1911 Indianapolis 500 - wikipedia 1911 Indianapolis 500 1st Indianapolis 500 Indianapolis Motor Speedway Indianapolis 500 Sanctioning body AAA Date 30 May 1911 Winner Ray Harroun Winning Entrant Nordyke & Marmon Company Average speed 74.602 mph ( 120.060 km / h ) Pole position Lewis Strang Pole speed N / A Most laps led Ray Harroun ( 88 ) Pre-race Pace car Stoddard - Dayton Pace car driver Carl G. Fisher Starter Fred J. Wagner Honorary referee R.P. Hooper Estimated attendance 85,000 Chronology Previous Next 1909 - 1910 events 1912 The 1911 International 500 - Mile Sweepstakes Race was held at the Indianapolis Motor Speedway on Tuesday, May 30, 1911. It was the inaugural running of the Indianapolis 500, which is one of the most prestigious automobile races in the world. Ray Harroun, an engineer with the Marmon Motor Car Company, came out of retirement to drive, and won the inaugural event before re-retiring for good in the winner 's circle. Over the previous two seasons ( 1909 and 1910 ), the Speedway had scheduled numerous smaller races during a series of meets over the two years. In a departure from that policy, for 1911 the management decided to instead schedule a single, large - scale event attracting widespread attention from both American and European racing teams and manufacturers. It proved to be a successful event, immediately establishing itself both as the premier motorsports competition in the nation, and one of the most prestigious in the world. Contents 1 One Race 1.1 `` Too much racing '' 1.2 Timing 1.3 Preparation, and the `` Month of May '' 1.4 Setting the field 2 The 500 - mile race 2.1 Controversy 3 Box score 3.1 Starting grid 3.2 Race results 3.3 Notes 4 Statistics 5 Notes 5.1 References 5.2 Works cited One race This section needs additional citations for verification. Please help improve this article by adding citations to reliable sources. Unsourced material may be challenged and removed. ( May 2017 ) Bob Burman, Louis Disbrow, Jack Tower, and Joe Grennon at the 1911 Indianapolis 500 `` Too much racing '' The 1910 racing season at Indianapolis Motor Speedway began well, with an estimated 60,000 spectators for the 200 mi ( 320 km ) Wheeler - Schebler Trophy on Memorial Day, won by Ray Harroun. Throughout the remainder of the season, however, the crowds grew progressively smaller, and after seeing a second decline in attendance in as many days for Labor Day, 5 September 1910, the final day of the concluding meet, Speedway co-founders Carl Fisher, James Allison, Arthur Newby and Frank Wheeler conferred to decide on a new course for the following year. While the appearance on Monday of some 18,000 was reasonable enough, given both the rain showers occurring early that morning and the large parade held downtown during the afternoon, neither the two days of the Labor Day meet nor the July 4 weekend races had come near to equaling the Memorial Day turnout. While potential explanations for the decline included the high heat of summer and the women of the city making family holiday plans that did not include automobile racing, one of the most likely, they reasoned, was an overabundance of the very events they exhibited : too many races had diluted turnout down to only those most interested in the sport. Timing By the next day, Tuesday, 6 September 1910, local newspapers had already heard rumors of the decision, and reported that the four partners would likely soon choose to concentrate on a singular, major event for 1911. Most strongly considered were either a 24 - hour contest -- anticipating the 24 Hours of Le Mans, itself inaugurated just a dozen years later -- or a 1,000 mi ( 1,600 km ) endurance race, with a spectacular purse of $ 25,000 ; equivalent to 37.615 kg ( 82.93 lb ) of pure gold, and more than high enough to attract global as well as national and regional competition. The endurance event was favored by several manufacturers, but debate soon proceeded as to what would be most beneficial to the spectators as well as the participants. While a 24 - hour race would be possible on a technical level despite its extreme nature, all agreed that potential ticket - buyers would inevitably depart the grounds well before its conclusion. Deciding on a `` race window '' extending from 10 : 00AM to late afternoon, local time, early estimates placed the planned race distance at 300 to 500 miles ( 480 to 800 km ). The race winner, with purse estimates ranging toward $30,000, could expect to see as much as $12,000. In choices for a specific date to hold the race, Memorial Day, already the occasion of the largest attendance, was always foremost. As suggested to the Speedway owners by business associate Lem Trotter, the time coincided with the completion of a late - spring agricultural practice known as `` haying, '' after which the farmers acquired an effective two - week break. While the intention, Trotter argued, would certainly be to draw from far more than just the local farming community, simple business sense called for as little interference as possible with the regional economy. That such an opportunity to avoid a conflict of interest fell on a major national holiday sealed the decision : within two days, formal announcement was made of a 500 - mile ( 800 km ), marathon - distance motor race, to be held at the Indianapolis Motor Speedway, 30 May 1911. Preparation, and the `` month of May '' As desired and expected, news of a contest of such distance evoked strong enthusiasm both within and without the motorsport community. Newspaper and trade magazine articles used ever - new superlatives for the challenges expected to soon face both drivers and engineers, and continuing discussion throughout the spring and winter kept the race as the primary conversation piece of the average citizen. Everyone, it seemed, had something to say about it. Due to the publicity thus created, Speedway management, which had for the previous two seasons of meets charged the effectively nominal entry fee of one dollar per mile of scheduled race distances, took measures to ensure that the likely large entry list did not include any that were frivolous : at an accordingly heightened fee of $500 per car, participation became a nominally risky proposition to teams and manufacturers, since, although the high finishers were due to receive record purse money and accessory prizes, no money at all was offered to finishers below tenth place. Interest, however, was far from dampened, with entry blanks distributed over the course of the following month quickly returning filled, the first of which being an automobile built by the J.I. Case Threshing Machine Company of Racine, Wisconsin, to be driven by Lewis Strang. By 1 May 1911, the final day for entry filing, a high total of some 46 cars had been nominated to compete. 1 May also marked the beginning of a long tradition of the opening of the Speedway, on the first day of the month of the race, to free practice on the circuit during daylight hours by any and all participants. A policy originally established so as to allow teams unfamiliar with the 2.5 - mile ( 4.0 km ), recently brick - paved high - speed course as much time to acclimate as necessary, the `` Month of May '', as it came to be called in future years, ultimately proved most advantageous in the short - term to the locally based teams, given that many of the entries from abroad did not even set out for the city until well into the month. One such example, the double - entry Pope - Hartford team based in Springfield, Massachusetts, came by way of the team 's actual racing cars themselves simply being driven cross-country, while loaded up with toolboxes and as many spare parts as they could hold, making overnight stops in New York City, Buffalo, Cleveland and Columbus, Ohio, before finally arriving, where they were duly met at the city 's East Washington Street by Frank Fox, who was not only the slated driver of one of the two cars but also the company 's local agent. Ultimately, of the full forty - six entries originally submitted, only the two cars of the Falcar team from Moline, Illinois failed to appear, due to an inability to acquire critical chassis pieces. Setting the field To further refine the entry list as the date of the race approached, a qualification system was implemented whereby each car would be required to demonstrate a sufficiently competitive pace. With several of the top entries having already recorded, during the `` unofficial '' practice time of