Mario Andretti
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Mario Gabriele Andretti (born February 28, 1940) is an American former racing driver and businessman, who competed in Formula One from 1968 to 1982, and IndyCar from 1964 to 1994. Andretti won the Formula One World Drivers' Championship in 1978 with Lotus, and won 12 Grands Prix across 14 seasons. In American open-wheel racing, Andretti won four IndyCar National Championship titles and the Indianapolis 500 in 1969; in stock car racing, he won the Daytona 500 in 1967. In endurance racing, Andretti is a three-time winner of the 12 Hours of Sebring.
Born in the Kingdom of Italy, Andretti and his family were displaced from Istria during the Istrian–Dalmatian exodus and eventually emigrated to Nazareth, Pennsylvania in 1955. He began dirt track racing with his twin brother Aldo four years later, with Andretti progressing to USAC Championship Car in 1964. In open-wheel racing, he won back-to-back USAC titles in 1965 and 1966, also finishing runner-up in 1967 and 1968. He also contested stock car racing in his early career, winning the 1967 Daytona 500 with Holman-Moody. He took his first major sportscar racing victory at the 12 Hours of Sebring that year with Ford. Andretti debuted in Formula One at the United States Grand Prix in 1968 with Lotus, where he qualified on pole position. He contested several further Grands Prix with Lotus in 1969, during which he won his third USAC title and the Indianapolis 500. In 1970, Andretti took his maiden podium finish at the Spanish Grand Prix with STP, driving a privateer March 701. He signed for Ferrari that year, winning at Sebring again.
Andretti took his maiden victory in Formula One at the season-opening South African Grand Prix in 1971, on debut for Ferrari. He took his third Sebring victory the following year. After part-time roles for Ferrari and Parnelli in 1972 and 1974, respectively, Andretti joined the latter full-time for 1975 after finishing runner-up in the SCCA Continental Championship. He moved back to Lotus in 1976, winning the season-ending Japanese Grand Prix. Andretti won four Grands Prix in 1977, finishing third in the World Drivers' Championship. He won the title in 1978 after achieving six victories, becoming the second World Drivers' Champion from the United States. After winless 1979 and 1980 campaigns with Lotus, he moved to Alfa Romeo in 1981. Following his one-off appearances for Williams and Ferrari in 1982, Andretti retired from Formula One with 12 wins, 18 pole positions, 10 fastest laps and 19 podiums.
Andretti returned to full-time IndyCar racing in 1982, placing third in the standings with Patrick, amongst winning the Michigan 500. After finishing third again with Newman/Haas in his 1983 campaign, he won his fourth IndyCar title in 1984, 15 years after the previous and his first sanctioned by CART. He won the Pocono 500 in 1986 and remained with Newman/Haas until 1994; his victory at Phoenix in 1993 made him the oldest winner in IndyCar history, aged 53, as well as the first driver to win a race in four different decades. Andretti retired with 52 wins, 65 pole positions and 141 podiums in IndyCar. His 109 official victories on major circuits across several motorsport disciplines saw his name become synonymous with speed in American popular culture. His sons, Michael and Jeff, were both racing drivers, the former winning the CART title in 1991 and previously owning Andretti Global. Andretti is set to serve on the board of directors of Cadillac in Formula One from its debut 2026 season onwards. Andretti was inducted into the International Motorsports Hall of Fame in 2000.
Early life
[edit]Childhood in Italy
[edit]Mario Gabriele Andretti was born on February 28, 1940 in Montona, Istria, Kingdom of Italy (present-day Motovun, Croatia).[3][4] He was born six hours before his twin brother Aldo.[5] He is the son of Alvise "Gigi" Andretti (d. 1999), who worked as a farm administrator and later for Bethlehem Steel,[6] and his wife Rina (d. 2003).[7] He also had an older sister, Anna Maria Andretti Burley (1934–2018).[8]
Andretti's family owned a 2,100-acre farm in Montona,[9] but following World War II, the Treaty of Paris (1947) transferred the territory to communist-controlled Yugoslavia, an outcome later confirmed by the Treaty of Osimo (1975). As a result, the Andretti family left Montona in 1948 as part of the Istrian–Dalmatian exodus; Andretti later recalled that the family lost all their land and was only permitted to take one truckload of possessions with them.[9] The family spent seven years in a refugee camp in Lucca, Tuscany,[10] where the family was "treated not as Italian citizens, but as refugees."[9] Andretti credited his father for providing for the family amidst the turmoil, explaining that "we were never cold, we were never hungry, we went to school."[11]
As early as the age of two, the Andretti twins were interested in racing. According to their mother, they ran around the kitchen making car noises before they had even seen a car.[12] By the age of five, they were racing hand-crafted wooden cars through the steep streets of their hometown.[13][dead link] The brothers also got a job parking cars at a local garage.[14] In his autobiography, What's It Like Out There, published in 1970, Andretti described the experience, writing, "The first time I fired up a car, felt the engine shudder and the wheel come to life in my hands, I was hooked. It was a feeling I can't describe. I still get it every time I get into a race car."[15][better source needed]
Marco de Cesari and Danilo Piccinini, the owners of the garage, noticed the Andretti brothers' passion for racing and brought them to watch the 1954 Mille Miglia, which was won by Italian racer and two-time Formula One champion Alberto Ascari.[14][16] Ascari became Andretti's personal idol.[17][18] Four months later, de Cesari and Piccinini took the twins to Monza for the Italian Grand Prix, where Andretti saw Ascari and Juan Manuel Fangio race against each other.[18] "I remember being just mesmerized, overwhelmed by the sound, by the speed," Andretti recalled years later. "We didn't even have a grandstand seat, we were up on that bank before the Parabolica on the left. You know, we had a good view of things."[14]
Move to the United States
[edit]Following a three-year wait for U.S. visas, the Andretti family moved to the United States in 1955. After an eleven-day journey on the SS Conte Biancamano, they sailed into New York Harbor on Anna Maria's birthday of June 16.[5][19] They settled in Nazareth, Pennsylvania, where Alvise Andretti's brother-in-law Tony had been living for several years. Although Alvise planned to stay for just five years, the family never left the United States.[9] After spending $875 on boat fare,[20] they arrived in America with just $125 in cash.[12]
Andretti opposed leaving Italy at the time.[9] His father felt that moving to America would give his children the best opportunity to succeed in life. In 2013, Andretti said:
When I looked at my life in many ways out of so many negatives here comes a positive and this was certainly one of them, here was an opportunity created for us, the kids, and my dad always cited that. He would say in a sense I am looking at your future, where I think would be the best solution for you kids to have opportunities and he was correct, he was right because if we had remained in Italy I don't know whether I could have pursued what my first passion was and the only passion I really had career wise.[11]
It was initially claimed that Andretti became a naturalized U.S. citizen on April 15, 1964, four days before his IndyCar debut.[3] Andretti actually obtained U.S. citizenship on April 7, 1965.[21]
Early racing career
[edit]Debut in dirt track racing
[edit]After finishing high school, Andretti planned to become a welder.[22] However, his father purchased a 1957 Chevrolet, which the twins frequently modified, adding upgrades like a glasspack muffler and fuel injection.[14]
While getting acquainted with Pennsylvania, the Andretti twins were surprised to find that Nazareth hosted a half-mile dirt track, Nazareth Speedway.[12] They used money they made working at their uncle's Sunoco station[9] to refurbish a 1948 Hudson,[12] using a stolen beer barrel as a fuel tank.[9] The car was ready to race when the twins were 19 years old, but the minimum age to race was 21, so the brothers convinced a local newspaper editor to forge earlier birthdays on their drivers' licenses.[9] After Aldo got into a major accident, the local chief of police spotted the twins' forged licenses but turned a blind eye to the irregularity, as revealing the forgery would have cancelled the twins' health insurance.[14]
The twins hid their racing careers from their father, who was skeptical of the sport, as Alberto Ascari had died in an accident shortly before the family moved to America, and many other racing accidents were in the news at the time. The twins did not tell their father that they were racing until Aldo suffered a fractured skull during a race; he spent 62 days in a coma. Andretti's father nearly disowned Mario when the latter insisted on racing again, but eventually relented.[9]
The twins got off to a good start in racing, picking up two wins each in the Limited Sportsman Class after their first four races.[23] In their first two weeks of racing, they won $300, the equivalent of 30 weeks of savings from the Sunoco station (after contributions to the family pocketbook were deducted).[9] From 1960 to 1961, Mario won 21 out of 46 modified stock car races.[12] Aldo also resumed racing, but suffered a career-ending accident in 1969.[9] In part because the twins often shared a single car, they only raced against each other once, at Oswego Speedway in 1967; Mario won, with Aldo finishing 10th after a brake failure.[5]
To intimidate their opponents, the twins bought Italian racing suits and fabricated a story about racing in junior formulae back in Italy. After Andretti maintained the fiction for many years,[24][3] he admitted in 2016 that the story was fabricated. He recalled that it "psych[ed] [the opponents] out, big time."[9]
Single-seater racing
[edit]Despite his early successes racing modified stock cars, Andretti's goal was to race in single-seater open-wheel cars.[3] He started by racing midget cars from 1961 to 1963 in the American Racing Drivers Club (ARDC) series. To gain exposure, he raced 3/4 (sized) midgets before graduating to full-sized midgets.[3] He raced in over one hundred events in 1963,[25] and picked up 29 top-five finishes in 46 ARDC races.[26] On Labor Day in 1963, Andretti won three feature races at two different tracks: an afternoon race at Flemington, New Jersey and a doubleheader at Hatfield, Pennsylvania, after which reporter Chris Economaki told him that "you just bought the ticket to the big time."[3]
From midget cars, the next step on the East Coast racing ladder was sprint car racing, first with the United Racing Club (URC) series and then with the United States Auto Club (USAC) series. Andretti unsuccessfully attempted to secure a full-time URC ride, at one point driving from Canada to Williams Grove, Pennsylvania hoping for a opening. However, after some spot starts in URC, team owner Rufus Gray gave Andretti a full-time USAC drive for 1964. He finished third in the season standings to Don Branson and Jud Larson, both of whom were roughly twenty years his senior,[27] but won the 1964 Joe James-Pat O'Connor Memorial USAC sprint car race at Salem Speedway.[3]
Andretti continued to race in USAC sprint cars after progressing to IndyCar. In 1965 he won once at Ascot Park, and finished tenth in the season points.[27] In 1966 he won five times (Cumberland, Oswego, Rossburg, Phoenix, and his second win at the James-O'Connor Memorial), but finished behind Roger McCluskey in the season championship.[27] In 1967 he won two of the three events that he entered.[3]
USAC IndyCar career
[edit]From 1956 to 1978, the top open-wheel racing series in North America was the USAC National Championship, alternatively referred to as IndyCar or Champ Car.[28] The races were run on a mixture of paved and dirt ovals, and in later years also included some road courses. In 1971, USAC split off its dirt-track races into a separate National Dirt Car Championship. The pavement championship retained the name USAC Championship Car Series and was later rebranded to the "Gold Crown Series," while the dirt championship had fewer races and was later rebranded to the "Silver Crown Series."[29]
Breaking in (1964)
[edit]Andretti made his USAC IndyCar debut on April 19, 1964, while still raicing full-time in the USAC sprint car series. He received a spot start for the Doug Stearly team at the New Jersey State Fairgrounds in Trenton, New Jersey.[3] He started sixteenth and finished eleventh.[26] 1964 marked an additional personal milestone for Andretti: it was the first time his father had ever agreed to watch him race.[30]
Andretti spent the first portion of the 1964 season trying to find a full-time IndyCar drive. An opening appeared to materialize when one of the big three IndyCar teams,[31] Dean Van Lines (DVL), lost Chuck Hulse to injury.[26] Andretti met with DVL's lead mechanic, Clint Brawner, to ask for the drive.[3] Although Andretti had come with an introduction from his sprint car team owner, Rufus Gray, Brawner turned Andretti down, as he was skeptical of sprint car racing and felt that Andretti was not ready to compete.[3][26] He hired Bob Mathouser to replace Hulse.[26] Andretti joined Lee Glessner's outfit, but was forced to sit out the Indy 500.[26]
Dean Van Lines, Andretti Racing, and STP (1964–1971)
[edit]
Andretti got his big break with DVL midway through the 1964 season, after the youngster impressed Brawner in two races: a sprint car race in Terre Haute, Indiana[3] and an IndyCar race at Langhorne Speedway, where Andretti passed Mathouser in the closing laps.[26] Andretti was pleased to join what he called one of the "few outfits worth driving for."[32] He completed the final eight races of the season with DVL, finishing eleventh in the season standings.[3] He was named IndyCar Rookie of the Year.[33]
The Andretti-Brawner combination would soon come to dominate the sport, staying together through two ownership changes until Brawner left at the end of the 1969 season.[34] From 1965 to 1969, Andretti won three USAC IndyCar titles. He also came within 93 points of winning five in a row; for comparison, at the time, 100 points was the difference between finishing sixth and seventh at the Indy 500. At the peak of his statistical dominance, Andretti won 29 of 85 USAC championship races between 1966 and 1969.[12]
In 1965, Andretti's first full season with DVL, he took advantage of the team's new Brawner Hawk, a mechanical copy of the then-current Brabham Formula 1 design.[26] As he had not competed in the previous year's Indianapolis 500, his third-place finish at the 1965 Indianapolis 500 earned him the race's Rookie of the Year award.[26] He won his first IndyCar race at the Hoosier Grand Prix, a road course event at Indianapolis Raceway Park.[3] Although he won only one race that year, he scored six second places and three third places, giving him ten podiums (and 16 points finishes) in 18 races. His closest competitor, A. J. Foyt (who had won four of the last five USAC titles) won five races and took nine podiums, but lost the championship in part due to seven non-points finishes. At age 25, Andretti became the youngest IndyCar champion in history,[25] a record he held for thirty years until Jacques Villeneuve won the CART series in 1995.[26] To his irritation, however, when he appeared on Johnny Carson at the end of the season, he was introduced as the Indy 500 Rookie of the Year, which he felt downplayed his title win.[26]
In 1966, Andretti won his second straight USAC title. In contrast to his maiden title win, Andretti won eight of fifteen events[3] and led 1,142 laps, nearly 1,000 laps more than his closest competitor.[26] He led 54.5% of all laps in 1966, an all-time record until Al Unser led 66.8% of all laps in 1970, and still the second-highest figure in history as of the 2022 season.[35] Andretti also took pole at the 1966 Indianapolis 500, but retired after 27 laps with a mechanical failure.[3]
In 1967, Andretti lost the season USAC championship to A. J. Foyt in the waning laps of the last race of the season at Riverside, California. Foyt's 80-point lead over Andretti was the smallest margin of victory in USAC IndyCar history.[citation needed] He also won a single non-championship drag race in 1967 in a Ford Mustang.[citation needed]
DVL owner Al Dean died at the end of the 1967 season. Per his wishes, the team was wound up and its cars were sold to Andretti, who became an owner-driver under the name Andretti Racing Enterprises.[34] Brawner stayed on as chief mechanic.[36] In 1968, Andretti once again lost the title at the final race of the season, this time to Bobby Unser, who beat Andretti by just 11 points.[citation needed] Unser's record was not eclipsed until IndyCar introduced a new scoring system, after which Al Unser won the title by five points in 1983.[citation needed] Andretti's consistency set many IndyCar records. He finished second 11 times in 27 starts; no other driver has finished second more than eight times in a season. In addition, his 16 podium finishes remain an all-time record, although Alex Zanardi collected 15 podiums in 1998.[35]
| # | Season | Date | Sanction | Track / Race | No. | Winning Driver | Chassis | Engine | Tire | Grid | Laps Led |
|---|---|---|---|---|---|---|---|---|---|---|---|
| 1 | 1968 | August 4 | USAC | Circuit Mont-Tremblant Heat 1 (R) | 2 |  Mario Andretti
|
Hawk III | Ford Indy DOHC V8 | Firestone | Pole | 26 |
| 2 | August 4 | USAC | Circuit Mont-Tremblant Heat 2 (R) | 2 | Mario Andretti (2)
|
Hawk III | Ford Indy DOHC V8 | Firestone | Pole | 38 | |
| 3 | September 2 | USAC | DuQuoin (DO) | 2 | Mario Andretti (3)
|
Kuzma 60 D | Offenhauser L4 252 cu | Firestone | 6 | 94 | |
| 4 | September 22 | USAC | Trenton International Speedway (O) | 2 | Mario Andretti (4)
|
Hawk II | Offenhauser L4 TC 168 cu | Firestone | 2 | 172 |
Unhappy about being an owner-driver,[37] Andretti sold the team to Andy Granatelli's STP Corporation before the 1969 season. Granatelli retained the DVL cars and staff.[34] Andretti won nine points-paying races in 1969, including the 1969 Indianapolis 500 and the Pikes Peak International Hill Climb.[23] He won his third title and was named ABC's Wide World of Sports Athlete of the Year.[citation needed]
The core of the team split up after the 1969 title season, when Andretti's mechanics Clint Brawner and Jim McGee left STP to start their own team.[34] Andretti remained with STP, which agreed to sponsor him during the 1970 Formula One season.[38] Following their exit, it was said that Brawner and McGee felt underpaid by the new management.[34] However, it was also rumored that Andretti forced out Brawner, although Andretti disputed this, saying that Brawner did not want to deal with Granatelli.[37] According to McGee, Andretti and Brawner had been "feuding for years,"[39] but "certainly respected each other."[37] He added that he and Brawner never wanted Andretti to sell the team to Granatelli and only agreed to stay with the team if Granatelli was not involved in racing operations.[40] When Granatelli intervened to take Andretti's side during a dispute, Brawner decided he had had enough, and McGee followed him.[39] According to an urban legend, Brawner's wife Kay hexed Andretti's family after the STP split, giving rise to the so-called "Andretti curse."[37]
Neither side fully recovered from the split. The Brawner/McGee team folded midway through the 1972 season.[34] Meanwhile, Andretti settled for a fifth-place finish in 1970, and the STP Formula One team shut down after five races. In 1971, after dirt tracks were split into a second championship, Andretti fell to ninth in USAC's pavement track championship. His 1971 dirt track results were even more disappointing, with zero points and a best finish of 13th.[citation needed]
Parnelli (1972–1975)
[edit]For the 1972 season, Andretti left STP and joined Vel's Parnelli Jones Racing (Parnelli for short; named after its owners Vel Miletich and Parnelli Jones). He recruited McGee to join him.[34] Parnelli was IndyCar's dominant team at the time, with stars Al Unser and Joe Leonard. Andretti's arrival was billed as creating a "superteam."[41]
Andretti never won a title with Parnelli, but he bounced back significantly from his last two years at STP, especially on dirt tracks. His 1972 season was disappointing by his standards, as he finished eleventh in the pavement championship, while his teammate Leonard took home the title.[citation needed] In 1973, he finished second in the dirt-track championship;[42] Al Unser beat him to the title even though Andretti won two of the three races.[43] He also finished fifth in the main championship.[3] In 1974, he won the dirt-track championship by taking three of the five races,[42][43] but fell back to 14th in the main championship.[12]
During this period Andretti was increasingly drawn to formula racing. In addition to his part-time participation in Formula One from 1968 to 1974, Andretti competed in the North American Formula 5000 series in 1974 and 1975. In both years, he finished runner-up to fellow Formula One part-timer Brian Redman,[44] winning as many races as the Englishman each season but suffering from reliability issues.[45][46] After 1974, Andretti stopped competing full-time in IndyCar to focus on Parnelli's Formula One project. He quit the USAC team after Parnelli dropped out of Formula One during the 1976 season.[citation needed]
Penske (1976–1978)
[edit]After Andretti joined Team Lotus in Formula One, he also agreed to make sporadic guest appearances in IndyCar with Roger Penske's Penske Racing, which had recently hired McGee.[39] In nineteen races from 1976 to 1978, he won one race (at Trenton Speedway in 1978), and collected eight top-five finishes.[47][48]
Stock car racing career
[edit]At the height of his Champ Car career, Andretti also made thirty appearances in top-level stock car racing, competing in sixteen United States Auto Club (USAC) races and fourteen NASCAR Grand National Series (now NASCAR Cup Series) races from 1965 to 1969. He finished in the top five in exactly half of his USAC races.[47] He was less successful in NASCAR, with one top-five finish and three top tens, but won the competition's most prestigious race, the 1967 Daytona 500.[49] As of 2017, Andretti and A. J. Foyt were the only non-full-time stock car drivers to ever win the Daytona 500.[49]
In USAC, Andretti finished twelfth in the 1965 standings after participating in five out of sixteen races.[50] His best season performance was 1967, when he competed in eight out of 22 races, won round 12 at Mosport, and finished seventh in the season standings.[51] Following USAC's split between road course and dirt course standings, he won three road course races in 1974 and another four in 1975.[3]
In NASCAR, Andretti spent 1966 guesting with various teams before obtaining a consistent guest role with Holman-Moody, the Ford works team,[52] for the next three seasons. His appearances were mainly limited to Daytona (eight races) and Riverside (four races). As a guest driver, Andretti did not receive the first pick of equipment and pit crews,[52] and he won only one race, the 1967 Daytona 500, where he persuaded Holman-Moody to give him a top-spec engine.[52] He later claimed that the team tried to sabotage his race so that its lead driver, Fred Lorenzen, could inherit the win,[52][53] and noted that he needed to get tips on setting up the car from a rookie, Donnie Allison.[53] (His future team owner, Parnelli Jones, agreed with the sabotage allegation, quipping that "I don't think I've ever seen a team not want its driver to win [before]."[49]) Andretti stopped competing in NASCAR after 1969, as race seats at teams of the caliber of Holman-Moody rarely came open after the 1960s.[54]
In the 1970s and 1980s, Andretti competed in six editions of the International Race of Champions (IROC), an invitational stock car series with a limited calendar. He did well early on, winning IROC VI and finishing second in IROC III and IROC V, but his results tailed off after he turned forty. He won three races in twenty events.[55]
Formula One career
[edit]Part-time roles (1968–1970)
[edit]
Andretti never competed in an Indianapolis 500 during the period it counted towards the Formula One World Championship (1950–1960). Some Formula One teams ran cars in the Indianapolis 500 even after it dropped off the Formula One calendar, including Colin Chapman's Team Lotus.[56] At the 1965 Indianapolis 500, Andretti's Indy 500 debut, Lotus works driver Jim Clark won and Andretti finished third as the top-placed rookie.[57][58] Following the race, Clark encouraged Chapman to meet the American youngster.[59] After Andretti explained that he wanted to race in Formula One someday, Chapman responded, "When you're ready, call me."[58][56]
Chapman made good on his word, and in 1968, Lotus entered Andretti in the Italian Grand Prix, providing him a third car to complement works drivers Graham Hill and Jo Siffert.[60] Andretti was delighted by the Lotus 49B, saying that its handling was a major improvement over Champ Car.[59] He beat the Monza lap record in testing,[60] but was disqualified after flying back to America to fulfill a contractual commitment to race at the Hoosier 100; at the time, Formula One had a rule that drivers could not race twice in 24 hours.[60] He later said that the race officials reneged on a promise to waive the rule on his behalf.[61][56]
Andretti got his real start in Formula One at the United States Grand Prix and promptly took pole.[57][62] Due to his disqualification at Monza (where he had qualified tenth),[63] he became the first Formula One driver to start his first race from pole.[59] Jackie Stewart overtook him on the first lap, but the two drivers were neck-and-neck until Andretti's nose cone broke, forcing him to pit. He eventually retired with a clutch failure, but he had made a strong impression. Reviewing the race, Motor Sport wrote that Andretti displayed "that same assurance of absolute control [in the corners] one saw in [Jim] Clark's driving."[64]
At the end of the 1968 season, Chapman offered Andretti a full-time drive to replace Clark, who had died in an accident that April. Andretti did not want to give up his stable USAC career; for the next four years, he made only sporadic appearances in Formula One with Lotus, STP-March, Ferrari, and Parnelli.[57] The cars were mostly uncompetitive, and he failed to finish seven out of eight races in 1969 and 1970. At the one race he finished, the 1970 Spanish Grand Prix, he collected his first Formula One podium after several drivers ahead of him retired with mechanical issues.[65]
Ferrari (1971–1972)
[edit]Andretti signed with Ferrari in 1971 and entered seven out of 11 races, completing two and dropping out of another due to contractual commitments. In his Ferrari debut, he won his maiden Grand Prix at Kyalami after race leader Denny Hulme's engine failed with four laps to go.[66] He also won the non-championship Questor Grand Prix in California.[67] Following the Questor win, Enzo Ferrari offered to make Andretti his No. 1 driver for 1972, but Andretti declined, later remarking that "[Formula One] didn't pay much back then [...] but I always figured I'd get another opportunity."[68] He later described Enzo Ferrari as a school principal-type figure, explaining that Ferrari "had no other interest in life outside of motor racing" and was "so demanding," but "always correct."[14] Andretti also raced five times in 1972, but scored no podiums. He sat out the 1973 season.
Parnelli (1974–1976)
[edit]In the mid-1970s, Andretti encouraged Parnelli, his IndyCar team, to sponsor a Formula One car.[69] He had previously persuaded the team to hire Lotus designer Maurice Philippe, who proceeded to develop several IndyCars for the team.[70] To prepare for a Formula One challenge, the team secured funding from Firestone,[69][56] which agreed to make special tires for the team.[41] The team hired more Lotus veterans, including Jim Clark's old crew chief Dick Scammell and administrator Andrew Ferguson.[70] Parnelli ran Andretti in the two North American end-of-season races in 1974.[56] He qualified third at the United States Grand Prix but did not start the race due to a mechanical failure.[70][41]
In 1975, Andretti drove a full Formula One season for the first time, skipping two races to compete in IndyCar.[71] He was disappointed by the Parnelli VPJ4, which he felt was derivative of the Lotus 72. More importantly, sponsor Firestone pulled out ahead of the season.[70] The VPJ4 had been designed for Firestone's custom tires, and without them, its performance suffered.[41] The car also suffered from frequent brake failures.[72] The season's high point was the Spanish Grand Prix, where Andretti qualified fourth. His suspension was badly damaged by a multi-car first-lap crash, but he improvised and led the race for nine laps before his suspension failed.[73] He finished third at the non-championship 1975 BRDC International Trophy Race.[70] At the Swedish Grand Prix, he was nearly killed when his brakes failed during qualifying, but finished fourth with the team's backup car.[41] He finished 14th in the Drivers' Championship, scoring five points.
Ahead of the 1976 season, new hire John Barnard was given permission to tweak the car's design, providing immediate performance improvements.[72] Parnelli skipped the first race of the season,[72] so Andretti started the year with Lotus and returned to Parnelli for rounds two and three.[74][56] Parnelli pulled out of Formula One after round three after sponsor Viceroy withdrew funding, leaving Andretti without a drive.[25] Andretti only learned of the decision when a reporter asked him about it as the grid lined up to start the race.[72][41] He later admitted that "I was the only one, really, that wanted [the Formula One team]."[56] For his own part, Parnelli Jones maintained that he did not make money on the venture and tried hard (within his means) to give Andretti a good car.[72]
Lotus (1976–1980)
[edit]1976
[edit]
The day after Andretti learned Parnelli was shutting down, he met Lotus' Colin Chapman at a local hotel. Chapman told Andretti, "I wish I had a decent car for you,"[56] as one of the Lotus cars had actually failed to qualify for the prior day's race.[72] Andretti wanted to stay in Formula One, so he took the Lotus job anyway. He promised Chapman that "I will drive for you, and we will make the car better."[41] He negotiated for number one driver status, mindful of Chapman's reputation for giving only one driver the best machinery.[56] On at least one occasion, he exercised his authority to borrow his teammate's car when it was faster at a particular circuit.[75]
The Lotus 77 was not competitive, and with five races to go, Andretti had scored just five points, leaving him mired in 13th place in the drivers' standings.[76] At the next race, the Dutch Grand Prix, Andretti asked the team to let him drive the revolutionary Lotus 78.[citation needed] After Chapman declined the request, the team rallied and Andretti went on his best run of form in his F1 career. At the Dutch GP, he drove the 77 to his first podium since March 1971. He collected three podiums in the final five races and lapped the field in his victory at the season-ending Japanese Grand Prix.[57] The late-season flurry of results moved Andretti up to 6th in the Drivers' Championship, with 22 points.
Ground effect revolution
[edit]
Andretti's timing was fortuitous, as he rejoined Lotus at the eve of the ground effect revolution. Since mid-1975, Lotus had been working out how to shape the underside of the car to generate downforce with considerably less drag than a larger rear wing would create. With Andretti's support, the Lotus design team enlarged the car's sidepods to generate more downforce.[77] The sidepods had holes to take in air, which was then channeled under the floor to facilitate the Venturi effect. The car was effectively sucked towards the ground, allowing it to take corners at much higher speeds than were previously thought possible.[78]
Andretti acknowledged that the cutting-edge Lotus had a reputation for building dangerous cars, and said that Chapman was "adamant about [minimizing] weight" to "give the driver every possible advantage."[14] Andretti took a close interest in developing the car,[77] and worked with his mechanics to ensure that Chapman did not do anything "too radical."[14] Wind tunnel technology was still primitive at the time, but Lotus devised a way to model air flow on track by hiring a photographer to take pictures of wind-sensitive bristles that he mounted on the chassis in tests.[77] While testing the car at Hockenheim, Andretti noticed that the car's downforce was much more pronounced when he drove close to a nearby fence. Chapman began attaching plastic strips to the side of the car, which eventually developed into sideskirts.[77][79]
Andretti also helped the team with his ability to set up a car; one commentator said that "aside from Andretti, only Lauda was known for great technical understanding [...] an increasingly vital quality for racecar drivers as racecars became increasingly sophisticated."[80] Drawing on his extensive oval racing experience in the U.S., Andretti optimized his cars for each track by exploiting subtle differences in tire size ('stagger') and suspension set-up ('cross weighting') on each side of the car.[81][82] Engineer Nigel Bennett recalled that Andretti would request seemingly imperceptible adjustments to the car, such as "Lower the front springs by an eighth of a turn."[83]
1977: Reliability issues
[edit]
In 1977, the Lotus 78 "wing car" was one of the fastest cars on the grid, and Andretti won four races, more than any other driver. The car was dominant on its day: at the Belgian Grand Prix, Andretti took pole by 1.54 seconds, infuriating Chapman, who wanted to hide the full extent of the car's dominance from his competitors.[78] Andretti failed to win that race, as he crashed into John Watson during the first lap, which he later called "one of the biggest mistakes of [his] career".[9]
At round four, Andretti won the United States Grand Prix West; as of 2024, he remains the only American to win an Formula One race on home soil.[84][85] He scored a dominant win at the Spanish Grand Prix,[86] but also held his own under close racing, winning the French Grand Prix after a dramatic last-lap pass on Watson.[87] He also won his first Italian Grand Prix after three attempts, an achievement in which he took great pride.[88][9]
Andretti endured a snakebit season, with many reliability-related retirements and emergency pitstops. Lotus had commissioned special engines, which proved to be unreliable,[78] and Andretti suffered engine failures while leading at Spielberg,[89] in second at Silverstone,[90] and battling for third at Zandvoort.[91] His engine also failed at Hockenheim.[92] Lotus' Peter Wright and Ralph Bellamy believed that the team would have won the title if Chapman had settled for a regular Cosworth DFV engine.[83][93] For his own part, Andretti rued Chapman's tendency to "pull the last litre or two of fuel out of the cars before the race," noting that he ran out of fuel at three races in 1977 (Kyalami, Anderstorp, and Mosport).[94] Andretti also retired at Interlagos with an electrical failure after running in third.[95]
Ferrari dominated the Constructors' Championship with 95 (97)[b] points to Lotus' 62, and Andretti finished third in the Drivers' Championship, with 47 points, 25 behind Ferrari's Niki Lauda, who skipped the last two races.[85] Andretti concluded that the Lotus 78 was his favorite Formula One car, even more than the next year's title-winning Lotus 79.[96]
1978: World Champion
[edit].jpg)
Andretti won his first and only Formula One World Drivers' Championship in 1978. Before the season, the team signed Ronnie Peterson and made him the highest-paid driver in Formula One.[68] Although Chapman agreed to pay Andretti the same salary as Peterson,[68] Andretti felt that he had earned number one driver status given how much time he had invested to develop the car.[98] Enzo Ferrari offered to double Andretti's salary, but withdrew the offer after Chapman "raised hell with [Enzo]".[68] Chapman placated Andretti by offering him a bonus of $10,000 a point for the 1978 season.[68] In addition, although Andretti felt it was "ridiculous" for a driver of Peterson's talent to have to accept number two driver status, he extracted a promise that absent reliability issues, Chapman would impose team orders to give Andretti the lead if Lotus was leading 1-2.[98]
The team continued racing the 78 for the first five races of the season while Chapman perfected the next car. Andretti dominated the season-opening Argentine Grand Prix, taking pole and leading from start to finish.[99] After five races, he was tied for second place in the drivers' standings with 18 points, five adrift of Patrick Depailler.[100]
Lotus unveiled the Lotus 79 at the Belgian Grand Prix. The new car included an improved diffuser to facilitate airflow at the back of the car.[77] With plenty of downforce in hand, Lotus ran a small rear wing that increased the car's top speed.[101] Andretti and Peterson complained to Chapman that a design flaw consistently overheated the brake fluid.[77] Andretti's smooth driving style suited the car, whose downforce was so great that the chassis might have buckled in the hands of a more choppy driver.[77] At Belgium, Andretti took pole by eight-tenths of a second, led from start to finish, and won by ten seconds.[83]
Andretti dominated the rest of the season, winning five of the next eight races, while teammate Peterson finished second with two wins.[85] Lotus had four 1-2 finishes in 1978, all with Andretti winning, which led to speculation that Chapman had ordered Peterson to let Andretti win those races.[102] Two rounds before Andretti clinched the title, Peterson told the press that "team orders haven't come into it because the situation has always worked itself out."[103] However, at the following race at Zandvoort, Peterson "ostentatiously" followed Andretti to a 1-2 finish, giving fresh life to the accusations.[25]
He clinched the championship at the Italian Grand Prix, with two races to go.[12] There was no championship celebration because Peterson crashed heavily at the start of the race. He died that night from complications resulting from his injuries.[12] In 2018, Andretti said that "I could never truly celebrate and I never will. It was an enormous jolt. You never really totally recover from [it]."[77]
1979–1980
[edit]Andretti never won another Grand Prix after 1978. Following the 1978 title season, lead sponsor Imperial Tobacco temporarily quit Formula One; it would not return to Lotus until 1983.[104] In 1979, the team rolled out the Lotus 80, but the downforce was so great that it overwhelmed the car's suspension, generating porpoising issues. In addition, the chassis was not strong and inflexible enough to withstand the forces, causing rivets to pop out while driving.[105] Andretti picked up a podium in the Lotus 80's debut at Jarama.[25] His new teammate Carlos Reutemann refused to drive the car at all, and Andretti drove it only three times before returning to the Lotus 79, which was already out of date.[106][107] Andretti finished 12th in the standings, with 14 points. It was the first time in his full-time Formula One career that he finished behind his teammate. Reutemann left for Williams after the season.[106]
Following the failure of the Lotus 80, Chapman tried to solve the problem by developing the Lotus 88, a complex and innovative carbon-fiber, dual-chassis structure.[108] In theory, one chassis would absorb the porpoising while the other chassis would carry the driver.[109] The team used a transitional car, the Lotus 81, for 1980, while Chapman developed the 88. Andretti was paired with the young Italian Elio de Angelis, and briefly with test driver Nigel Mansell, but the team was again unsuccessful.[110] Andretti scored only one point all season. Over the course of the season, Andretti lost faith in the Lotus 88's design philosophy, declaring that Chapman "got bored and started going crazy with other things that were outside of the rules."[111] He left Lotus at the end of the season, shortly before Chapman was about to unveil the Lotus 88 for 1981. After his departure, the FIA banned the Lotus 88.[111]
Alfa Romeo (1981)
[edit]
For the 1981 season, Andretti had a choice between Alfa Romeo and McLaren. He picked the Italian team due to his friendship with one of their engineers.[111] It was also said that Alfa Romeo offered him more money.[25] The team had recorded some promising results in 1980, including that year's United States Grand Prix, where Bruno Giacomelli took pole and retired in the lead with an electrical issue.[112] Before the 1981 season, the FIA outlawed sliding sideskirts, which the Alfa Romeo design team had relied on to generate ground effect.[113] Andretti finished fourth on his debut at the United States Grand Prix West, but the team was otherwise uncompetitive.[111][114]
Andretti finished 17th in the Drivers' Championship, with 3 points. He left the team after the season, explaining that the new generation of Formula One cars required "toggle switch driving with no need for any kind of delicacy [...] it made leaving Formula One a lot easier than it would have been."[115]
Stand-in appearances (1982)
[edit]During the 1982 season, Andretti managed to race for both the Drivers' and Constructors' Championship-winning teams, Williams and Ferrari. Andretti joined Williams for the United States Grand Prix West after Carlos Reutemann abruptly quit. He damaged his suspension after contacting a wall and retired.[116] IndyCar commitments prevented him from signing a full-time contract,[116] and Williams' Keke Rosberg won the Drivers' Championship.[117]
Andretti then replaced the injured Didier Pironi at Ferrari for the last two races of the season. He took pole and finished third at the Italian Grand Prix.[118] At the season-ending Caesars Palace Grand Prix, Andretti's final Formula One race, he retired with a suspension failure, but Ferrari clinched the Constructors' Championship after Niki Lauda retired with an engine failure.[117] Andretti agreed to serve as Renault's reserve driver for one U.S. race in 1984,[119] but declined to be considered for a reserve role in 1986, effectively ending his F1 career.[120]
CART IndyCar career
[edit]Penske (1979–1980)
[edit]
In 1979, a new organization, Championship Auto Racing Teams (CART), set up the IndyCar World Series,[121] which eventually displaced the USAC National Championship.[28] CART was formed because the larger and more institutional IndyCar teams, like Andretti's Penske Racing, disagreed with USAC's governing philosophy, which favored low barriers to entry for new competitors. The CART founders wanted a greater emphasis on technical innovation (the costs of which deterred new entrants) and a more structured attitude towards advertising and promotion.[28] After Penske helped start CART, Andretti sporadically competed in CART during the 1979 and 1980 seasons.
Patrick (1981–1982)
[edit]Andretti switched to Patrick Racing for the 1981 season, which was also his final full season in Formula One. He clashed with his former team principal Roger Penske at the 1981 Indianapolis 500, which permitted CART drivers to participate, although it did not count in the CART standings. Penske convinced USAC arbitrators to hand the win to Penske's Bobby Unser, who had previously been stripped of the win (which Andretti then inherited) for passing cars under caution.[122]
After leaving Alfa Romeo, Andretti joined CART full-time for the 1982 season. He finished third in the season standings, with six podiums in 11 races.[citation needed]
Newman/Haas (1983–1994)
[edit]
In 1983, Andretti joined the new Newman/Haas Racing team, set up by Carl Haas and actor Paul Newman using cars built by British company Lola. He spent the rest of his full-time racing career with Newman/Haas.[25]
Andretti took the team's first win at Elkhart Lake in 1983.[123] He won the pole for nine of sixteen events in 1984, and claimed his fourth Champ Car title at the age of 44. He edged out Tom Sneva by 13 points. It was the first series title for the second year team.[citation needed]
In August 1986, Andretti won the Pocono 500, in his 14th attempt to win at the track near his Pennsylvania home. It gave Andretti 500-mile Indy car wins at Indianapolis, Michigan, and Pocono.[citation needed]
Mario's son Michael joined Newman/Haas in 1989. Together, they made history as the first father/son team to compete in both IMSA GT and Champ Car racing.[24] With regard to the former, it was their fourth time in an endurance race together as co-drivers. Mario finished seventh in points for the 1991 season, the year that Michael won the championship.[citation needed]
Mario's last victory in IndyCar racing came in 1993 at Phoenix International Raceway,[124] the year that Michael left Newman/Haas to race in Formula One. The win made Mario the oldest recorded winner in an IndyCar event (53 years, 34 days old).[124][125] Andretti qualified on the pole at the Michigan 500 later that year with a speed of 234.275 miles per hour (377.029 km/h). The speed was a new closed course world record.[25]
Andretti's final season, in 1994, was dubbed "The Arrivederci Tour." He retired at the end of the year, having competed in 407 IndyCar races during his long career.[25] At the time of his retirement, his 52 wins were the second-most in history, behind only A. J. Foyt's 67, although Scott Dixon passed him in 2022.[126] In addition, his 7,595 laps led remain the all-time record, nearly 1,000 laps higher than second-placed Michael Andretti's 6,692.[35]
Indianapolis 500
[edit]Andretti won once at the Indianapolis 500 in 29 attempts. Andretti has had so many incidents and near victories at the track that critics have dubbed the family's performance after Mario's 1969 Indianapolis 500 victory the "Andretti Curse."[127][128]
Andretti finished all 500 miles (800 km) just five times, including his 1969 Indianapolis 500 victory. Andretti was the first driver to exceed 200 miles per hour (320 km/h) while practicing for the 1977 Indianapolis 500.[22] In 1969, after 4 years of bad luck and 4 non-finishes, Andretti dominated the Indianapolis 500 en route to his only victory in the race.[129] The race is notable as it is the only Indy 500 in history where the winning driver ran the whole race on only 1 set of tires.[citation needed]
However, between his 1969 victory in the race and 1981, Andretti repeatedly dropped out of the races due to mechanical failures or crashes. Beginning in 1981, Andretti's incidents became somewhat more curious.
- 1981: Andretti finished second on track, eight seconds behind Bobby Unser. He was temporarily promoted to winner after Unser received a one-lap penalty for passing cars under caution flag, but lost the victory four months later after arbitrators downgraded Unser's penalty to a fine. Andretti refused to give his winner's ring to Unser, and still claims he won the race.[122]
- 1982: Andretti qualified on the second row but was taken out in a crash at the start, triggered by Penske's Kevin Cogan. Three minutes after the wreck, Andretti was heard saying "This is what happens when you have children doing a man's job up front." He later got in a shoving match with Cogan.[130]
- 1985: Andretti passed Danny Sullivan for the lead on lap 20 after the latter spun, but was unable to capitalize due to a prompt caution flag. Sullivan passed Andretti 20 laps later.[citation needed]
- 1987: Andretti dominated the race and led 170 of the first 177 laps. He was advised to slow down to preserve his engine, but when he did so, his engine failed. Analysis later found out that the slower pace actually damaged the engine due to an inadvertent harmonic imbalance.[131]
- 1992: Andretti broke six toes in a crash on lap 83, and his son Jeff broke both legs in a crash on lap 109. Andretti called it the "worst day of my life."[citation needed]
- 1993: In Andretti's last serious shot at an Indy 500 win, he qualified second after Arie Luyendyk beat his provisional pole time with less than an hour to go. He took the lead but lost it due to a stop-and-go penalty. He was unable to challenge for the lead after that due to tire issues.[citation needed]
Andretti's last race at Indy was the 1994 Indianapolis 500, where he dropped out due to mechanical issues.[127] His last major on-track participation came at the 2003 Indianapolis 500, when his son Michael invited him to test a car with an eye towards potentially replacing the injured Tony Kanaan if the Brazilian could not compete. The 63-year-old Andretti ran at competitive speeds, but when Kenny Bräck crashed in front of him, Andretti's car ran over Bräck's debris and went airborne, leading to a "spectacular" crash. He escaped with minor injuries.[25]
Sportscar racing career
[edit]North American endurance racing
[edit]Andretti's first race in a sportscar was in 1965, when he piloted a Ferrari 275 P at the the Bridgehampton 500 km at Bridgehampton Race Circuit; he did not finish the race.[132] Andretti won three 12 Hours of Sebring endurance races (1967, 1970, 1972),[12] and a 6-hour race at Daytona in 1972.[133] In early sportscar races he competed for the Holman-Moody team, but later often drove for Ferrari.[132]
Andretti signed with Ferrari in 1971, and won several races with co-driver Jacky Ickx.[57] In 1972, he shared wins in the three North American rounds of the championship and at Brands Hatch in the UK, helping Ferrari to a dominant victory in that year's World Championship for Makes.[134] He also competed in the North American Can-Am series in the late 1960s and early 1970s, entering 25 races. His best single race finish was third place at Riverside in 1969.[132]
Le Mans
[edit]Andretti competed at the 24 Hours of Le Mans in four decades. In 1966, he shared a Holman-Moody Ford Mk II with Lucien Bianchi. They retired after their car dropped a valve at 10:30 pm.[135] In 1967, during a 3:30 am pit stop, a mechanic inadvertently installed a front brake pad backward on his Ford MkIV. As Andretti passed under the Dunlop Bridge before the Esses, he touched his brake pedal for the first time since leaving the pits. The front wheel instantly locked, turning the car hard into the dirt embankment at 150 mph (240 km/h). The wreckage slid to a stop with Andretti badly shaken, the car sideways to oncoming traffic and the track nearly blocked. His teammates, Jo Schlesser and Roger McCluskey, crashed trying to avoid Andretti's car. McCluskey pulled Andretti to safety.[136][137] Andretti broke several ribs from the incident.[138]
Andretti did not return to Le Mans until his full-time Formula One career was over. In 1982, he partnered with son Michael in a Mirage M12 Ford. They qualified in ninth place, but their car was removed from the starting grid 80 minutes before the start of the race, when an official discovered an oil cooler that had been mounted behind the gearbox, which was against the rules.[138] The car had passed initial inspection four days before the race.[139] Their return in the following year was more successful, as they finished third in a Porsche customer car, behind two works Porsches.[25] The Andrettis returned in 1988 with Mario's nephew John added to the family team. Although they obtained a factory Porsche 962, one of the car's engine cylinders failed,[138] and the team finished fifth.[25]
Following Andretti's retirement from full-time racing, he decided to try for another Le Mans victory. He returned in 1995 with a second-place finish, but while his Courage Compétition team qualified third, Andretti was brake-checked by the car in front of him and crashed, forcing him to pit and costing the team six laps. The team eventually rallied from 25th to second.[25] Andretti later said that the team "lost [the 1995] race five times over" through poor organization, including a botched pit stop, an ill-considered switch to wet-weather tires, and a two-minute pit stop to wash the car to clean up the sponsor decals.[138] Andretti teamed up with Courage again in 1996, but Porsche was no longer supporting the team.[138] Courage lost 90 minutes in the pits fixing an electronic issue and a broken axle, and the team finished 16th.[25] In 1997, the "now ancient Courage" was a backmarker and the team did not finish the race.[25]
Andretti's final appearance at Le Mans was at the 2000 race, six years after his retirement from full-time racing, when he drove the Panoz LMP-1 Roadster-S at the age of 60, finishing 15th.[140]
Awards and honors
[edit]Legacy
[edit]| Competition | Wins |
|---|---|
| American Championship Car (IndyCar) | 52 |
| USAC Silver Crown Series | 5 |
| Formula One | 12 |
| F1 Non-Championship | 1 |
| Formula 5000 | 7 |
| Sports car | 7 |
| Stock car | 2 |
| IROC | 3 |
| USAC Sprint Car | 9 |
| Midget Car | 9 |
| 3/4 Midget Car | 4 |
Over the course of his long career, Andretti won over 100 races on major circuits, although the exact numbers vary depending on the definition of a major circuit. The International Motorsports Hall of Fame puts the total at either 109 or 111,[142][143] while Andretti and the Automotive Hall of Fame put the total at 111.[141][144]
His name has become synonymous with speed in American popular culture.[145] An extremely versatile driver, Andretti stands alone, or close to it, in several lists of drivers to win in multiple categories:
- Only driver to win the Indianapolis 500 (1969), Daytona 500 (1967), and the Formula One World Drivers' Championship (1978).[146]
- One of two drivers (including Juan Pablo Montoya) to win a race in the NASCAR Cup Series, Formula One, and an Indianapolis 500.[citation needed]
- One of only three drivers to have won races in Formula One, IndyCar, the World Sportscar Championship, and NASCAR.[citation needed]
- One of only three drivers to have won major races on road courses, paved ovals, and dirt tracks in one season (a feat that he accomplished four times)[12]
With his final IndyCar win in April 1993, Andretti became the first driver to have won IndyCar races in four different decades[124][25] and the first to win automobile races of any kind in five.[12] In addition, as of 2024, Andretti's victory at the 1978 Dutch Grand Prix is the most recent Formula One win by an American driver.[147]
Awards
[edit]In 2000, Andretti was named Driver of the Century by the Associated Press and RACER magazine.[148] In 1992, he was voted the U.S. Driver of the Quarter Century by a panel of journalists and former U.S. Drivers of the Year.[149][150] He was named the U.S. Driver of the Year in three seasons: 1967, when he finished second in the USAC IndyCar series and won the Daytona 500; 1978, when he won the Formula One World Championship; and 1984, when he won his fourth IndyCar championship.[151] He is the only driver to be Driver of the Year in three decades.[23]
Andretti has also been inducted into a variety of motorsports hall of fames, including the International Motorsports Hall of Fame in 2001.[152] Other halls of fame include the Hoosier Auto Racing Hall of Fame (1970),[3] the Indianapolis Motor Speedway Hall of Fame (1986),[153] the Motorsports Hall of Fame of America (1990),[154] the U.S. National Sprint Car Hall of Fame (1996),[3] the Automotive Hall of Fame (2005),[155] the Diecast Hall of Fame (2012),[156] the FIA Hall of Fame (2017),[157] and the National Midget Auto Racing Hall of Fame (2019).[153] In 2019, the city of Indianapolis renamed a street "Mario Andretti Drive" to celebrate the 50th anniversary of his first Indianapolis 500 win.[158]
In 2007, the Vince Lombardi Cancer Foundation awarded Andretti its "Lombardi Award of Excellence" for making "a 'Hall of Fame' contribution to a sport, profession, or business in a manner that exemplifies appreciation of God, country, society, family and self."[156] In 2008, the Simeone Foundation awarded Andretti its Spirit of Competition Award.[159]
Italian-American heritage
[edit]On October 23, 2006, the Italian government made Andretti a Commendatore of the Order of Merit of the Italian Republic (OMRI), the most senior Italian order of merit, in honor of Andretti's racing career and commitment to his Italian heritage.[148] In 2008, Andretti was also named the honorary mayor of the Libero Comune di Montona in Esilio ("Free Commune of Montona in Exile"), an association of Italian exiles from Andretti's birthplace of Montona (now Motovun).[160][161] Andretti named his home in Nazareth, Pennsylvania "Villa Montona" to honor his hometown.[10]
Andretti has also received the Carnegie Corporation's Great Immigrants Award (2006, the inaugural class);[162] the Italy–USA Foundation's America Award (2015);[163] and honorary citizenship of Lucca, Italy (2016).[164]
Personal life
[edit]
Andretti lives near his grandson Marco in Bushkill Township, Pennsylvania. His late wife Dee Ann (née Hoch)[165] was a native of Nazareth, Pennsylvania. They met when Dee Ann was teaching Andretti English in 1961.[22][166] They were married on November 25, 1961, and had three children: Michael (b. 1962), Jeff (b. 1964), and Barbara (b. 1969), and seven grandchildren.[3][167] Dee Ann died on July 2, 2018, following a heart attack.[168]
Andretti racing family
[edit]Both of Mario Andretti's sons, Michael and Jeff, were auto racers. Michael followed in his father's footsteps by winning the IndyCar title, with Mario's nephew John Andretti joining the series in 1988.[citation needed] This meant that the Andrettis became the first family to have four relatives compete in the same series.[23] With Mario sharing driving duties with sons Michael and Jeff at the 1991 Rolex 24 at Daytona, driving a Porsche 962, the Andretti clan finished 5th.[169]
Mario's grandson Marco completed his first full season in the Indy Racing League (IRL) in 2006, driving for his father Michael's Andretti Green Racing team. Marco finished second in the 2006 Indianapolis 500 and so became the first third-generation recipient of the race's Rookie of the Year Award.[citation needed]
Business
[edit]
Following his retirement, Andretti has remained active in the racing community. He serves on the board of the Cadillac Formula One team,[170] which will enter the Formula One World Championship in 2026.[171] Since 2012, Andretti has been the official ambassador for the Circuit of the Americas (COTA) and the United States Grand Prix, promoting awareness of Formula One in the United States and all forms of motorsports at COTA.[172] He has also served as a spokesman for various auto industry concerns, including Firestone and Magnaflow performance exhaust.[10] In the media, Andretti test drives cars for Road & Track and Car and Driver magazines[145] and has penned a racing column for the Indianapolis Star.[173]
Andretti was involved with the now-defunct Champ Car World Series. He acted as an occasional spokesman, and intervened to keep Champ Car at the Road America circuit following legal disputes between Champ Car and Road America management. As a result, the Road America race was renamed the "Mario Andretti Grand Prix of Road America" in his honor.[13]
Andretti also participated in the 2006 Bullrun race across the United States.[145] The first pitstop was at the Pocono Raceway in Andretti's home state of Pennsylvania with Gate No. 5 named Andretti Road.[174]
Andretti's business interests extend beyond racing. When he retired at age 54, his personal fortune was estimated at $100 million.[5] In 1995, he saved a struggling Napa Valley vineyard and renamed it the Andretti Winery.[10] He was interviewed about his winemaking activities for the documentary A State of Vine (2007).[175] In 1997, he founded Andretti Petroleum, which owns a chain of gasoline stations and car washes in Northern California.[10][176] From 1996 to 2019, he owned a Toyota dealership in Moon Township, Pennsylvania.[177] He also owns a chain of go-kart tracks.[178] At various times, he has lent his name to car washes, a clothing line, a coffee-table book, replica cars, and auto care products.[12] He was also the title character of several video games, including Mario Andretti's Racing Challenge (1991), Mario Andretti Racing (1994), and Andretti Racing (1996/1997), the latter in association with his son Michael.[citation needed]
Film and television appearances
[edit]Andretti has contributed to several racing films. He is a major character and sometime narrator of The Speed Merchants (1972).[179] He also drove an IndyCar in the IMAX film Super Speedway (1996).[180] The 2004 Baja 1000 off-road race, where he served as grand marshal, is recounted in the documentary Dust to Glory (2005).[181] In November 2015, he appeared on the first season of TV series Jay Leno's Garage, driving Leno in multiple fast cars and talking about his racing career.[182]
Andretti has also made cameo or guest appearances in other media, generally associated with racing. Andretti and his son Michael, along with various other IndyCar drivers, made guest appearances on the United States television show Home Improvement, which frequently referenced the Indianapolis 500.[183] He cameoed in Bobby Deerfield (1977);[184] Pixar's Cars (2006) (an animated film where he was represented by a sentient version of the Ford Fairlane in which he won the 1967 Daytona 500);[185] and DreamWorks' Turbo (2013) (where he voiced the traffic director at Indianapolis Motor Speedway).[186]
Racing record
[edit]Racing career summary
[edit]| Season | Series | Team | Races | Wins | Poles | F/Laps | Podiums | Points | Position |
|---|---|---|---|---|---|---|---|---|---|
| 1964 | USAC Championship Car | Dean Van Lines Racing Division | 8 | 0 | 0 | 0 | 1 | 530 | 11th |
| Lee S Glessner | 1 | 0 | 0 | 0 | 0 | ||||
| Doug Stearly | 1 | 0 | 0 | 0 | 0 | ||||
| 1965 | USAC Championship Car | Dean Van Lines Racing Division | 16 | 1 | 3 | ? | 10 | 3110 | 1st |
| 1966 | USAC Championship Car | Dean Van Lines Racing Division | 14 | 8 | 9 | ? | 9 | 3070 | 1st |
| Jim Robbins | 1 | 0 | 0 | 0 | 0 | ||||
| NASCAR Grand National Series | Owens Racing | 4 | 0 | 0 | 0 | 0 | N/A | NC | |
| 24 Hours of Le Mans | Holman & Moody | 1 | 0 | 0 | 0 | 0 | N/A | DNF | |
| 1967 | USAC Championship Car | Dean Van Lines Racing Division | 19 | 8 | 4 | ? | 13 | 3360 | 2nd |
| NASCAR Grand National Series | Holman & Moody | 6 | 1 | 0 | ? | 1 | N/A | 51st | |
| World Sportscar Championship | Ford Motor Co. | 2 | 1 | ? | 1 | 1 | N/A | NC | |
| 1968 | USAC Championship Car | Andretti Racing Enterprises | 27 | 4 | 8 | ? | 16 | 4319 | 2nd |
| NASCAR Grand National Series | Holman & Moody | 3 | 0 | 0 | ? | 0 | N/A | 51st | |
| Formula One | Gold Leaf Team Lotus | 1 | 0 | 1 | 0 | 0 | 0 | NC | |
| World Sportscar Championship | Autodelta SpA | 1 | 0 | 0 | 0 | 0 | 0 | 6th | |
| 1969 | USAC Championship Car | STP Corporation | 24 | 9 | 5 | ? | 13 | 5055 | 1st |
| Can-Am | Holman & Moody | 4 | 0 | 0 | 0 | 1 | 22 | 11th | |
| Formula One | Gold Leaf Team Lotus | 3 | 0 | 0 | 0 | 0 | NC | 0 | |
| NASCAR Grand National Series | Holman & Moody | 1 | 0 | 0 | 0 | 0 | NC | 0 | |
| 1970 | USAC Championship Car | STP Corporation | 18 | 1 | 4 | ? | 4 | 1890 | 5th |
| Formula One | STP Corporation | 5 | 0 | 0 | 0 | 1 | 4 | 15th | |
| Can-Am | SpA Ferrari SEFAC | 1 | 0 | 0 | 0 | 0 | 8 | 23rd | |
| 1971 | USAC Championship Car | STP Corporation | 10 | 0 | 0 | ? | 1 | 1370 | 9th |
| Formula One | Scuderia Ferrari SpA SEFAC | 5 | 1 | 0 | 1 | 1 | 12 | 8th | |
| Can-Am | SpA Ferrari SEFAC | 1 | 0 | 0 | 0 | 0 | 10 | 19th | |
| 1972 | USAC Championship Car | Vel's Parnelli Jones Racing | 10 | 0 | 1 | ? | 2 | 1135 | 11th |
| Formula One | Scuderia Ferrari SpA SEFAC | 5 | 0 | 0 | 0 | 0 | 4 | 12th | |
| 1973 | USAC Championship Car | Vel's Parnelli Jones Racing | 15 | 1 | 1 | ? | 3 | 2400 | 5th |
| 1974 | USAC Championship Car | Vel's Parnelli Jones Racing | 11 | 0 | 1 | ? | 1 | 655 | 15th |
| SCCA Continental Championship | 7 | 3 | 6 | 2 | 5 | 97 | 2nd | ||
| Formula One | 2 | 0 | 0 | 0 | 0 | 0 | NC | ||
| World Sportscar Championship | Autodelta | 1 | 0 | 0 | 0 | 0 | 0 | NC | |
| 1975 | Formula One | Vel's Parnelli Jones Racing | 12 | 0 | 0 | 1 | 0 | 5 | 14th |
| SCCA Continental Championship | 9 | 4 | 8 | 2 | 5 | 165 | 2nd | ||
| USAC Championship Car | 3 | 0 | 0 | 0 | 0 | 210 | 23rd | ||
| Sugaripe Prune Racing Team | 1 | 0 | 0 | 0 | 1 | ||||
| 1976 | Formula One | John Player Team Lotus | 13 | 1 | 1 | 1 | 3 | 22 | 6th |
| Vel's Parnelli Jones Racing | 2 | 0 | 0 | 0 | 0 | ||||
| USAC Championship Car | Penske Racing | 4 | 0 | 0 | ? | 1 | 1200 | 9th | |
| 1977 | Formula One | John Player Team Lotus | 17 | 4 | 7 | 4 | 5 | 47 | 3rd |
| USAC Championship Car | Penske Racing | 6 | 0 | 0 | ? | 1 | 1580 | 7th | |
| 1978 | Formula One | John Player Team Lotus | 16 | 6 | 8 | 3 | 7 | 64 | 1st |
| USAC Championship Car | Penske Racing | 8 | 1 | 0 | ? | 1 | 681 | 17th | |
| 1979 | Formula One | Martini Racing Team Lotus | 14 | 0 | 0 | 0 | 1 | 14 | 12th |
| BMW M1 Procar Championship | BMW Motorsport | 3 | 0 | 0 | 0 | 0 | 2 | 27th | |
| PPG Indy Car World Series | Penske Racing | 1 | 0 | 0 | ? | 1 | 700 | 11th | |
| 1980 | Formula One | Team Essex Lotus | 14 | 0 | 0 | 0 | 0 | 1 | 20th |
| PPG Indy Car World Series | Penske Racing | 4 | 1 | 2 | ? | 2 | 580 | 16th | |
| USAC Championship Car | Penske Racing | 2 | 0 | 0 | ? | 0 | 40 | 37th | |
| BMW M1 Procar Championship | BMW Motorsport | 1 | 0 | 0 | ? | 0 | 0 | NC | |
| 1981 | Formula One | Marlboro Team Alfa Romeo | 15 | 0 | 0 | 0 | 0 | 3 | 17th |
| PPG Indy Car World Series | Patrick Racing | 7 | 0 | 1 | ? | 4 | 81 | 11th | |
| 1981-82 | USAC Championship Car | Patrick Racing | 2 | 0 | 0 | ? | 1 | 805 | 6th |
| 1982 | PPG Indy Car World Series | Patrick Racing | 11 | 0 | 0 | ? | 6 | 188 | 3rd |
| Formula One | Scuderia Ferrari SpA SEFAC | 2 | 0 | 1 | 0 | 1 | 4 | 19th | |
| TAG Williams Team | 1 | 0 | 0 | 0 | 0 | ||||
| 24 Hours of Le Mans | Grand Touring Cars Inc. | 1 | 0 | 0 | 0 | 0 | N/A | DNS | |
| 1982-83 | USAC Championship Car | Newman/Haas Racing | 1 | 0 | 0 | ? | 0 | 15 | 32nd |
| 1983 | PPG Indy Car World Series | Newman/Haas Racing | 13 | 2 | 2 | 2 | 6 | 133 | 3rd |
| 24 Hours of Le Mans | Porsche Kremer Racing | 1 | 0 | 0 | 0 | 1 | N/A | 3rd | |
| 1983-84 | USAC Championship Car | Newman/Haas Racing | 1 | 0 | 0 | ? | 0 | 20 | 20th |
| 1984 | PPG Indy Car World Series | Newman/Haas Racing | 16 | 6 | 8 | 6 | 8 | 176 | 1st |
| IMSA GT Championship | Porsche AG | 1 | 0 | 1 | 0 | 0 | N/A | NC | |
| 1985 | PPG Indy Car World Series | Newman/Haas Racing | 14 | 3 | 3 | 3 | 5 | 114 | 5th |
| 1986 | PPG Indy Car World Series | Newman/Haas Racing | 17 | 2 | 3 | 2 | 4 | 136 | 5th |
| 1987 | PPG Indy Car World Series | Newman/Haas Racing | 15 | 2 | 7 | 2 | 3 | 100 | 6th |
| 1988 | PPG Indy Car World Series | Newman/Haas Racing | 15 | 2 | 0 | 2 | 7 | 126 | 5th |
| 24 Hours of Le Mans | Porsche AG | 1 | 0 | 0 | 0 | 0 | N/A | 6th | |
| 1989 | PPG Indy Car World Series | Newman/Haas Racing | 15 | 0 | 0 | 0 | 4 | 110 | 6th |
| IMSA GT Championship | Busby Racing | 1 | 0 | 0 | 0 | 0 | N/A | NC | |
| 1990 | PPG Indy Car World Series | Newman/Haas Racing | 16 | 0 | 0 | 0 | 4 | 136 | 7th |
| 1991 | PPG Indy Car World Series | Newman/Haas Racing | 17 | 0 | 0 | 0 | 4 | 132 | 7th |
| IMSA GT Championship | Jochen Dauer Racing | 1 | 0 | 0 | 0 | 0 | 18 | 29th | |
| 1992 | PPG Indy Car World Series | Newman/Haas Racing | 15 | 0 | 1 | 0 | 1 | 105 | 6th |
| 1993 | PPG Indy Car World Series | Newman/Haas Racing | 16 | 1 | 1 | 1 | 3 | 117 | 6th |
| 1994 | PPG Indy Car World Series | Newman/Haas Racing | 16 | 0 | 0 | 0 | 1 | 45 | 14th |
| 1995 | 24 Hours of Le Mans | Courage Compétition | 1 | 0 | 0 | 0 | 1 | N/A | 2nd |
| 1996 | 24 Hours of Le Mans | Courage Compétition | 1 | 0 | 0 | 0 | 0 | N/A | 13th |
| 1997 | 24 Hours of Le Mans | Courage Compétition | 1 | 0 | 0 | 0 | 0 | N/A | DNF |
| 2000 | 24 Hours of Le Mans | Panoz Motorsports | 1 | 0 | 0 | 0 | 0 | N/A | 15th |
American open-wheel racing
[edit](key) (Races in bold indicate pole position)
USAC Championship Car
[edit]| USAC Championship Car results | |||||||||||||||||||||||||||||||||
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| Year | Team | Chassis | Engine | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 10 | 11 | 12 | 13 | 14 | 15 | 16 | 17 | 18 | 19 | 20 | 21 | 22 | 23 | 24 | 25 | 26 | 27 | 28 | Pos. | Pts |
| 1964 | Doug Stearly | Elder 61 FE | Offenhauser | PHX | TRE 11 |
INDY | MIL | 11th | 530 | ||||||||||||||||||||||||
| Lee S Glessner | Meskowski 58 D | LAN 9 |
|||||||||||||||||||||||||||||||
| Dean Van Lines Racing Division | Blum 64 FE | TRE 11 |
MIL 3 |
TRE 22 |
PHX 18 |
||||||||||||||||||||||||||||
| Kuzma 60 D | ISF 6 |
DSF 15 |
INF 10 |
SAC 8 |
|||||||||||||||||||||||||||||
| 1965 | Dean Van Lines Racing Division | Blum 64 FE | Offenhauser | PHX 6 |
TRE 2 |
ATL 2 |
LAN 4 |
1st | 3110 | ||||||||||||||||||||||||
| Hawk I | Ford 255 ci V8 | INDY 3 |
MIL 4 |
LAN 2 |
PPR | TRE Wth |
IRP 1 |
MIL 2 |
MIL 16 |
TRE 13 |
PHX 2 |
||||||||||||||||||||||
| Kuzma 60 D | Offenhauser | ISF 3 |
DSF 15 |
INF 2 |
SAC 3 |
||||||||||||||||||||||||||||
| 1966 | Dean Van Lines Racing Division | Hawk I | Ford 255 ci V8 | PHX 15 |
TRE 4 |
INDY 18 |
MIL 1 |
LAN 1 |
ATL 1 |
PPR | IRP 1 |
MIL 1 |
TRE 1 |
PHX 1 |
1st | 3070 | |||||||||||||||||
| Jim Robbins | Vollstedt 65 | LAN 21 |
|||||||||||||||||||||||||||||||
| Dean Van Lines Racing Division | Kuzma 60 D | Offenhauser | ISF 2 |
DSF 15 |
INF 1 |
SAC 10 |
|||||||||||||||||||||||||||
| 1967 | Dean Van Lines Racing Division | Hawk I | Ford 255 ci V8 | PHX DNS |
2nd | 3360 | |||||||||||||||||||||||||||
| Hawk II | TRE 1 |
INDY 30 |
MIL Wth |
LAN 3 |
IRP 1 |
LAN 1 |
MTR 1 |
MTR 1 |
MIL 1 |
TRE 25 |
HAN 24 |
PHX 1 |
RSD 3 |
||||||||||||||||||||
| Bobby Unser | Lotus 18/21 | Chevrolet V8 | PPR 14 |
||||||||||||||||||||||||||||||
| Dean Van Lines Racing Division | Hawk II | MOS 21 |
MOS 11 |
||||||||||||||||||||||||||||||
| Kuzma 60 D | Offenhauser | ISF 2 |
DSF 2 |
INF 1 |
SAC 2 |
||||||||||||||||||||||||||||
| 1968 | Andretti Racing Enterprises | Hawk II | Ford 255 ci V8 | HAN 23 |
LVS 2 |
PHX 15 |
TRE 2 |
PPR 4 |
MIL 2 |
2nd | 4319 | ||||||||||||||||||||||
| Hawk III | Ford 159ci V8 t | INDY 33 |
|||||||||||||||||||||||||||||||
| Ford 255 ci V8 | MIL 2 |
MOS 2 |
MOS 2 |
LAN 17 |
CDR 15 |
IRP 2 |
IRP 2 |
MTR 1 |
MTR 1 |
RSD 18 | |||||||||||||||||||||||
| Kuzma 60 D | Offenhauser | NAZ 2 |
ISF 18 |
DSF 1 |
INF 2 |
SAC 4 |
|||||||||||||||||||||||||||
| Leader Card Racers | Watson 68 | Offy 159 ci t | LAN 23 |
LAN | |||||||||||||||||||||||||||||
| Andretti Racing Enterprises | Hawk II | TRE 1 |
MCH 2 |
HAN 3 |
PHX 24 |
||||||||||||||||||||||||||||
| 1969 | STP Corporation | Hawk III | Ford 159ci V8 t | PHX 16 |
HAN 1 |
INDY 1 |
MIL 7 |
TRE 1 |
MIL 4 |
DOV 11 |
TRE 1 |
PHX 21 |
1st | 5055 | |||||||||||||||||||
| Ford 255 ci V8 | LAN 5 |
CDR 10 |
IRP 9 |
IRP 2 |
BRN 4 |
BRN 3 |
SIR 1 |
SIR 2 |
RSD 1 |
||||||||||||||||||||||||
| Kingfish D | Chevrolet V8 | PPR 1 |
|||||||||||||||||||||||||||||||
| Kuzma 60 D | Offenhauser | NAZ 1 |
ISF 1 |
DSF 2 |
INF 6 |
SAC 15 |
|||||||||||||||||||||||||||
| 1970 | STP Corporation | Hawk III | Ford 159ci V8 t | PHX 13 |
TRE 2 |
LAN 8 |
MCH 21 |
MIL 24 |
PHX 8 |
5th | 1890 | ||||||||||||||||||||||
| Ford 255 ci V8 | SON 2 |
||||||||||||||||||||||||||||||||
| McNamara T-500 | Ford 159ci V8 t | INDY 6 |
MIL 5 |
ONT 10 |
TRE 21 |
||||||||||||||||||||||||||||
| Ford 255 ci V8 | CDR 1 |
IRP 18 |
|||||||||||||||||||||||||||||||
| Kingfish 70 D | Ford Weslake Mk.IV | ISF 24 |
DSF 17 |
INF 11 |
SED 2 |
SAC 14 |
|||||||||||||||||||||||||||
| 1971 | STP Corporation | McNamara T-501 | Ford 159ci V8 t | RAF | RAF | PHX 9 |
TRE 18 |
INDY 30 |
MIL 11 |
POC 4 |
MCH 12 |
MIL 19 |
ONT 33 |
TRE 2 |
PHX 4 |
9th | 1370 | ||||||||||||||||
| 1972 | Vel's Parnelli Jones Racing | Colt 70/72 | Offy 159 ci t | PHX 2 |
11th | 1135 | |||||||||||||||||||||||||||
| Parnelli VPJ1 | TRE 22 |
INDY 8 |
MIL 8 |
MCH 12 |
POC 7 |
MIL 11 |
ONT 27 |
TRE 28 |
PHX 3 |
||||||||||||||||||||||||
| 1973 | Vel's Parnelli Jones Racing | Parnelli VPJ2 | Offy 159 ci t | TWS 25 |
TRE 4 |
TRE 1 |
INDY 30 |
MIL 8 |
POC 7 |
MCH 5 |
MIL 19 |
ONT | ONT 12 |
ONT 2 |
MCH 5 |
MCH 2 |
TRE 7 |
TWS 17 |
PHX 7 |
5th | 2400 | ||||||||||||
| 1974 | Vel's Parnelli Jones Racing | Parnelli VPJ2 | Offy 159 ci t | ONT | ONT 9 |
ONT 25 |
15th | 655 | |||||||||||||||||||||||||
| Eagle 74 | PHX 5 |
INDY 31 |
POC 17 |
MCH 18 |
MIL 8 |
MCH 10 |
TRE | TRE | PHX 3 |
||||||||||||||||||||||||
| Parnelli VPJ3 | TRE 9 |
MIL 17 |
|||||||||||||||||||||||||||||||
| 1975 | Vel's Parnelli Jones Racing | Eagle 74 | Offy 159 ci t | ONT | ONT | ONT 28 |
PHX | TRE | INDY 28 |
MIL | POC 25 |
MCH | MIL | MCH | TRE | 23rd | 210 | ||||||||||||||||
| Sugaripe Prune Racing Team | PHX 3 |
