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The city of Indianapolis is synonymous with one of the most prestigious motor races in the world, the annual 500-mile race held at the Indianapolis Motor Speedway over Memorial weekend each May. Today it is a highly lucrative and attractive event for competitors and sponsors alike, but its roots are rather more humble.

The track at Indianapolis was initially constructed to provide a means of testing and developing for the burgeoning car industry in America.

It was the brainchild of Carl Fisher, an early automobile salesman. In partnership with Jim Allison, Frank Wheeler and Arthur Newby he pushed ahead with his plans and by 1909 the 2.5 mile rectangular track was ready. Sporadic races between manufacturers were envisaged by the group and, on August 19th, 1909, cars competed in anger for the first time. That first race revealed serious inadequacies in the track surface, which contributed to the deaths of two drivers, two mechanics and two spectators. The solution was found by paving the circuit with more than three million bricks, giving birth to the track's nickname, The Brickyard.'

After several unsuccessful car and motorcycle races it was decided that the speedway should hold just one annual race with a very considerable prize fund. The inaugural Indianapolis 500 took place on Memorial Day, 1911. It was won by Ray Harroun in, for the time, a highly unconventional car. The bright yellow Marmon Wasp was not only the first car to have a rear-view mirror; it was also the only car in the race without a riding mechanic. Only twice since then has the 500 been halted, both times due to America's involvement in world wars. The only other alteration came in 1919 when the race was shortened to 300 miles due to a shortage of cars.

European manufacturers fared well at the speedway in the early years. Peugeot, Delage and Mercedes all scored victories in the race's first decade. Two American engineers were to change all that. Throughout the roaring twenties the race would be dominated by the elegant cars and engines of Harry Miller, the son of a German immigrant. His successes brought with it an extravagant lifestyle. In 1933 the company went bankrupt but the engine designs were bought by Fred Offenhauser, an ex Miller employee. Over the next 27 Indy 500's Offenhauser engines would fail to win only three times. The final Offenhauser win came as late as 1978.

The circuit had been sold in 1927 to World War I flying ace Eddie Rickenbacker who made improvements, including

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