the month, complete laps at up to 88 mph ( 142 km / h ), a minimum required speed of 75 mph ( 121 km / h ), based on a flying start over a 0.25 miles ( 0.40 km ) section of the main straightaway, was considered to be within reason. Thus, all cars successfully completing an officially - timed run of the quarter - mile distance at or under 12 seconds would be accepted into the starting field ; those that did not would be given two additional attempts before being rejected, a policy that began the tradition of three qualification attempts allotted to each entered car. In the years following these inaugural qualification sessions, which were held on 27 and 28 May 1911, anecdotes would occasionally arise, and thereafter be steadily embellished in their retelling, regarding the purported qualifying times and speeds of given competitors, and how they compared to one another. In reality, no records of the sessions were kept at all, let alone publicized, with the sole objective being the confirmation of each car 's capability to achieve the minimum speed. Also in contrast to later eras, both the starting order and the car numbering of the participants were determined not by respective speeds or previous seasonal point totals, but by entry date, with the Strang - driven Case entry being assigned # 1 in the first starting position. The 500 - mile race The 1911 Stoddard - Dayton pace car on display at the Indianapolis Motor Speedway Hall of Fame Museum. The largest racing purse offered to date, $ 27,550, drew 46 entries from the United States and Europe, from which 40 qualified by sustaining 75 mph ( 121 km / h ) along the quarter mile - long main straight. Grid positions were determined by date of filing of official entry forms, rather than speed, a difference from the contemporary European practice of lottery. Entries were prescribed by rules to have a minimum weight of 2,300 lb ( 1,043 kg ) and a maximum engine size of 600 cubic inches ( 9.83 litres ) displacement. The 40 cars lined up five to a row, except for the first and last. In the first row, the Stoddard - Dayton pace car was situated on the inside ( driven by IMS owner Carl Fisher ), with four competitors cars rounding out the row. Rows 2 - 8 had five cars each, while the final row had only one car in it. Fisher 's use of the Stoddard - Dayton is believed to constitute the first use of such a vehicle, for the first known mass rolling start of an automobile race. Amid roiling smoke, the roar of the 40 machines ' engines, and the waving of a red flag which signalled ' clear course ahead ', American Johnny Aitken, in a National, took the lead from the fourth starting spot on the extreme outside of the first row, and held it until lap 5 when Spencer Wishart took over in a Mercedes, himself soon overtaken by David L. Bruce - Brown 's Fiat which would go on to dominate the first half of the race. Nearing the halfway point, Ray Harroun, an engineer for the Marmon - Nordyke company and defending AAA national champion, and the only driver competing without a riding mechanic due to his first - ever - recorded use of a cowl - mounted rear - view mirror, passed Bruce - Brown for the lead in his self - designed, six - cylinder `` Marmon Wasp '' ( so named for its distinctively sharp - pointed, wasp - like tail ). Others faltered during the marathon event ; of the 14 cars to fall out, riding mechanic Sam Dickson was the lone fatality, killed when driver Arthur Greiner hit the wall in the second turn on lap 12. Harroun, relieved by Cyrus Patschke for 35 laps ( 87.5 miles / 140.82 km ), led 88 of the 200 laps, the most among the race 's seven leaders, for a race - average speed of 74.602 mph ( 120.060 km / h ) in a total time of 6 : 42 : 08 for the 500 - mile ( 804.67 km ) distance to win. During the midpoint of the second half the race, Harroun and Lozier driver Ralph Mulford had fought an intense duel, with Harroun holding a small advantage near the 340 mile ( 550 kilometer ) mark, whereupon one of the Wasp 's tires failed. Harroun 's forced stop allowed Mulford to move to the front, before Mulford also pitted for new rubber. After Mulford came back onto the track, Harroun was scored in the lead with a 1 - minute 48 second advantage, and