1954 Kurtis Kraft 500C

Frank Kurtis was the son of first-generation Croatian immigrants who rose from humble beginnings to a leader in the construction of race-winning Midget and Indy cars. He really hit his stride in the post-World War II era when he transitioned from Midget cars to Indy cars, eventually taking victory at the Brickyard in 1951, and 1953 - 1955, and a second place in 1952. Bill Vukovich's Fuel Injection Special won back-to-back at Indy in 1953 and 1954. During a 4-year span from 1952 through 1955, Vukovich led an incredible 485 laps at the Indianapolis 500. In 1952 Vukovich was only 8 laps from winning when the Fuel Injection Special had a steering failure. The Fuel Injection Special is generally acknowledged as one of the most iconic cars in Indianapolis 500 history.

Between 1949 to 1956, Kurtis cars captured 8 poles, 5 outright victories, and 4 front rows at the Indianapolis 500. Many Kurtis Kraft roadsters remained competitive at Indy for a decade after that last victory. Kurtis also built six chassis for the Novi V8 supercharged engines as well as the Cummins diesel car that sat on the Indianapolis pole in 1952. Famous drivers who won the Indy 500 include Johnnie Parsons (1950), Lee Wallard (1951), Billy Vukovich (1953 & 1954) and Bob Sweikert (1955). In 1953 the first seven cars to take the Indy checker were all Kurtises while a total of 21 Kurtis cars started the race. All in all, the total tally of Kurtis-built Indianapolis-type racing cars is approximately 120.

Among the pre-war Kurtis-built Indy cars included the Novi Indy Special and the Miller Ross Page Special. The Novi Indy special was equipped with an Offenhauser engine designed by Bud Winfield and Leo Goossen and developed 450 horsepower from the supercharged V8. Three Winfield racing carburetors fed the supercharger. The engine was installed in Lew Welch's old 1935 Miller-Ford chassis which had been designed for a lighter, less powerful engine, resulting in unpredictable handling. The Ross Page Special manufactured by Kurtis used a 183 cubic-inch Offenhauser engine for which noted engineer Leon Duray designed a large Roots-type supercharger. It campaigned unsuccessfully in 1946, 1947, and 1948 then withdrew from Indy competition.

Along with race cars, Frank Kurtis designed and manufactured automobiles, beginning in 1949. His initial offering was the Kurtis Sports with a distinctive two-seat body and a Ford engine. This car evolved into the Muntz Jet. Next came the Kurtis 500-S, a race car strikingly similar to the Indy race car Kurtis. Then came the 500 KK, featuring a tubular chassis, and clothed in the buyer's choice of fiberglass or metal bodywork.

Kurtis Kraft 500A
Kurtis built four examples of the 500A cars, the first two used Offenhauser engines while the second two cars built later in the season had 270 cubic inch Chrysler Hemi powerplants. The two Hemi-powered cars are known as the 'Wolcott cars.' They first ran an experimental 336 Chrysler engine, but the AAA sanctioning had the displacement cut back to 270 cubic inches.

The Kurtis Kraft 500A used a tubular and lightened formed sheet steel-structured type chassis clothed with handcrafted aluminum body panels and rode on Halibrand magnesium knock-off wheels. The suspension was a live axle in the front and rear suspended on torsion bars and Halibrand quick-change rear end.

Kurtis Kraft 500B
The Kurtis Kraft 500B rested on a 96.5-inch wheelbase and powered by a 270 Off engine. Eight examples of the 500 B roadsters were built at the Glendale, California shop and represented a revolutionary advancement over the highly successful 500/500 A. The 500 B had its driveline positioned on the left, helping the car to negotiate the banking at Indianapolis with greater speed than ever before. The Kurtis Kraft cars were a major force at the 1953 Indianapolis 500—the first seven finishers were all built in that storied shop.

Kurtis Kraft 500C
A total of nine examples of the 500C roadsters were built. They used a chrome-moly frame, bodywork, and chassis components with a torsion-bar suspension. The 255 cubic-inch Offenhauser dual overhead camshaft inline 4-cylinder engine used a Hilborn Mechanical fuel injection system and delivered approximately 400 horsepower. It was backed by a two-speed Offenahuser manual gearbox and hydraulic disc brakes at all four corners provided the stopping power.

Kurtis Kraft 500D
195 was the beginning of the end of the Kurtis dominance at Indy. Sweikert's crew chief, A.J. Watson, offset the engine and driveline of the Kurtis design, improving weight distribution and allowing for faster cornering speeds. It was a change that would usher in a new front-runner at Indy, with five Watson automobiles winning the Indianapolis 500 from 1956-1964.

Many 500D Indy Roadsters were equipped with 270 cubic-inch Offy engines with dual overhead camshafts, four cylinders, four valves per cylinder, and fuel injection.

Kurtis Kraft 500E and 500F
Frank Kurtis built three Indianapolis race cars in 1956: Two 500 Fs set to receive Novi V-8s, and one 500 E for Dan Levine's Federal Engineering race team. The Federal Engineering Special 500 E made the starting field for the Indianapolis 500 six times between 1956 and 1962. It placed seventh in 1956 and 10th in 1961. The Novi Indy racers were the brainchild of Novi, Michigan industrialist-sportsman Lew Welch, who first entered the 500 in 1946 with a front-wheel-drive racer built by Frank Kurtis and driven by Harley Davidson racing legend Ralph Hepburn. The Novi Indy racers were famous in American racing history as 'the fastest car never to win the Indy 500.' The car set a new lap record its first time out, and for the next 16 years, Welch's Novis returned to the Brickyard where it thrilled and disappointed its legion of fans.

The 500 E was similar to the 500 D with only minor updates, now with the engine tilted to the left and the fuel tank filler cap relocated from atop the headrest to a position on the flat area of the tail.

Kurtis Kraft 500G
The Kurtis-Kraft 500G wore projectile-like body designs that incorporated modern aerodynamics and inspired by aircraft designs. A 'laydown' engine mounting system provided low hood height and a small frontal area with minimal air resistance, while a small hood scoop provided air delivery to the fuel-injected Offenhauser racing engine. A low-cut racing windscreen provided minimal protection from the elements, wind, and track debris and cut-down cockpit side panels left drivers very close to the Firestone Speedway rear tires.

The wheelbase measured 98 inches, braking was by hydraulic disc brakes, and the transmission was an 'in and out' unit. Live axles were positioned at the front and rear. The 255 cubic-inch Offenhauser DOHC inline four-cylinder engine received a Hilborn fuel injection system. Approximately 14 examples were built and specifications vary on these hand-built vehicles.

For the 1957 Indy 500, Kurtis roadsters were classified as 4th, 5th, 6th 7th & 8th when the checkered flag dropped.

Kurtis Kraft 500H
The Kurtis Kraft 500H was powered by an Offenhauser 'laydown' 252 cubic-inch inline 4-cylinder racing engine. The 'D-A Lubricant Special Car #7' was the only Kurtis Indianapolis Roadster equipped with the unique 'Dubonnet' trailing arm independent front suspension. The car was involved in a serious accident on the first lap though Jonney Thompson was able to continue for 51 laps with bent front suspension and tire wear affecting handling. Duane Carter drove the car in 1959 and finished 7th overall.

Kurtis Kraft 500J
Two examples of the Kurtis Kraft 500 J were built and were among the last of the Kurtis 'Roadsters.'

by Daniel Vaughan | Nov 2021