||||||||||||||||||||||||||||||||
| 1976 | Penske Racing | McLaren M16C | Offy 159 ci t | PHX | TRE | INDY 8 |
MIL | POC 5 |
MCH | TWS | TRE | MIL | ONT | MCH | TWS 4 |
PHX 3 |
9th | 1200 | |||||||||||||||
| 1977 | Penske Racing | McLaren M24 | Cosworth DFX V8 t | ONT | PHX DNS |
TWS | TRE 16 |
INDY 26 |
MIL | POC 2 |
MOS | MCH | TWS | MIL | ONT 4 |
PHX 4 |
7th | 1580 | |||||||||||||||
| Penske PC-5 | MCH 20 |
||||||||||||||||||||||||||||||||
| 1978 | Penske Racing | Penske PC-6 | Cosworth DFX V8 t | PHX | ONT 15 |
TWS 5 |
TRE 13 |
INDY 12 |
MOS | MIL | POC 23 |
MCH | ATL | TWS | MIL | ONT | MCH 20 |
TRE 1 |
SIL | BRH | PHX 7 |
17th | 681 | ||||||||||
| 1980 | Penske Racing | Penske PC-9 | Cosworth DFX V8 t | ONT | INDY 20 |
MIL | POC 17 |
MDO | 37th | 40 | |||||||||||||||||||||||
| 1981-82 | Patrick Racing | Wildcat MK8 | Cosworth DFX V8 t | INDY 2 |
POC | ISF | DSF | INF | 6th | 805 | |||||||||||||||||||||||
| Wildcat MK8B | INDY 31 |
||||||||||||||||||||||||||||||||
| 1982-83 | Newman/Haas Racing | Lola T700 | Cosworth DFX V8 t | ISF | DSF | NAZ | INDY 23 |
32nd | 15 | ||||||||||||||||||||||||
| 1983-84 | Newman/Haas Racing | Lola T800 | Cosworth DFX V8 t | DSF | INDY 17 |
20th | 20 | ||||||||||||||||||||||||||
Sources:[187]
| |||||||||||||||||||||||||||||||||
PPG Indy Car World Series
[edit]| PPG Indy Car World Series results | |||||||||||||||||||||||||||||||||
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| Year | Team | Chassis | Engine | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 10 | 11 | 12 | 13 | 14 | 15 | 16 | 17 | Pos. | Pts | Ref | ||||||||||
| 1979 | Penske Racing | Penske PC-7 | Cosworth DFX V8 t | PHX | ATL | ATL | INDY | TRE | TRE | MCH | MCH | WGL | TRE | ONT 3 |
MCH DNS |
ATL | PHX | 11th | 700 | [188] | |||||||||||||
| 1980 | Penske Racing | Penske PC-8 | Cosworth DFX V8 t | ONT | INDY 20 |
MIL | POC 17 |
MDO | MCH | WGL | MIL | ONT | MCH 1 |
MEX | PHX 2 |
16th | 580 | [189] | |||||||||||||||
| 1981 | Patrick Racing | Wildcat MK8 | Cosworth DFX V8 t | PHX 11 |
MIL 3 |
ATL 3 |
ATL 2 |
MCH | RIV | MIL | MCH 2 |
WGL 16 |
MEX | PHX 4 |
11th | 81 | [190] | ||||||||||||||||
| 1982 | Patrick Racing | Wildcat MK8B | Cosworth DFX V8 t | PHX 2 |
ATL 11 |
MIL 9 |
CLE 2 |
MCH 2 |
MIL 3 |
POC 14 |
RIV 23 |
ROA 14 |
MCH 2 |
PHX 3 |
3rd | 188 | [191] | ||||||||||||||||
| 1983 | Newman/Haas Racing | Lola T700 | Cosworth DFX V8 t | ATL 5 |
INDY 23 |
MIL 18 |
CLE 14 |
MCH 3 |
ROA 1 |
POC 7 |
RIV 16 |
MDO 2 |
MCH 4 |
CPL 1 |
LAG 2 |
PHX 2 |
3rd | 133 | [192] | ||||||||||||||
| 1984 | Newman/Haas Racing | Lola T800 | Cosworth DFX V8 t | LBH 1 |
PHX 20 |
INDY 17 |
MIL 8 |
POR 26 |
MEA 1 |
CLE 21 |
MCH 1 |
ROA 1 |
POC 19 |
MDO 1 |
SAN 7 |
MCH 1 |
PHX 12 |
LAG 2 |
CPL 2 |
1st | 176 | [193] | |||||||||||
| 1985 | Newman/Haas Racing | Lola T900 | Cosworth DFX V8 t | LBH 1 |
INDY 2 |
MIL 1 |
POR 1 |
MEA 26 |
CLE 14 |
MCH 10 |
ROA | POC 7 |
MDO 7 |
SAN 15 |
MCH 21 |
LAG 11 |
PHX 3 |
MIA 27 |
5th | 114 | [194] | ||||||||||||
| 1986 | Newman/Haas Racing | Lola T86/00 | Cosworth DFX V8 t | PHX 7 |
LBH 5 |
INDY 32 |
MIL 5 |
POR 1 |
MEA 24 |
CLE 3 |
TOR 3 |
MCH 21 |
POC 1 |
MDO 24 |
SAN 8 |
MCH 10 |
ROA 9 |
LAG 4 |
PHX 4 |
MIA 11 |
5th | 136 | [195] | ||||||||||
| 1987 | Newman/Haas Racing | Lola T87/00 | Chevrolet 265A V8 t | LBH 1 |
PHX 5 |
INDY 9 |
MIL 17 |
POR 10 |
MEA 2 |
CLE 10 |
TOR 15 |
MCH 19 |
POC 19 |
ROA 1 |
MDO 17 |
NAZ 19 |
LAG 17 |
MIA 4 |
6th | 100 | [196] | ||||||||||||
| 1988 | Newman/Haas Racing | Lola T88/00 | Chevrolet 265A V8 t | PHX 1 |
LBH 15 |
MIL 17 |
POR 5 |
CLE 1 |
TOR 25 |
MEA 2 |
MCH 12 |
POC 17 |
MDO 2 |
ROA 3 |
NAZ 3 |
LAG 3 |
MIA 15 |
5th | 126 | [197] | |||||||||||||
| Lola T87/00 | INDY 20 |
||||||||||||||||||||||||||||||||
| 1989 | Newman/Haas Racing | Lola T89/00 | Chevrolet 265A V8 t | PHX 8 |
LBH 18 |
INDY 4 |
MIL 7 |
DET 3 |
POR 25 |
CLE 2 |
MEA 20 |
TOR 26 |
MCH 3 |
POC 5 |
MDO 7 |
ROA 7 |
NAZ 8 |
LAG 2 |
6th | 110 | [198] | ||||||||||||
| 1990 | Newman/Haas Racing | Lola T90/00 | Chevrolet 265A V8 t | PHX 4 |
LBH 5 |
INDY 27 |
MIL 21 |
DET 25 |
POR 2 |
CLE 4 |
MEA 24 |
TOR 6 |
MCH 3 |
DEN 4 |
VAN 3 |
MDO 2 |
ROA 5 |
NAZ 4 |
LAG 26 |
7th | 136 | [199] | |||||||||||
| 1991 | Newman/Haas Racing | Lola T91/00 | Chevrolet 265A V8 t | SRF 17 |
LBH 19 |
PHX 9 |
INDY 7 |
MIL 3 |
DET 7 |
POR 5 |
CLE 6 |
MEA 15 |
TOR 2 |
MCH 4 |
DEN 15 |
VAN 4 |
MDO 7 |
ROA 3 |
NAZ 5 |
LAG 3 |
7th | 132 | [200] | ||||||||||
| 1992 | Newman/Haas Racing | Lola T91/00 | Ford XB V8 t | SRF 7 |
6th | 105 | [201] | ||||||||||||||||||||||||||
| Lola T92/00 | PHX 17 |
LBH 23 |
INDY 23 |
DET | POR 6 |
MIL 6 |
NHA 7 |
TOR 4 |
MCH 15 |
CLE 5 |
ROA 5 |
VAN 6 |
MDO 5 |
NAZ 5 |
LAG 2 |
||||||||||||||||||
| 1993 | Newman/Haas Racing | Lola T93/00 | Ford XB V8 t | SRF 4 |
PHX 1 |
LBH 18 |
INDY 5 |
MIL 18 |
DET 3 |
POR 6 |
CLE 5 |
TOR 8 |
MCH 2 |
NHA 20 |
ROA 15 |
VAN 5 |
MDO 7 |
NAZ 13 |
LAG 9 |
6th | 117 | [202] | |||||||||||
| 1994 | Newman/Haas Racing | Lola T94/00 | Ford XB V8 t | SRF 3 |
PHX 21 |
LBH 5 |
INDY 32 |
MIL 14 |
DET 18 |
POR 9 |
CLE 27 |
TOR 4 |
MCH 18 |
MDO 10 |
NHA 19 |
VAN 11 |
ROA 16 |
NAZ 25 |
LAG 19 |
14th | 45 | [203] | |||||||||||
Sources:[187]
| |||||||||||||||||||||||||||||||||
Indianapolis 500
[edit]| Year | Chassis | Engine | Start | Finish | Team |
|---|---|---|---|---|---|
| 1965 | Hawk | Ford | 4 | 3 | Dean Van Lines Racing Division |
| 1966 | Hawk | Ford | 1 | 18 | Dean Van Lines Racing Division |
| 1967 | Hawk | Ford | 1 | 30 | Dean Van Lines Racing Division |
| 1968 | Hawk | Ford | 4 | 33 | Andretti Racing Enterprises |
| 1969 | Hawk | Ford | 2 | 1 | STP Corporation |
| 1970 | McNamara | Ford | 8 | 6 | STP Corporation |
| 1971 | McNamara | Ford | 9 | 30 | STP Corporation |
| 1972 | Parnelli | Offenhauser | 5 | 8 | Vel's Parnelli Jones Racing |
| 1973 | Parnelli | Offenhauser | 6 | 30 | Vel's Parnelli Jones Racing |
| 1974 | Eagle | Offenhauser | 5 | 31 | Vel's Parnelli Jones Racing |
| 1975 | Eagle | Offenhauser | 27 | 28 | Vel's Parnelli Jones Racing |
| 1976 | McLaren | Offenhauser | 19 | 8 | Penske Racing |
| 1977 | McLaren | Cosworth | 6 | 26 | Penske Racing |
| 1978 | Penske | Cosworth | 33 | 12 | Penske Racing |
| 1980 | Penske | Cosworth | 2 | 20 | Penske Racing |
| 1981 | Wildcat | Cosworth | 32 | 2 | Patrick Racing |
| 1982 | Wildcat | Cosworth | 4 | 31 | Patrick Racing |
| 1983 | Lola | Cosworth | 11 | 23 | Newman/Haas Racing |
| 1984 | Lola | Cosworth | 6 | 17 | Newman/Haas Racing |
| 1985 | Lola | Cosworth | 4 | 2 | Newman/Haas Racing |
| 1986 | Lola | Cosworth | 30 | 32 | Newman/Haas Racing |
| 1987 | Lola | Chevrolet | 1 | 9 | Newman/Haas Racing |
| 1988 | Lola | Chevrolet | 4 | 20 | Newman/Haas Racing |
| 1989 | Lola | Chevrolet | 5 | 4 | Newman/Haas Racing |
| 1990 | Lola | Chevrolet | 6 | 27 | Newman/Haas Racing |
| 1991 | Lola | Chevrolet | 3 | 7 | Newman/Haas Racing |
| 1992 | Lola | Ford-Cosworth | 3 | 23 | Newman/Haas Racing |
| 1993 | Lola | Ford-Cosworth | 2 | 5 | Newman/Haas Racing |
| 1994 | Lola | Ford-Cosworth | 9 | 32 | Newman/Haas Racing |
Sources:[187]
| |||||
NASCAR
[edit](key) (Bold – Pole position awarded by qualifying time. Italics – Pole position earned by points standings or practice time. * – Most laps led.)
Grand National Series
[edit]| NASCAR Grand National Series results | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| Year | Team | No. | Make | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 10 | 11 | 12 | 13 | 14 | 15 | 16 | 17 | 18 | 19 | 20 | 21 | 22 | 23 | 24 | 25 | 26 | 27 | 28 | 29 | 30 | 31 | 32 | 33 | 34 | 35 | 36 | 37 | 38 | 39 | 40 | 41 | 42 | 43 | 44 | 45 | 46 | 47 | 48 | 49 | 50 | 51 | 52 | 53 | 54 | NGNC | Pts | Ref |
| 1966 | Bondy Long | 71 | Chevy | AUG | RSD 16 |
DAY | NA | 0 | [204] | |||||||||||||||||||||||||||||||||||||||||||||||||||
| Smokey Yunick | 13 | Chevy | DAY 20 |
DAY 37 |
CAR | BRI | ATL | HCY | CLB | GPS | BGS | NWS | MAR | DAR | LGY | MGR | MON | RCH | CLT | DTS | ASH | PIF | SMR | AWS | BLV | GPS | ||||||||||||||||||||||||||||||||||
| Owens Racing | 5 | Dodge | DAY 31 |
ODS | BRR | OXF | FON | ISP | BRI | SMR | NSV | ATL | CLB | AWS | BLV | BGS | DAR | HCY | RCH | HBO | MAR | NWS | CLT | CAR | ||||||||||||||||||||||||||||||||||||
| 1967 | Holman Moody | 114 | Ford | AUG | RSD 9 |
DAY | NA | 0 | [205] | |||||||||||||||||||||||||||||||||||||||||||||||||||
| 11 | DAY 6 |
DAY 1* |
AWS | BRI | GPS | BGS | ATL 19 |
CLB | HCY | NWS | MAR | SVH | RCH | DAR | BLV | LGY | CLT | ASH | MGR | SMR | BIR | CAR | GPS | MGY | DAY 27 |
TRN | OXF | FDA | ISP | BRI | SMR | NSV | ATL | BGS | CLB | SVH | DAR | HCY | RCH | BLV | HBO | MAR | NWS | CLT 27 |
CAR | AWS | ||||||||||||||
| 1968 | MGR | MGY | RSD 27 |
DAY 12 |
ISP | OXF | FDA | TRN | BRI | SMR | NSV | ATL | CLB | BGS | AWS | SBO | LGY | DAR | HCY | RCH | BLV | HBO | MAR | NWS | AUG | CLT | CAR | JFC | NA | 0 | [206] | |||||||||||||||||||||||||||||
| Mercury | DAY 29 |
BRI | RCH | ATL | HCY | GPS | CLB | NWS | MAR | AUG | AWS | DAR | BLV | LGY | CLT | ASH | MGR | SMR | BIR | CAR | GPS | |||||||||||||||||||||||||||||||||||||||
| 1969 | 97 | Ford | MGR | MGY | RSD 18 |
DAY | DAY | DAY | CAR | AUG | BRI | ATL | CLB | HCY | GPS | RCH | NWS | MAR | AWS | DAR | BLV | LGY | CLT | MGR | SMR | MCH | KPT | GPS | NCF | DAY | DOV | TPN | TRN | BLV | BRI | NSV | SMR | ATL | MCH | SBO | BGS | AWS | DAR | HCY | RCH | TAL | CLB | MAR | NWS | CLT | SVH | AUG | CAR | JFC | MGR | TWS | NA | 0 | [207] | |
Daytona 500
[edit]| Year | Team | Manufacturer | Start | Finish |
|---|---|---|---|---|
| 1966 | Smokey Yunick | Chevrolet | 39 | 37 |
| 1967 | Holman Moody | Ford | 12 | 1* |
| 1968 | Mercury | 20 | 29 |
24 Hours of Le Mans results
[edit]| Year | Team | Co-Drivers | Car | Class | Laps | Pos. | Class Pos. |
|---|---|---|---|---|---|---|---|
| 1966 | Holman & Moody
|
 Lucien Bianchi
|
Ford GT40 Mk.II | P +5.0 |
97 | DNF | DNF |
| 1967 | Holman & Moody
|
Lucien Bianchi
|
Ford GT40 Mk.IV | P +5.0 |
188 | DNF | DNF |
| 1982 | Grand Touring Cars Inc.
