He was an outstanding racer specializing in sidecar motorcycles post-World War I, but had the greatest impact as a builder of dirt-track sprint cars before and after World War II. Building his cars from the ground up, his beautiful bodywork was a trademark but he also built the chassis and even the wire wheels - "everything but the tires," he'd say. A special engine he built for midgets proved so dominant on the outlaw circuits of the Midwest it was legislated out of racing. His own double- overhead-cam head for the Model A and B Ford became known as the "poor man's Offy." His "house car" with Everett Saylor driving won the CSRA sprint car crown in 1937, and Duke Nalon drove a similar car to the AAA Eastern Sprint Car Championship in 1938. Postwar, when the Offy had become dominant, Jackie Holmes drove Dreyer's car to the AAA's 1949 Midwest Sprint Car Championship. Among Dreyer's innovations were four-wheel independent suspension on a sprint car, the first complete fiberglass body, the first aluminum flywheel for racing, and the production of magnesium wheels.

In a racing career spanning 31 years from 1924 to 1955, Dreyfus drove Talbots, Maseratis, Delahayes and (for Enzo Ferrari) Alfa Romeos, but is forever associated with Bugatti. In 1930 he scored an upset by winning the Grand Prix of Monaco in his privately entered Bugatti, and he also brought a Bugatti home first in the 1934 Belgian Grand Prix at Spa. He raced single-seaters and sports cars in more than 200 races in 19 counties, his victories including a million-franc race at Montlhery in 1937 driving a Delahaye, and a most satisfying triumph at Pau in 1938 in which his Delahaye outran the might of Germany’s Mercedes and Auto Unions. He was champion of France that year. In 1940 he came to Indianapolis and finished his Maserati 10th in the 500, but in the meantime France had fallen to the Nazis and Dreyfus joined the U.S. Army, returning to fight in his homeland in 1944. After the war, he returned to the USA and opened his famous restaurant, Le Chanteclair, in New York. Dreyfus won election to Legends in Racing his first time on the ballot.

No one would question the reputation of the Duesenberg racing cars. In that era, when these sleek machines were introduced they were virtually unbeatable, and the name continues to live on. Thus the engineering genius who made them go must be considered for the Hall of Fame. Augie shared the development and success of these fine cars with his brother Fred, who was elected in the 1977 balloting. A mechanic, Augie supervised and directed the fortunes of the famed Duesenberg racing team and must be credited with a big share of its success. He worked with all the great personalities of the day, producing feats without fanfare.

Developed America’s first "racing" engine and eventually parlayed his racing success into what became America’s finest motor car. He brought out the first Duesenberg race car in 1912 and as time went on the name became more numerous and popular. When the Miller racing engine arrived on the scene. Duesenberg was its only true competitor. Most of the greats of the 1914-1930 eras drove for Duesenberg, including Indy 500 winners Pete DePaolo and Joy Boyer, who won at Indy with Duesenbergs. Elected in his first Hall of Fame ballot appearance.

Won America’s first automobile race, the Chicago-Evanston-Chicago run of 52 miles which was run in inclement weather and over rough or non-existent roads in 1895. Two months earlier, he had established the very first company to manufacture gasoline-powered motor cars. Duryea drove a motor wagon that bore his name to his Chicago victory, averaging a then-thundering 5.2 mph through snowdrifts and other hazards. The overall run was completed in 10 hours 23 minutes, which included more than three hours for repairs. Only two of the original six starters finished the race.

Earnhardt’s initial claim to fame was to become the first Winston Cup Rookie of the Year (1979) to win the Winston Cup championship the following year. But that was just the beginning. Next he won the 1986 and 1987 championships, also winning AARWBA’s Jerry Titus Award in ’87. In 1990 he became only the second driver (after Richard Petty) to win the Winston Cup more than three times. Then he won his fifth in 1991 and his sixth last year, leaving him just one shy of King Richard. He also won the 1990 IROC championship, a season in which he became the first driver to win $3 million in a single season of American racing. He also is the all-time money winner at more than $19.4 million, which is $4 million more than the driver in second place. Through the 1993 season, he has run up a record of 59 victories, sixth on the all-time Winston Cup chart, including an 11-win 1987 season.

