style". I'd like to replace that with something like "Please help improve the article by providing more context for the reader" (I've made this change in the sandbox). I'm open to suggestions for alternative wording, but I think is a more appropriate section to link to than  (especially when this template is used to tag a section rather than a whole article). Colin M (talk) 21:17, 22 February 2019 (UTC)

Since some time has passed without any objection and I believe this should be an uncontroversial change, I'm going to go ahead and make an edit request.

Merge the change at Template:Context/sandbox (as of this request), which alters some of the text shown in this cleanup template, and links to a different MOS section. See above for rationale. Colin M (talk) 16:28, 6 March 2019 (UTC)
 * Yes check.svg Done — Martin (MSGJ · talk) 17:00, 6 March 2019 (UTC)

"Details" doesn't display when used with Multiple Issues tag
If the template is placed inside a Multiple Issues tag, the message entered in the Details parameter is no longer displayed. This is in contrast to the Expert needed tag, which does continue to display the reasons.

I think it's important for this to display, as it gives passing editors an idea of whether they can fix the problem.

I've just had to partially undo a bot edit because of this, and include an HTML comment about it as well.

Musiconeologist (talk) 18:28, 3 September 2021 (UTC)

title: Template talk:Context


text:
Acetic acid (data page)

This page provides supplementary chemical data on acetic acid.

Material Safety Data Sheet
The handling of this chemical may incur notable safety precautions. It is highly recommend that you seek the Material Safety Datasheet (MSDS) for this chemical from a reliable source and follow its directions.
 * PTCL Safety web site
 * Science Stuff

Vapor pressure of liquid
Table data obtained from CRC Handbook of Chemistry and Physics 44th ed.

title: Acetic acid (data page)


text:
Alfred Walton

Alfred Armstrong Walton (1816 – 7 May 1883) was one of the lesser-known British Radical politicians of working-class origin in the mid-Victorian era. He was a prolific author of newspaper contributions on most political and social questions of his time, with a particular interest in land and parliamentary reform.

Early activity
Walton worked as a stonemason and builder, and joined the Operative Masons' Society. He became a supporter of Robert Owen, and was active in the Chartist movement in the late 1840s. He joined the National Association of United Trades, and when he started to advocate a scheme for home colonisation (1848–49).

He expanded on the latter interest in his most important work, the "History of the Landed Tenures of Great Britain and Ireland from the Norman Conquest to the present time" which was published in 1865. With this book, which was quoted by Karl Marx in vol. III of 'Capital', he emerged as one of the most vocal spokesmen for the issue of land nationalisation.

Welsh Based protagonist
In the 1860s, he also became a protagonist of the reform campaign. He did so from Brecon in South Wales where he had moved at the beginning of the decade. His radical ideas made him join several important democratic societies, such as the International Working Men's Association (IWMA, First International), the Reform League and several cooperative building schemes. He also tried several times to be elected a member of Parliament, first for Brecon, then for Stoke-on-Trent in the Potteries. However, due to local political circumstances, he failed in each attempt.

Latter Years
In the 1870s he moved to London, where he spent his last years less involved in radical campaigns but still writing pamphlets and contributions to newspapers.

title: Alfred Walton


text:
Maserati Shamal

The Maserati Shamal (Tipo AM339) is a two-door grand touring coupé produced by Italian automobile manufacturer Maserati from 1990 to 1996. In keeping with an established Maserati tradition, it is named after a wind: shamal (Arabic for ‘north’), a hot summer wind that blows in large areas of Mesopotamia, particularly in the large plain between the Tigris and Euphrates.

With its newly developed twin-turbocharged V8, the Shamal was Maserati's flagship grand tourer, topping the lineup of V6-engined Biturbo coupés in both performance and price (at 125 million Lire).

History
The Shamal was introduced on 14 December 1989 in Modena, when Maserati president and owner Alejandro de Tomaso showed it to the press. It was the last model announced under the De Tomaso ownership: in January 1990, half of debt-plagued Maserati was acquired by Fiat S.p.A. Sales began in 1990. The final year of production for the Maserati Shamal was 1996; factory figures indicate that 369 examples were produced.

In 2020, Maserati revisited the Shamal with the cyberpunk-themed Project Rekall restomod concept.

Design

The Shamal was designed in collaboration by Marcello Gandini and Maserati's own Styling department. A debt ridden Maserati was not able to develop an entirely new car, and accordingly the Shamal shows its Biturbo heritage in the doors, interior, and basic bodyshell, which were carried over from the Biturbo. It sits on the shorter 2.4-meter wheelbase, as also used by the Biturbo Spyder and Karif. Gandini's styling signature is visible in the slanted profile of the rear wheel arch, also present on the Quattroporte IV and first seen on the Lamborghini Countach. An unusual design element introduced by Gandini on the Shamal was the additional spoiler in front of the windshield, also seen on his redesign of the DeTomaso Pantera and later across the remainder of Maserati's Biturbo-based lineup. It was intended to direct the flow of air (as well as water) across the windscreen and to push the wipers down at high speeds. The feature was never adapted by other automakers.

The center pillar is also an actual roll bar, not simply a styling element. Finished in black, it wraps around the cabin. "Shamal" badging appears on either side of the central pillar in chrome lettering. The car came with 16-inch alloy wheels, a small rear spoiler and a blacked-out grille with chrome accents, the only chrome element on the car aside from the badging.

Another defining feature of the Shamal are its numerous headlamps in individual housings: outer round Carello low beams of the then-new projector type, inner rectangular high beams, combined turn signals and position lamps in the bumper, and two pairs of square lights in the lower grille—fog lamps and driving lamps. This headlight design was then introduced across the rest of the updated Biturbo range in 1991.

The two-seat interior of the Shamal features extended leather seat cushions, temperature control and the famous Maserati oval clock, which is situated in the centre of the dashboard. It continued Maserati's tradition of building cars with cheerful, well-appointed interiors, with leather or wood coverings for almost anything one would touch, such as the center console, handbrake handle, or the gear lever which is finished in burled elm. While built for comfort as well as performance, the Shamal was not as luxuriously appointed as the contemporary Ghibli. The Shamal was initially only available in red or black exterior colours; other colours became available later in the production run.

Specifications

The Shamal used a traditional front-engine, rear-wheel-drive layout and an all-steel unibody construction. Suspension was by MacPherson struts upfront and semi-trailing arms at the rear. All cars were equipped with an adaptive suspension developed by Maserati together with Koni. The system varied the damping rates, based on road conditions and the level of comfort desired. Mechanically, the Shamal was unusual in that its engine could be removed without a lift. It is mounted on a subframe (which also holds the intercoolers and the radiator) which can be slipped out the front once the front bumper has been removed.

The Shamal was powered by an AM 479 3,217 cc (bore and stroke 80 mm) V8 engine, with two overhead camshafts per cylinder bank, and four valves per cylinder. It was essentially the existing Biturbo V6 with an extra bank of cylinders added. It was twin-turbocharged with two IHI turbines and intercoolers, and equipped with a Marelli IAW integrated electronic ignition and fuel injection ECU per cylinder bank. The engine put out 326 PS at 6,000 rpm and 431 Nm at 3,000 rpm. Power was sent to the rear wheels through a six-speed Getrag G560 manual transmission and Maserati's Ranger limited-slip differential. The transmission was the same as BMW installed in their 850CSi of the same era.

The manufacturer claimed a top speed of 270 km/h and a 0 to 100 km/h acceleration time of 5.3 seconds.

title: Maserati Shamal