|
Michael Andretti
|
Mirage M12-Ford Cosworth | C | - | DNS | DNS |
| 1983 |  Porsche Kremer Racing
|
Michael Andretti Philippe Alliot
|
Porsche 956 | C | 364 | 3rd | 3rd |
| 1988 | Porsche AG
|
Michael Andretti John Andretti
|
Porsche 962C | C1 | 375 | 6th | 6th |
| 1995 | Courage Compétition
|
Bob Wollek Éric Hélary
|
Courage C34-Porsche | WSC | 297 | 2nd | 1st |
| 1996 | Courage Compétition
|
 Jan Lammers Derek Warwick
|
Courage C36-Porsche | LMP1 | 315 | 13th | 3rd |
| 1997 | Courage Compétition
|
Michael Andretti Olivier Grouillard
|
Courage C36-Porsche | LMP | 197 | DNF | DNF |
| 2000 | Panoz Motorsports
|
 David Brabham Jan Magnussen
|
Panoz LMP-1 Roadster-S-Élan | LMP900 | 315 | 15th | 8th |
Source:[208]
| |||||||
Complete Formula One World Championship results
[edit](key) (Races in bold indicate pole position; races in italics indicate fastest lap)
| Year | Entrant | Chassis | Engine | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 10 | 11 | 12 | 13 | 14 | 15 | 16 | 17 | WDC | Pts |
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| 1968 | Gold Leaf Team Lotus | Lotus 49B | Ford Cosworth DFV 3.0 V8 | RSA | ESP | MON | BEL | NED | FRA | GBR | GER | ITA DNS |
CAN | USA Ret |
MEX | NC | 0 | |||||
| 1969 | Gold Leaf Team Lotus | Lotus 49B | Ford Cosworth DFV 3.0 V8 | RSA Ret |
ESP | MON | NED | FRA | GBR | NC | 0 | |||||||||||
| Lotus 63 | GER Ret |
ITA | CAN | USA Ret |
MEX | |||||||||||||||||
| 1970 | STP Corporation | March 701 | Ford Cosworth DFV 3.0 V8 | RSA Ret |
ESP 3 |
MON | BEL | NED | FRA | GBR Ret |
GER Ret |
AUT Ret |
ITA | CAN | USA | MEX | 16th | 4 | ||||
| 1971 | Scuderia Ferrari SpA SEFAC | Ferrari 312B | Ferrari 001 3.0 F12 | RSA 1 |
ESP Ret |
MON DNQ |
NED Ret |
FRA | GBR | 8th | 12 | |||||||||||
| Ferrari 312B2 | Ferrari 001/1 3.0 F12 | GER 4 |
AUT | ITA | CAN 13 |
USA DNS |
||||||||||||||||
| 1972 | Scuderia Ferrari SpA SEFAC | Ferrari 312B2 | Ferrari 001/1 3.0 F12 | ARG Ret |
RSA 4 |
ESP Ret |
MON | BEL | FRA | GBR | GER | AUT | ITA 7 |
CAN | USA 6 |
12th | 4 | |||||
| 1974 | Vel's Parnelli Jones Racing | Parnelli VPJ4 | Ford Cosworth DFV 3.0 V8 | ARG | BRA | RSA | ESP | BEL | MON | SWE | NED | FRA | GBR | GER | AUT | ITA | CAN 7 |
USA DSQ |
NC | 0 | ||
| 1975 | Vel's Parnelli Jones Racing | Parnelli VPJ4 | Ford Cosworth DFV 3.0 V8 | ARG Ret |
BRA 7 |
RSA 17 |
ESP Ret |
MON Ret |
BEL | SWE 4 |
NED | FRA 5 |
GBR 12 |
GER 10 |
AUT Ret |
ITA Ret |
USA Ret |
14th | 5 | |||
| 1976 | John Player Team Lotus | Lotus 77 | Ford Cosworth DFV 3.0 V8 | BRA Ret |
ESP Ret |
BEL Ret |
MON | SWE Ret |
FRA 5 |
GBR Ret |
GER 12 |
AUT 5 |
NED 3 |
ITA Ret |
CAN 3 |
USA Ret |
JPN 1 |
6th | 22 | |||
| Vel's Parnelli Jones Racing | Parnelli VPJ4B | RSA 6 |
USW Ret |
|||||||||||||||||||
| 1977 | John Player Team Lotus | Lotus 78 | Ford Cosworth DFV 3.0 V8 | ARG 5 |
BRA Ret |
RSA Ret |
USW 1 |
ESP 1 |
MON 5 |
BEL Ret |
SWE 6 |
FRA 1 |
GBR 14 |
GER Ret |
AUT Ret |
NED Ret |
ITA 1 |
USA 2 |
CAN 9 |
JPN Ret |
3rd | 47 |
| 1978 | John Player Team Lotus | Lotus 78 | Ford Cosworth DFV 3.0 V8 | ARG 1 |
BRA 4 |
RSA 7 |
USW 2 |
MON 11 |
1st | 64 | ||||||||||||
| Lotus 79 | BEL 1 |
ESP 1 |
SWE Ret |
FRA 1 |
GBR Ret |
GER 1 |
AUT Ret |
NED 1 |
ITA 6 |
USA Ret |
CAN 10 |
|||||||||||
| 1979 | Martini Racing Team Lotus | Lotus 79 | Ford Cosworth DFV 3.0 V8 | ARG 5 |
BRA Ret |
RSA 4 |
USW 4 |
BEL Ret |
GBR Ret |
GER Ret |
AUT Ret |
NED Ret |
ITA 5 |
CAN 10 |
USA Ret |
12th | 14 | |||||
| Lotus 80 | ESP 3 |
MON Ret |
FRA Ret |
|||||||||||||||||||
| 1980 | Team Essex Lotus | Lotus 81 | Ford Cosworth DFV 3.0 V8 | ARG Ret |
BRA Ret |
RSA 12 |
USW Ret |
BEL Ret |
MON 7 |
FRA Ret |
GBR Ret |
GER 7 |
AUT Ret |
NED 8 |
ITA Ret |
CAN Ret |
USA 6 |
20th | 1 | |||
| 1981 | Marlboro Team Alfa Romeo | Alfa Romeo 179C | Alfa Romeo 1260 3.0 V12 | USW 4 |
BRA Ret |
ARG 8 |
SMR Ret |
BEL 10 |
MON Ret |
ESP 8 |
17th | 3 | ||||||||||
| Alfa Romeo 179B | FRA 8 |
GBR Ret |
GER 9 |
AUT Ret |
||||||||||||||||||
| Alfa Romeo 179D | NED Ret |
ITA Ret |
CAN 7 |
CPL Ret |
||||||||||||||||||
| 1982 | TAG Williams Team | Williams FW07C | Ford Cosworth DFV 3.0 V8 | RSA | BRA | USW Ret |
SMR | BEL | MON | DET | CAN | NED | GBR | FRA | GER | AUT | SUI | 19th | 4 | |||
| Scuderia Ferrari SpA SEFAC | Ferrari 126C2 | Ferrari 021 1.5 V6 t | ITA 3 |
CPL Ret |
||||||||||||||||||
Sources:[209]
| ||||||||||||||||||||||
Complete Formula One non-championship results
[edit](key) (Races in bold indicate pole position; races in italics indicate fastest lap)
| Year | Entrant | Chassis | Engine | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 |
|---|---|---|---|---|---|---|---|---|---|---|---|
| 1971 | Scuderia Ferrari SpA SEFAC | Ferrari 312B | Ferrari 001 3.0 F12 | ARG | ROC | QUE 1 |
SPR | INT | RIN | OUL | VIC |
| 1975 | Vel's Parnelli Jones Racing | Parnelli VPJ4 | Ford Cosworth DFV 3.0 V8 | ROC | INT 3 |
SUI | |||||
| 1976 | Walter Wolf Racing | Wolf–Williams FW05 | Ford Cosworth DFV 3.0 V8 | ROC | INT 7 |
||||||
| 1977 | John Player Team Lotus | Lotus 78 | Ford Cosworth DFV 3.0 V8 | ROC Ret |
|||||||
| 1978 | John Player Team Lotus | Lotus 79 | Ford Cosworth DFV 3.0 V8 | INT Ret |
|||||||
| 1979 | Martini Racing Team Lotus | Lotus 79 | Ford Cosworth DFV 3.0 V8 | ROC 3 |
GNM 3 |
DIN | |||||
| 1980 | Team Essex Lotus | Lotus 81 | Ford Cosworth DFV 3.0 V8 | ESP Ret |
Other race results
[edit]- 12 hours of Sebring, 1st: 1967,1970,1972
- 1000 km of Brands Hatch, 1st: 1972
- 1000 km of Monza, 1st: 1974
- Pikes Peak International Hill Climb, 1st: 1969
- 6 Hours of Daytona, 1st: 1972
- 6 Hours of Watkins Glen, 1st: 1972
Autobiographies
[edit]- What's It Like Out There, Mario Andretti and Bob Collins. Henry Regnery Company, 1970. ISBN 978-0-8092-9672-9.
- Mario Andretti: World Champion, Mario Andretti and Nigel Roebuck. Hamlyn, 1979. ISBN 978-0-600-39469-3.
- Andretti, Mario Andretti. HarperCollins, 1994. ISBN 978-0-00-638302-4.
See also
[edit]- Mario Andretti's Racing Challenge, a 1991 video game
- Mario Andretti Racing, a 1994 video game
- List of celebrities who own wineries and vineyards
Notes and references
[edit]Notes
[edit]- ^ The 24 Hours of Daytona was held as the 6 Hours of Daytona in 1972.[1][2]
- ^ At the time, Formula One's scoring system for the Constructors' Championship deducted the worst results from the first nine races of the season and the last eight races of the season. As such, the two points Ferrari scored at the 1977 French Grand Prix did not count towards the season standings.
References
[edit]- ^ "Rolex 24 At DAYTONA Legends Andretti, Haywood, Pruett, Rahal, Roush and Taylor to Serve as Grand Marshals for North America's Most Prestigious Sports Car Race". daytonainternationalspeedway.com. January 21, 2022.
- ^ "FIA Motor Sport Bulletin N° 55 – January 1972" (PDF). historicdb.fia.com.
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- ^ "Anna Burley Obituary (1934 - 2018) - Melbourne, FL - FloridaToday". Legacy.com. Retrieved January 26, 2025.
- ^ a b c d e f g h i j k l m n Andretti, Mario (June 9, 2016). "Letter to My Younger Self". The Players' Tribune. Retrieved January 26, 2025.
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Further reading
[edit]- Mario Andretti: A Driving Passion, Gordon Kirby. D. Bull Pub., 2001, ISBN 1-893618-12-9.
- Mario Andretti Photo Album, Peter Nygaard. Iconografix, 1999, ISBN 1-58388-009-7.
- Mario Andretti (Race Car Legends), G. S. Prentzas. Chelsea House Publishers, 1996, ISBN 0-7910-3176-4.
- Sports Hero, Mario Andretti, Marshall Burchard. Putnam, 1977. ISBN 0-399-20588-8.
- Mario Andretti: The Man Who Can Win Any Kind of Race, Lyle K. Engel. Arco Publishing, 1970. ISBN 978-0-668-02193-7.
- Mario Andretti: World Driving Champion, Lyle K. Engel. Arco Publishing, 1979. ISBN 0-668-04754-2.
- Mario Andretti, Mike O'Leary. MotorBooks, 2002. ISBN 0-7603-1399-7.
- Andretti, Bill Libby. Grosset & Dunlap, 1970, ISBN 0-448-05429-9.
External links
[edit]
- Official website
- Mario Andretti on Twitter
- Mario Andretti driver statistics at Racing-Reference
- Andretti Family Official Web Site
- Andretti Winery
- Mario Andretti at 24 Hours of Le Mans (in French)
- Mario Andretti at the Automotive Hall of Fame
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