Probably the single best-known active motorsports journalist in America today, got his start peddling copies of National Speed Sport News (then a pull-out section of a local daily) at the Ho-Ho-Kus Speedway in New Jersey in 1934. Today he is president and publisher emeritus of that journal. He has been a television reporter for CBS, ESPN, WTBS, and ABC, covering virtually every form of the sport from dirt bullrings to Formula One. Economaki was one of the first "expert commentators" hired by ABC for its Wide World of Sports program. He took over a failing NSSN in 1949 and built it into one of the most influential motorsports weeklies in the nation, and continues today as author of one of the most widely read columns in the sport. His career has brought him virtually every important award in the field, including the Walt Ader, Hugh Deery, Dave Fritzlen, Patrick Jacquemart, Harry Kern, Tom Marchese, Ray Marquette, Henry McLemore and Ken Purdy awards. He tried driving only once, in a midget on a Pennsylvania dirt track, and so frightened himself he never did it again.

The first great hero of the modern Formula One era, this former Argentine cab driver established the standards for this pinnacle of motorsport. He narrowly lost the first championship in 1950, after splitting the six races with Giuseppe Farina, then won the title five of the next seven years, 1951 and 1954-57. His five championships and four in a row still stand as the records. His record of two dozen World Championship victories stood for 11 years until broken by Jimmy Clark in 1968. His greatest victories on U.S. soil were in the 12 Hours of Sebring in 1956 and 1957. Nicknamed El Chueco ("Bandylegs"), Fangio was one of the great ambassadors for the sport for decades after his retirement.

When he died in August 1988 at the age of 90, Jackie Stewart commented, "Ferrari was probably the most famous single name in the world. Think about it; everybody knew him and what he represented whether they were interested in motor racing or not." What Ferrari represented was an unrelenting quest for victory which dates back to his days as a driver in the 1920s. But his great fame came as the owner and builder of decades of red racers bearing the prancing horse emblem, which first appeared on what essentially were the works Alfa Romeos in the '30s. He split with Alfa just as World War II intervened, and came back to be one of the greatest powers in postwar motorsport. The first victories came in 1948, fittingly in Italy when his sportscars won the Mille Miglia and the Targa Florio while Alberto Ascari won the Italian Grand Prix at Turin. Ferraris have since won the Mille Miglia seven more times, the Targa Florio another six, the 24 Hours of Le Mans nine times. The sports cars and prototypes won a total of 13 championships. In Formula One during Il Commendatore's lifetime, Ferraris won 94 races and eight manufacturer championships (it probably would have been 10 had the title existed before 1958), and drivers championships for Ascari (1952-53), Fangio (1956), Mike Hawthorn (1958), Phil Hill (1961), John Surtees (1964), Niki Lauda (1975 and 1977), and Jody Scheckter (1979). Ferrari won all the races of the 1952 season, and owns the consecutive victory record of 14 set in 1952-53.

It was Fisher’s foresight that resulted in the building of the Indianapolis Motor Speedway in 1909, at a time when America was hardly out of the horse and buggy era. Fisher served as president of IMS through 1926 and was one of the most important voices in racing for more than 15 years. His devotion was a tremendous asset not only to the sport but also to the automobile industry itself. Despite early setbacks with his Speedway in 1909, Fisher persevered to see his dream become a reality and perhaps the greatest contribution to racing ever.

His 1993 Indianapolis 500 win made him the only driver to win two Indianapolis 500 victories and two World Driving Championships. The Brazilian native became the youngest driver (age 25) ever to win the World Championship when he claimed the 1972 crown in a Lotus. His second Formula One title came two years later, driving for McLaren. In six years' time, he won 14 grands prix and also was twice runner-up for the championship. After leaving McLaren, he ran his own F1 team for several years but with little success. After a two-year retirement, he returned to racing in 1984 to drive in the CART IndyCar World Series. 1989 was his breakthrough year with his first Indy victory leading to four more wins, the CART/PPG championship and the USAC Gold Crown title. Through his retirement in 1996, he won 17 Indy Car poles and 22 races including the 1985 Michigan 500.

Julius Timothy Flock was the second driver (after Herb Thomas) to become a two-time NASCAR Grand National champion, winning the titles in 1952 and 1955. Among drivers who have won 20 or more races, Flock still owns the best winning percentage in Grand National racing — winning 21.2 percent of his starts, 40 wins in 189 races. Eighteen of those wins came in his 1955 season, nearly half of the 39 Grand Nationals he ran. The youngest of the three Flock brothers (with Fonty and Bob), Tim was a natural driver from the beginning and gives much of the credit for his prowess to his brothers. Unlike many of his fellow drivers in NASCAR’s early days, Flock did not learn to drive on the moonshine trail as his brothers forbade it. He was elected to Legends in Racing in his first ballot appearance.

Ford established the first Land Speed Record for the flying mile when he drove "Old 999" to a speed of 91.370 mph over the frozen surface of Lake St. Clair near Detroit on Jan. 12, 1904 (all earlier records were for the flying kilometer). Although he was a successful race driver during the first years of the century, he helped boost the sport even more by his reliance upon racing to boost development and sales programs of the Ford Motor Co., including fielding a team of Ford cars in the 1935 Indianapolis 500. Elected to Legends in Racing in his first appearance on the ballot.

Foyt became the fourth three-time winner of the Indianapolis 500 with his 1967 victory in his Coyote-Ford at a then-record 151.207 mph, and finishing two laps ahead of runner-up Al Unser. He also won in 1961 and 1964 in Watson-Offenhausers, the second win being the last for a front-engined roadster with the rear-engine revolution well under way. He won USAC’s Eastern Sprint Car Championship in 1960, USAC’s Stock Car Championship in 1968, and the USAC National Championship in 1960, 1961, 1963, 1964 and a record fifth in 1967, and also has 43 Championship Trail victories, the most by any driver. Records also include his 10 wins and seven in a row in 1964. An all-around driver, he also won the 24 Hours of Le Mans in 1967 teamed with Dan Gurney, and NASCAR’s Firecracker 400 in 1964 and 1965 and the inaugural NASCAR Grand National at the new Ontario Motor Speedway in 1970. He was one of the three drivers elected in the inaugural year of the AARWBA Hall of Fame.

The founder of NASCAR, who built that organization into one of the most successful and strongest sanctioning bodies in the world. A former driver who began by racing his father’s Model T as a teen, he raced in the first event in the old Daytona Beach course in 1936, finishing fifth. In 1938 he took over promotion of the event. He formed the National Association for Stock Car Auto Racing in 1949, built the Daytona and Talladega Speedways and has been one of the most respected as well as powerful men in racing history. Was also instrumental in the formation of ACCUS (Automobile Competition Committee for the United States) and in getting FIA recognition of American races.

The first drag racing competitor to be inducted, there is no doubting his record of accomplishments which includes every major honor there is in drag racing — countless speed and E.T. records for the quarter mile in Top Fuel Dragster, domination of all National events, his innovations to the sport such as the successful rear-engine dragster, and the fact that, at 44, he is still giving his competition a tough way to go. Garlits’ milestones including being the first driver quicker than 5.8 seconds, and the first through the speed barriers of 190, 200, 240 and 250 mph. He was the 1975 NHRA Top Fuel champion.

A West Coast businessman/sportsman, he had his oil company sponsor dirt car racing in California, Indianapolis cars, timed runs at both Muroc Dry Lake and the Bonneville Salt Flats, and fuel economy runs. Gilmore helped to publicize the sport as he gave financial support to a number of drivers. He owned and operated the famed Gilmore Stadium in Los Angeles, long a showplace among racing ovals. He backed cars at the Indy 500 for several years and his Gilmore Specials won in 1935 with Kelly Petillo and 1937 with Wilbur Shaw. He also supported timed runs at Daytona Beach by the Hudson company and Sir Malcolm Campbell, and assisted John Cobb and Ab Jenkins in their record attempts at Bonneville.

Regarded by many historians as America’s foremost designer of racing engines for a 50-year period beginning with the early 1920s. One of the first was his design of the famed Miller Eight for Harry Miller plus the design and construction of six complete race cars with the 122-cubic-inch power plant for Cliff Durant team in 1923. He also designed Miller’s 91- and 193-cubic-inch eight-cylinder engines of that decade and remained with the company as chief engineer when Miller sold out to Fred Offenhauser in 1933. He then designed the 220- and 255-cubic-inch four-cylinder Offy, and continued his work after World War II when Offenhauser sold out to Dale Drake and Louis Meyer. While working for Meyer-Drake, Goossen was the co-designer (with Bud Winfield) of the famed Novi supercharged V-8 and also served as a special consultant on the design of Ford’s racing engines in the 1960s.