victory. After the race, and collection of $10,000 for first place, Harroun returned to the position he had taken at the end of the 1910 racing season : retirement. He would never race again. Controversy Upon Harroun 's declared victory, second - place finisher Mulford supposedly protested, contending he had lapped Harroun when the Marmon limped in on the torn tire, an argument appearing plausible to some, due to an accident disrupting the official timing and scoring stand at nearly the same time. However, race officials were quick to note Mulford 's subsequent pit stop forced the Lozier crew to spend several minutes themselves changing a tire which stuck to the wheel hub ; Mulford 's protest was thus denied. According to track historian Donald Davidson, no protests were filed at the end of the race and Mulford offered congratulations to Harroun in the Detroit Free Press newspaper on June 4. Davidson has also pointed out that Mulford was reported by contemporary publications to have changed 14 tires during the course of the race, including one from a blown tire in turn one. Changing tires at the time was a lengthy and painstaking process, as the wheels were typically not removable. Tires had to be pried off of the rims, remounted, and inflated - all using hand tools, and in the precarious confines of the primitive pit stalls. Mulford himself even understood and admitted that he lost at least 14 minutes of track position due to his numerous pit stops. `` ( Mulford ) expressed himself as more than satisfied with the outcome of the race and gives full credit to Ray Harroun and Cyrus Patschke for their great victory. '' Detroit Free Press ; June 4, 1911 After blowing the tire on turn one, Mulford had to limp around the track for almost an entire lap, and subsequently bent the rim. That necessitated an even longer pit stop at that juncture to hammer out the damage. The accounts from the newspapers claim that Harroun changed only four tires all day during only three pit stops. Harroun 's team changed the right rear tire three times, and one other unspecified tire. Harroun 's shorter elapsed time in the pits is alone considered sufficient to more than overcome any track position advantage Mulford might have been thought to have. But the undermining evidence to support Harroun as the rightful winner was the team strategy to run a constant 75 mph pace, regardless of position, in order to save tire wear. During the 1910 Wheeler - Schebler Trophy Race, as well as during test runs in May 1911, Harroun discovered that by merely running a constant 75 mph pace instead of an 80 mph ( or faster ) pace, he would substantially reduce his tire wear and increase tire life. Davidson contends that Mulford did not make serious claims to victory later in life, as some have suggested. And in fact the controversy itself did not begin to inflame until decades after the race. Likewise, internet - based urban legends, and a book published in 2011, have fueled the meme. It is also possible that Mulford 's statements in the Detroit Free Press interview were misunderstood or purposely misconstrued. While giving full credit to Harroun for winning the race, Mulford did for himself claim the world record for 500 miles driven solo ( Harroun had relief help from Cyrus Patschke ). He also made the largely inconsequential claim that minus the stoppage time needed for pit stops ( over 14 minutes ), he likely completed the 500 miles ( running time only ) in less elapsed time than Harroun & Patschke. Box score Starting grid 1911 Indianapolis 500 - Mile Race Qualification Results Starting grid determined by order of entry date. No qualification times or speeds recorded, only success or failure to qualify. Entries required to maintain an excess of 75 mph ( 121 km / h ) over a quarter - mile distance to qualify. Row No Far Inside No Inside Center No Center No Outside Center No Far Outside Pace Car Position Lewis Strang ( R ) † Ralph DePalma ( R ) Harry Endicott ( R ) Johnny Aitken ( R ) 5 Louis Disbrow ( R ) 6 Frank Fox ( R ) 7 Harry Knight ( R ) 8 † Joe Jagersberger ( R ) 9 Will Jones ( R ) 10 Gil Andersen ( R ) 11 Spencer Wishart ( R ) 12 W.H. Turner ( R ) 15 Fred Belcher ( R ) 16 † Arthur Chevrolet ( R ) 17 † Charles Basle ( R ) 18 Eddie Hearne ( R ) 19 Harry Grant ( R ) 20 Charlie Merz ( R ) 21 Howdy Wilcox ( R ) 5 23 Mel Marquette * ( R ) 24 Fred Ellis ( R ) 25 Harry Cobe ( R ) 26 Jack Tower ( R ) 27 Ernest Delaney ( R ) 6 28 David L. Bruce - Brown ( R ) 30 Lee Frayer ( R ) 31 Joe Dawson ( R ) 32 Ray Harroun ( R ) 33 Ralph Mulford ( R ) 7 34 Teddy Tetzlaff ( R ) 35 Herbert Lytle ( R ) 36 Hughie Hughes ( R ) 37 Charles Bigelow ( R ) 38 Ralph Beardsley ( R ) 8 39 Caleb Bragg ( R ) 41 Howard Hall ( R ) 42 Bill Endicott ( R ) 44 Arthur Greiner ( R ) 45 Bob Burman ( R ) 9 46 Billy Knipper ( R ) DNQ Louis Edmunds ( R ) Rupert Jeffkins ( R ) * Entry started in race by Bert Adams, finished by Mel Marquette. Race results 1911 Indianapolis 500 - Mile Race Race finishing times recorded down to second intervals. All entries still running at conclusion scored ahead of non-finishing entries, regardless of race completion percentage. Pos No Driver Entrant Chassis ( car name ) Engine Start Pos Laps Led * Laps Run Time ( interval ) Speed ( mph ) ( km / h ) Status Prize Money ( $ ) Cyl Displ ( in3 ) ( L ) 32 Ray Harroun * * ( R ) ( relieved by Cyrus Patschke ( ( R ) ) Nordyke & Marmon Company Marmon Wasp Marmon 28 88 200 6 : 42 : 08 74.602 120.060 finished 14,250 6 477 7.82 33 Ralph Mulford ( R ) Lozier Motor Company Lozier Lozier 29 10 200 6 : 43 : 51 + 0 : 01 : 43 74.285 119.550 finished 5,200 544 8.91 28 David L. Bruce - Brown ( R ) E.E. Hewlett Fiat Fiat 25 81 200 6 : 52 : 29 + 0 : 10 : 21 72.730 117.048 finished 3,250 589 9.65 11 Spencer Wishart ( R ) ( relieved by Dave Murphy ( R ) ) Spencer Wishart Mercedes Mercedes 11 5 200 6 : 52 : 57 + 0 : 10 : 49 72.648 116.916 finished 2,350 583 9.55 5 31 Joe Dawson ( R ) ( relieved by Cyrus Patschke ( R ) ) Nordyke & Marmon Company Marmon Marmon 27 0 200 6 : 54 : 34 + 0 : 12 : 26 72.365 116.460 finished 1,500 495 8.11 6 † Ralph DePalma ( R ) Simplex Automobile Company Simplex Simplex 200 7 : 02 : 02 + 0 : 19 : 54 71.084 114.399 finished 1,000 597 9.78 7 20 Charlie Merz ( R ) ( relieved by Len Zengel ( R ) ) National Motor Vehicle Company National National 18 0 200 7 : 06 : 20 + 0 : 24 : 12 70.367 113.245 finished 800 447 7.33 8 12 W.H. Turner ( R ) ( relieved by Walter Jones ( R ) ) Simplex Automobile Company Amplex Amplex 12 0 200 7 : 15 : 56 + 0 : 33 : 48 68.818 110.752 finished 700 443 7.26 9 15 Fred Belcher ( R ) ( relieved by John Coffey ( R ) ) Knox Automobile Company Knox Knox 13 200 7 : 17 : 09 + 0 : 35 : 01 68.626 110.443 finished 600 6 432 7.08 10 25 Harry Cobe ( R ) ( relieved by Louis Schwitzer ( R ) ) Jackson Automobile Company Jackson Jackson 22 0 200 7 : 21 : 50 + 0 : 39 : 42 67.899 109.273 finished 500 559 9.16 11 10 Gil Andersen ( R ) Ideal Motor Car Company Stutz Wisconsin 10 0 200 7 : 22 : 55 + 0 : 40 : 47 67.73 109.001 finished 0 390 6.39 12 36 Hughie Hughes ( R ) Mercer Motors Company Mercer Mercer 32 0 200 7 : 23 : 32 + 0 : 41 : 24 67.63 108.840 finished 0 300 4.92 13 30 Lee Frayer ( R ) ( relieved by Eddie Rickenbacker ( R ) ) Columbus Buggy Company Firestone - Columbus Firestone - Columbus 26 0 197 flagged flagged, still running 0 432 7.08 14 21 Howdy Wilcox ( R ) National Motor Vehicle Company National National 19 0 194 flagged flagged, still running 0 589 9.65 15 37 Charles Bigelow ( R ) ( relieved by W.H. Frey ( R ) ) ( relieved by E.H. Sherwood ( R ) ) Mercer Motors Company Mercer Mercer 33 0 194 flagged flagged, still running 0 300 4.92 16 Harry Endicott ( R ) Inter-State Automobile Company Inter-State Inter-State 0 192 flagged flagged, still running 0 390 6.39 17 41 Howard Hall ( R ) ( relieved by Rupert Jeffkins ( R ) ) Velie Motors Corporation Velie Velie 36 0 190 flagged flagged, still running 0 334 5.47 18 46 Billy Knipper ( R ) E.A. Moross Benz Benz 40 0 188 flagged flagged, still running 0 444 7.28 19 45 Bob Burman ( R ) E.A. Moross Benz Benz 39 0 183 flagged flagged, still running 0 520 8.52 20 38 Ralph Beardsley ( R ) ( relieved by Frank Goode ( R ) ) Simplex Automobile Company Simplex Simplex 34 0 178 flagged flagged, still running 0 597 9.78 21 18 Eddie Hearne ( R ) ( relieved by Edward Parker ( R ) ) Edward A. Hearne Fiat Fiat 16 0 175 flagged flagged, still running 0 487 7.98 22 6 Frank Fox ( R ) ( relieved by Fred Clemons ( R ) ) