The connection between Andy Granatelli, the Novi engines, and Alex Tremulis is as long as it was illustrious. Tremulis would design numerous Novi-powered proposals for both land speed records and Indianapolis race cars, and sometimes both in the same package. The thought of so much power in such a small engine set the designer's imagination on fire. Here's a brief look into the various projects shared by the men and the machines that were made legends at the Brickyard and on the Salt...
1946 Indianapolis 500: Their relationship started when Alex Tremulis was invited to the 1946 race by the great Ab Jenkins. Jenkins thought that there could be a tremendous value to have Tremulis meet Lewis Welch, sponsor of the famous Novi engines that would provide the highest horsepower to weight ratio of any engine to date.
It would also be at the 1946 race where Tremulis would meet future Tucker race program director Ralph Hepburn, driving the Novi-powered Governor Special, qualifying with the fastest lap ever at Indy.
It would also be at the 1946 race where Tremulis would meet future Tucker race program director Ralph Hepburn, driving the Novi-powered Governor Special, qualifying with the fastest lap ever at Indy.
June 1, 1946: Tremulis proposed a jet-powered land speed record car to Lew Welch, but ended up with the super-streamlined Novi proposal shown at left. The images of Lew Welch and Ab Jenkins are shown in the background. Tremulis was so impressed with the power-to-weight ratio of the Novi's, that he focused on them for the next two decades. More on the details of the Ab Jenkins project can be found HERE.
It was also at the 1946 Indy 500 where Tremulis would meet up with fellow Chicagoans, Vince, Anthony (Andy) and Joe Granatelli. It would be the very first year that the Granatelli brothers would make an entry into the famed race. The tremendous potential of the Novi's would also capture the eye of the Granatellis, eventually becoming part of the GranCor empire in 1961.
1950 Indianapolis 500: Clark Gable poses with the Granatellis and again, Andy, Joe and Vince Granatelli send their wishes on to Alex Tremulis. Tremulis would make the pilgrimage to the "Greatest Spectacle in Racing" as often as his schedule would allow for the next two decades, giving him the opportunity to rub elbows and become lifelong friends with some of the biggest names in racing.
1956 Indianapolis 500: Sam Hanks apparently had spent World War II at Wright Field where Tremulis was also stationed. His inscription: "To my good friend Alex Tremulis. Remember the days at Wright Field." Hanks would win the Indy 500 the following year.
February 22, 1957: Andy Granatelli planning for some 200mph top speeds enlists the help of the consumate aerodynamicist.
For every illustration that Tremulis produced, there's a hundred times the pages devoted to his aerodynamic calculations. Forever determining the coefficient of drag for a particular design and the horsepower requirements for any speed, Tremulis became an encyclopedia of facts and figures of the historical record, and used them to illustrate his streamlining philosophy. For him, it was all in the interest of moving a car more efficiently through the atmosphere using less horsepower.
For every illustration that Tremulis produced, there's a hundred times the pages devoted to his aerodynamic calculations. Forever determining the coefficient of drag for a particular design and the horsepower requirements for any speed, Tremulis became an encyclopedia of facts and figures of the historical record, and used them to illustrate his streamlining philosophy. For him, it was all in the interest of moving a car more efficiently through the atmosphere using less horsepower.
Andy Granatelli's 1957 chart apparently attempting to determine the required engine and brake horsepower to get his race car to 200mph. It would be Tremulis' aerodynamics that could effectively lower the horsepower requirements to achieve those top speeds.
Since the Novi engines were without doubt the most powerful of the times, it probably didn't escape him that the Novi powerplant would have to eventually be acquired to get full control of the designs and gain the racer's edge over the competition.
Since the Novi engines were without doubt the most powerful of the times, it probably didn't escape him that the Novi powerplant would have to eventually be acquired to get full control of the designs and gain the racer's edge over the competition.
The following few photos come from the camera of Alex Tremulis. It's apparent he tried to capture the look and feel of Gasoline Alley and the race. His subjects were those he felt close to as well as capturing some outstanding views that most people never get to see. For those that are there to see it, they are usually too busy working on the cars to do anything about it. From the dozens of his photos, he captured moments from 1958, '59, 61, 63 and '65:
1958: The pace cars and car No. 62(?) getting ready to start the festivities on race day.
Below, 1958: A.J. Foyt captured in his rookie Indy race.
Below, 1958: A.J. Foyt captured in his rookie Indy race.
1958, Below: A view across from the pits from down on the field.
1959: In 1959, Bowes Seal Fast sponsored two cars that qualified for the 500 mile race. One with an Epperly chassis wasw driven by Johnny Boyd. The other with a Kurtis Kraft chassis was driven by Jud Larson. This unidentified crew member was probably on one of those two race teams, unless another Bowes car did not qualify. Any ideas?
1959: The same crew member as the previous photo, possibly the Bowes' Kurtis entry of Jud Larson? The crew uniforms look like Bowes...
Any help in positively identifying individuals and cars in any photo is greatly appreciated, as these vintage slides may have had erroneous information written in their margins.
Any help in positively identifying individuals and cars in any photo is greatly appreciated, as these vintage slides may have had erroneous information written in their margins.
 1959: Identified as Novi veteran driver Pual Russo's brother, Eddie Russo.  1959: Eddie Russo's engine getting some serious attention.   1959: Above and left: From Smokey Yunick, The Best Damn Garage in Town, comes this car. And it's for sale! Alex not only had an eye on the drafting table, but he could take some pretty amazing photos as well!  1961: The 1961 Pace Cars were Ford Thunderbirds, a car that had been greatly influenced by Tremulis' aerodynamics. And another special honor for Tremulis was that his good friend, 1957 Indy winner Sam Hanks, was at the wheel of the official Pace Car for the race. |
1961: Joe Granatelli working on the 75 car.
1961: The No. 35 car of Dempsey Wilson getting pushed into place.
1961:Alex Tremulis (right) with an unknown racer/builder/owner/fan in Gasoline Alley.
Anyone know who this may be?
UPDATE: That's Peter DePaolo, the winner of the 1925 Indianapolis 500. Out of Tremulis' Advanced Styling Studio at Ford came the DePaolo in his honor, as well as Tremulis' concept car called the DePalma in honor of DePaolo's Uncle, Ralph DePalma, the winner of the 1915 Indianapolis 500. DePaolo would also head up Ford's stock car racing program in the mid-50's, including the 1957 "Battlebirds", and must have worked closely with Tremulis on his 1956 Ford Mexico Thunderbird intended to compete with the Corvette. Thanks go to Jerry Castor for the I.D.
Anyone know who this may be?
UPDATE: That's Peter DePaolo, the winner of the 1925 Indianapolis 500. Out of Tremulis' Advanced Styling Studio at Ford came the DePaolo in his honor, as well as Tremulis' concept car called the DePalma in honor of DePaolo's Uncle, Ralph DePalma, the winner of the 1915 Indianapolis 500. DePaolo would also head up Ford's stock car racing program in the mid-50's, including the 1957 "Battlebirds", and must have worked closely with Tremulis on his 1956 Ford Mexico Thunderbird intended to compete with the Corvette. Thanks go to Jerry Castor for the I.D.
1963: Vince Granatelli contemplating one of the many issues that's sure to arise when working with cars designed to spend hours at the very edge of control. This engine appears to be one of the supercharged Novi's.
1963: Vince Granatelli steering the Novi-powered No. 56 car through Gasoline Alley.
1963: Back to the drawing board, Tremulis and Andy Granatelli teamed up to design the 4 wheel drive Novi's for 1964's race:
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Above: Two of Tremulis' proposals for the 1964 Studebaker-Novi race cars.
Left: Tremulis' June 4, 1963 rear-engined Novi design foreshadowed the end of the front-engined Indy cars, but was considered too radical for the times.
Left: Tremulis' June 4, 1963 rear-engined Novi design foreshadowed the end of the front-engined Indy cars, but was considered too radical for the times.
As the 1964 season drew close, Tremulis had already set his sights on capturing the absolute land speed record for motorcycles with the Gyronaut X-1. By this time, the proposed gyroscopes had been dropped in favor of the twin Triumph engines, and the team of Alex Tremulis, Bob Leppan and Jim Bruflodt worked tirelessly to get the bike built from scratch in time for the August 1964 Speed Week at the Bonneville Slat Flats. But that didn't stop the efforts to get the Gyronaut project funded, and Andy Granatelli's STP looked like a perfect fit for both STP and the Gyronaut. The following few letters illustrate the good-natured ribbing that both Tremulis and Granatelli clearly enjoyed, even with the seriousness of the business endeavor at hand:
The Gyronaut as it appeared with the STP sponsor decals on its side and tail throughout 1965 and into the first half of 1966:
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The STP sponsorship was not renewed for the 1966 race season. For the Gyronaut's record-setting runs in August 1966 all the way through 1969, the Gyronaut ran with the Castrol logo on its sides. But true to his word, Andy Granatelli didn't let that stop him from having Tremulis design several more Indy race cars:
1967: With the end of the Novi's, one of Tremulis' Chrysler-powered proposals for the STP Special.
April 28, 1969: Proposal No. 1 incorporating front and rear wings for more downforce.
June 10, 1969: Proposal No. 2 taking on a more radical shape and incorporating air flaps for improved braking and cornering, an effort to get more miles from the Indy tires.
June 20, 1969: Proposal No. 3. The rules stated no wings may be attached to the bodywork of the car, so Tremulis suggested bolting them directly to the exhausts. He was never one to strictly follow the rules.
For over a quarter century Alex Tremulis and Andy Granatelli helped each other. By far, one of the longest and most rewarding experiences in Tremulis' 50+ years of automotive design. Back in the day, these guys traveled in very small circles where everyone knew everyone else. It's just that for Tremulis and Granatelli, theirs happened to be 2 1/2 miles as a D-shaped oval in the middle of Indiana.
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Keep up with the LIVE UPDATES on Facebook by "LIKING" the Gyronaut's page found HERE.
I'm trying to correct any factual inaccuracies that may have been posted, so please forward any corrections or additional information by using the CONTACT form. All comments are greatly appreciated...
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