Andy Granatelli was elected in the Modern Era Non-driver category. He is perhaps best known as the owner of STP-sponsored cars at the Indy 500, including the winning cars in 1969 with Mario Andretti and 1973 with Gordon Johncock as well as the radical turbine-powered Novis in 1967 and '68. His most enduring legacy may have been demonstrating the viability of motorsports as a marketing vehicle through his long involvement as chairman and CEO of STP.

Driving Hector Honore's "Black Deuce" Offy, Grim became a four-time IMCA sprint car champion (1955-58), during which time he won 183 features. At one point he held 22 IMCA track records, including a lap of 22.05 seconds at Cedar Rapids, Iowa; a 100-mile record at Sedalia, Mo., which stood for nine years, and a 24.82 one-lap record at Tampa, Fla., which stood some 26 years. He was the 1959 Rookie of the Year at the Indianapolis 500, and the next year scored his only Indy Car win in a 100-miler at Syracuse. Won 12 features in USAC midgets and was one of the last to win in the ancient Offy.

Started as a successful sports car competitor in the early days of sports car competition on the West Coast in the mid-’50s and then went on to earn great distinction in Europe and at Indy. Gurney was the first American since Jimmy Murphy in 1921 to win a Grand Prix race in an American car when he won the 1967 Belgian Grand Prix driving his own Eagle, which more than held its own against the cream of Europe. He earlier won the 1962 French Grand Prix in a Porsche (still Porsche’s only Formula One victory) and in 1964 won the French and Mexican Grands Prix for Brabham. He first raced at Indy in 1963, finishing 7th in a Lotus-Ford that helped start the rear-engine trend. He was second there in 1968 and 1969 and third in 1970, all in Eagles of his own design. His other great achievements include five NASCAR Riverside 500 stock car wins, two victories in the Rex Mays 300 and Champ Trail triumphs at Sears Point and Mosport. He retired as a driver at the close of the ’71 season and now builds Eagle Championship cars which dominate USAC competition.

Although a highly successful sports car racer, he is included among non-drivers because of his profound impact on the sport as a revolutionary designer and team manager. Raced for several years in Maseratis, including a season of Formula One in 1963, then turned to building his Chaparral race cars. He won eight races and the 1964 U.S. Road Racing Championship in his Chaparral II, and was second the next year despite six wins. His Chaparrals won 14 major races in 1965 including Nassau, Riverside, Bridgehampton and the 12 Hours of Sebring. In 1966, a Chaparral won the Nurburgring 1000 kilometers. His Chaparral 2A introduced the carbon fiber tub to racing, wings appeared on his Chaparral 2E and ground effects with the 2J, the famous "vacuum sweeper" sucker car. He worked with Carl Haas to help Brian Redman to his 1974-75-76 Formula 5000 titles and Patrick Tambay to the 1977 Can-Am Championship. Turned to Indy cars with Haas to give Al Unser his Triple Crown of 1978 wins in a Lola (Pocono, Ontario and his third Indy), then brought out the Chaparral 2K in 1979, which introduced ground effects to Indy car aerodynamics and gave Johnny Rutherford his third Indy 500 victory and the CART championship in 1980. After a nine-year absence from the sport, Hall returned in 1991 as an Indy Car owner and won his first time out with John Andretti at the Australian CART race, and more recently with Gil de Ferran as his driver. He retired and closed down his team in mid-1996.

Hanks’ accomplishments began long before he gained what was perhaps his greatest victory in the 1957 Indianapolis 500. Ranked as one of America’s best Midget drivers of all time, Hanks came top Indy in 1940 and immediately proved his ability in the big cars. In his long career in Championship racing, he was never upside down and seldom even spun. In an 18-year career, he won three other Champcar races and the 1953 National Championship under the AAA sanction, and also has several Stock Car victories to his credit.

A real pioneer of the sport in its earliest days, Harroun was semi-retired when the Indy 500-mile race was inaugurated and lured him back into competition. He already had gained wide recognition for his victories and achievements, which included early competition at Indianapolis before the 500 was born. Harroun did, of course, win the inaugural 500 in 1911, thereby etching his name forever into the annals of auto racing greatness. His 500 win was memorable in many ways. He chose to ride alone, sans the customary riding mechanic as part of his scheme to save weight, and in so doing came up with the first rear view mirror which is so common now on all cars. Harroun was also instrumental in the actual design of his winning Marmon Wasp. He died of natural causes, in his 80s.

Ranks among the most consistent drivers of all time with a coveted National Championship (1926) also to his credit. Beginning at Indy in 1922, Hartz scored three second- and two fourth-place finishes in six appearances there as a driver. His career spanned from 1921 through 1927 and included a career total if 8,592 points plus eight Champ race victories. Among the all-time points leaders to the present day, Hartz enjoyed further success as a car owner, preparing Hartz-Miller cars for Billy Arnold and Fred Frame for their Indy wins of 1930 and 1932. The fine Wheeler-Schebler Trophy, awarded annually to the owner of the car leading Indy at 400 miles, was presented to Hartz for keeps after he won it for the third time in 1932. He also served with great distinction as an Indy official and member of the tech committee until his death in September 1974.

Hearne ranked high among racing’s pioneer drivers when he placed fourth in the 1919 Cobe Trophy Race and fifth in the 1910 Vanderbilt Cup Classic while still a youngster. He also ran in seven free-for-all races at Indy prior to 1911 and won five of them. Also won the 1911 200-miler at Cincinnati and placed second in the Grand Prize race that same year. But that was just the beginning. The amazing thing about Hearne’s career is that he retired with a great record at the end of the 1912 season, then came back after World War I and placed second to Howard Wilcox in th3 1919 Indy 500. He was third there in 1922 and fourth in 1923, the year he also won the coveted National Championship — 14 years after beginning his career. Hearne also was successful on the board tracks until 1927 when he finally retired for good after placing seventh at Indy. He died of natural causes in the late 1950s.

Winner of 14 Formula One grands prix, he was World Champion for BRM in 1962 and again for Lotus in 1968. Among his victories were a record five at the Monaco GP and three at the United States GP at Watkins Glen. Other major victories include the 1960 Targa Florio (in a Porsche, his first major triumph), the 1966 Indianapolis 500 (in a Lola-Ford), and the 1972 24 Hours of Le Mans (in a Matra, his last major victory. He is the only man to win those four — Indy, Targa, Le Mans and the World Championship, or for that matter, any combination of three of them. He was killed in 1977 in a crash of his own private plane just months after retiring as a driver and just starting to field his own Formula One team.

The first American to win the coveted World Driving Championship (in 1961). Driving for the Ferrari team that year, he won two of the eight grand prix races held (the Belgian and Italian) and also won the 1960 Italian GP. Hill won both Sebring and Le Mans three times, the Nurburgring 1000 twice and the Daytona 24-Hour race once, all in Ferraris except for the ’66 Nurburgring which was in a Chaparral. Was spectacular in the 1954 Mexican Road Race, making a shambles of his competition while driving a small-bore Ferrari through treacherous mountain roads before finally being overtaken by a much bigger Ferrari once the race reached the flat and level portions of the course.

In a 25-year career from 1935 to 1960, Hinnershitz’ prowess on dirt yielded him some 115 victories and seven AAA and USAC Eastern Sprint Car championships (1949, ’50, ’51, 52, ’55, ’56 and ’59). He usually prepared his own cars and had an affinity for the outside groove. Among the more famous of his rides were the Pfrommer Offy and the Miracle Power Special. He qualified for three Indy 500s, with his best finish a ninth in 1948. Elected to Legends in Racing on his first ballot appearance.

The winningest driver in the history of the International Motor Sports Association, Holbert was 49 times a winner on his way to five Camel GT Championships — 1976, 1977, 1983, 1985 and 1986. As a team manager, he also was the architect of Chip Robinson’s 1987 championship. Racing in the SCCA Can-Am Challenge from 1978 to 1982, Holbert won 10 races, placing second twice and third twice in the championship. He also has one Trans-Am win to his credit, placed fourth in the 1984 Indianapolis 500, and shared victory at the 24 Hours of Le Mans in 1983, 1986 and 1987. As a lifelong exponent of Porsche racing cars, Holbert was made the director of Porsche Motorsport North America, which allowed him to build his own versions of the hugely successful Porsche Turbo. He was working on the infant stages of Porsche’s Indy Car program when he died in September 1988 in a plane crash.

Ranks with Jimmy Murphy and Harry Hartz as the most consistent drivers of their times. Horn was the first man to win the National Championship three times in succession — 1946-47-48 — and he won Championship and Sprint Car races on almost every track in operation during his career, with the exception of Indy. But even there his record is tremendous, showing him finishing fourth or better in nine straight years beginning in 1936. He was second once and third four times. He also was the 1947 pole winner. At the time of his death in a racing accident at DuQuoin, Ill., in 1948, he ranked sixth overall in all-time point standings going back to 1909. Today, he still ranks high, 23rd with 8,340 points and five National Championship race wins. Away from the track, Horn did a great deal to promote and further the sport through public appearances and other PR tasks. He was immensely popular with kids and his fellow drivers.

His purchase of the Indianapolis Motor Speedway in 1945 saved the historic plant from oblivion and definitely preserved racing in America after World War II. In the meantime, Hulman’s contributions to the sport are almost countless — his development of the Speedway and the 500-mile race into the largest single-day sports attraction in the world, the tremendous world-wide exposure for the sport, his constant upgrading of the facility, the museum, his guidance in other racing matters — the list goes on and on and Hulman’s contributions are so well known it really isn’t necessary to go into fine detail here. Elected to the Hall of Fame in his first time on the ballot.

Hulme was the 1967 Formula One World Champion, winning the second straight title by the Brabham team, but his greatest victories came driving for his fellow New Zealander, Bruce McLaren. Of his eight F1 victories, six were in McLarens. He also was on the all-conquering McLaren team that ruled over the SCCA Can-Am Challenge from 1967 to 1971, finishing 1-2 in the championship each of those years. Hulme’s 22 Can-Am victories stand as the unassailable record. He was the series champion in 1968 and 1970, and was the runner-up in 1967, 1969, 1971 and 1972. Hulme placed fourth in both the 1967 and ’68 Indy 500s, being named the Indy Rookie of the Year in ’67. Although long retired from the world scene, he still enjoyed driving in saloon car races in New Zealand and Australia and died last year at the wheel of his BMW, of an apparent heart attack, during the Bathurst 1000-kilometer race.

Made his first NASCAR Grand National appearance in 1953 but didn’t become a regular until 1960, after having won the NASCAR Late Model Sportsman title in 1957 and 1958. He became Grand National Champion in 1961 and 1965, and scored a career 50 GN wins out of 345 starts. Jarrett and Junior Johnson are tied for seventh on the all-time GN/Winston Cup win list. Among those 50 victories are the 1964 Dixie 500 and the 1965 Southern 500. Today Jarrett serves as a radio and television motorsports commentator.

For many years prior to World War II, Jenkins was America’s leading land speed record holder. Not only were the speeds obtained awesome at the time, but also the length of time he spent behind the wheel in the endurance runs was remarkable, among then a 76-hour record for a New York to San Francisco run in 1927. In 1928 he set a 24-hour record at the Atlantic City Speedway, a board track, with an 85.2 mph clocking. He lobbied the AAA to accept the Bonneville Salt Flats as a superior site for land speed record trials, marked out a circular 10-mile track and ran an unsanctioned 24-hour trial there in 1932 to prove his point, averaging 112.935 mph in a stripped-down Pierce Arrow V12. In 1933 he raised the time to an AAA-sanctioned 117.77 mph. In the next two years he continued to bump the record up with the Pierce Arrow and later a Duesenberg. Then, in 1936, came the first of the Mormon Meteors and records of 153.823 for 24 hours and 148.641 for 48 hours (Babe Stapp driving relief). Mormon Meteor II raised it to 157.27 in 1937 (Louis Meyer helping). Mormon Meteor III set additional records, many of which stood for years. As late as 1940, he set a 24-hour distance mark of 3,868.14 miles for a world’s circular track record.

Although he has gained outstanding recognition as a contemporary crew chief and car owner, Robert "Junior" Johnson also enjoyed a great career as a driver. Although he never won the NASCAR Grand National title, he did accumulate a fantastic record of 50 GN race wins, including the 1960 Daytona 500. His 50 career wins is seventh on the all-time list. Today, as a car owner, he has produced championship-winning cars for Cale Yarborough (the only three-in-a-row champion 1976-77-78) and for the past two seasons for Darrell Waltrip. As a driver, Johnson has five superspeedway wins to his credit, placing him in a 14th place tie on the all-time list. As a car owner, his cars have brought in more than $5.1 million. Only Petty Enterprises has fielded more winners or brought in more money.

With his last Indy appearance in 1967, Jones set the all-time lap prize winning record of more than $75,000. Rufus Parnell Jones won at Indy in 1963 from the pole and was the first to crack the 150 mph barrier officially when he also won the pole in 1962. Was the Indy Rookie of the Year in 1961, 7th in ’62, 2nd in ’65 and 6th in ’67, the year he dominated the 500 in the STP Turbine only to fall by the wayside six laps from victory when an inexpensive part broke. In addition to his success as an Indy driver and in Sprints and Midgets, Jones has major victories to his credit in stock cars and sports cars and in more recent years has turned to off-road racing with victories in the Mint and Baja events. In sports cars he won the Times Grand Prix at Riverside and his stock car laurels include a NASCAR Riverside 500 win. Today, Jones fields the Vel’s Parnelli Racing Team that won Indy in 1970 and ’71 with Al Unser driving and the Parnelli driven to success in the ’78 season by Danny Ongais.

The King of the Outlaws has earned that appellation by being the most dominant sprint car driver of the past two decades, and continues to add to his laurels. Kinser has raced with the World of Outlaws since 1978 and through 2002 had recorded 471 career A-Main victories and 17 championships - numbers which do not reflect an estimated 150 victories on other circuits. For many years he raced for his cousin, Karl Kinser, winning 14 of his championships. In 1994 his fame had grown to the point that he was invited to participate in the International Race of Champions, and stood that series on its ear winning the Talladega round. That led to a brief, and underfunded, foray in Winston Cup, but he returned to WoO with his own team, winning his 15th championship in 1998, his 16th in 2000 and his 17th last year. Kinser set a national short-track record in 1987 with 56 feature victories, including 46 of the 69 Pennzoil World of Outlaws Series main events, plus 10 more in non-WoO races. His stupendous tally of race wins includes 12 Knoxville Nationals and 10 Gold Cup of Champions (Chico, Calif.). He finished 14th in the 1997 Indianapolis 500 (crashed while running ninth with 12 laps remaining). The National Sprint Car Hall of Fame has hailed Kinser as the greatest sprint car driver ever.

Upon his retirement in 1994, Prudhomme's 49 NHRA National event victories -- 14 in Top Fuel and 35 in Funny Cars - stood him second on NHRA's all-time, all categories pro list. He also has won all of the big Nationals in multiples -- five Winternationals, six Springnationals, six Summernationals, two Fallnationals, three World Finals, and the U.S. Nationals seven times (3 TF, 4 FC). "The Snake" owned the Funny Car category in the mid-70s when he won four consecutive NHRA World Championships, 1975-1978. Included in that set was a streak of seven national event wins in a row across the 1975-76 seasons. In 1990 he moved back to Top Fuel and resumed winning in the diggers again. Now he's a car owner fielding winning racers in both Top Fuel and Funny Car.

Achieved recognition for his performances at Indy, which he won in 1960, and on the Championship Trail’s paved tracks. In addition to his victory, he placed second in 1952, 1957 and 1959. He also won at Milwaukee and Daytona in the Championship cars. His best years on the Championship Trail were 1959 and 1960, when he placed fourth both years. One of his greatest days was when he won all three segments of the second Race of Two Worlds in 1958 at Monza, Italy. Rathmann was elected to the hall on his first ballot appearance.

Because of his great game as a World War I flying ace, Rickenbacker is often overlooked for his achievements in auto racing. He not only was a great driver in that colorful era prior to World War I but played a vital role in the sport’s destiny after earning fame as a flying ace over France. Rickenbacker’s driving career was short, from 1913 through 1916. Still, he managed to win seven Championship races and compiled 5,564 points which ranked him fifth among the all-time point leaders of the 1911-1920 era. Today he is ranked 43rd in all-time standings. Among his major wins were 300-mile events at Sioux City, Omaha and Tacoma. Rickenbacker purchased the Indianapolis Motor Speedway after World War I and also was named chairman of the AAA Contest Board which controlled racing. It was he who kept the sport alive during the Great Depression, when little else survived.

Considered by many as the "Babe Ruth" of stock car racing, Roberts acquired his nickname as a schoolboy baseball pitcher, not in racing as many believed. Starting with Modifieds in 1948, he competed sparingly on the NASCAR Grand National circuit through 1956, winning one race (only the 19th GN ever run) in 1950. Then he won 31 more between 1956 and 1963. He never ran for the point title, entering only the major races from 1958 on. His victories include the Rebel 300 in 1957 and ’59; the Southern 500 in 1958 and ’63; the Firecracker 250 in 1959 and ’62; the Firecracker 400 in ’63; the Dixie 300 in 1960; the Daytona 500 in 1962; and the only 500-miler ever held at Trenton, in 1958. Roberts is 13th on the all-time GN win list and he’s still tied for ninth with 10 superspeedway wins and sixth in superspeedway poles with 21. His superspeedway pole record stood until 1973 when David Pearson broke it. Roberts died of pneumonia on July 2, 1964, after having been severely burned in a three-car accident during the World 600 at Charlotte on May 24, 1964. He was 35.

Credited in modern record books with the very first U.S. National Championship, in 1909 under AAA sanction, after victories in a 318-mile race at Lowell, Mass., and a 200-miler in Philadelphia. At the time the champion was determined by a popularity vote of the press with another driver, Bert Dingley, getting the nod. Later a points formula was devised and Robertson emerged atop the tally (Dingley was 5th). Robertson also won the 1908 Vanderbilt Cup and was twice the victor at the Brighton Beach Classic.

One of four triple winners of the Indianapolis 500, Rose is the only one to score 500-mile victories both before and after World War II. His victories came in 1941, 1947 and 1948. He won the AAA National Championship in 1936. His 1941 Indy win came after his own mount went out with mechanical trouble and he took over his team car from Floyd Davis, moving it from 12th place to first. Rose also finished fourth or better in four other Indy races, driving in 15 altogether and leading the field in nearly every one before his retirement after the 1951 classic. He earned the respect of European drivers at Roosevelt Raceway in 1936 when he became the first American to finish the revived Vanderbilt Cup race, which was completely dominated by European cars and drivers. Rose earned a total of 5,913 Championship points in his career, which lasted from 1932 through 1951, ranking him 40th in the all-time point standings.

Other than an appearance in the 1937 Vanderbilt Cup race at Roosevelt Raceway on Long Island, a 300-miler he won in an Auto Union, Rosemeyer confined his racing to Europe. There, the German was one of the all-time great and popular pre-war Formula One drivers, often the only obstacle to a Mercedes wipeout. Signed by DKW to race motorcycles, he pestered them for an opportunity to get in the Auto Union grand prix car although he had never driven a racing car before. He got his chance in 1935 and proved to be the only driver able to tame the vicious V-16 rear-engined behemoths -- some say because he'd never driven anything else and didn't realize what a handful they were. In the difficult but fast German cars, he won the 1935 Czech GP at Brno and was the 1936 European Champion (the forerunner to today's Formula One World Championship), a season which included victories in the Pescara, German, Swiss and Italian grands prix and the Eifelrennen, where he chased down the great Nuvolari through a heavy fog. The next year, in addition to the Vanderbilt Cup, he also won the Eifelrennen, Coppa Acerbo and the Donington Grand Prix. He died in January 1938 in a wreck during a 270-plus mph speed record attempt on the Autobahn.

Joined the elite list of three-time Indianapolis 500 winners with his third triumph in 1980 for Jim Hall, which led to his 1980 CART Indy Car championship. Earlier Indy victories were in 1974 and 1976 while driving for Team McLaren, along with other 500-mile wins at Pocono in 1974 and Michigan in 1986. Was the USAC national sprint car champion in 1965, the same year he won his first Indy-car race, a 250-miler at Atlanta. His Indy-car career victory total of 27 had him tied for sixth on the all-time list, and his total of 23 pole positions is seventh in that tally, as of the end of 1992, his last active year.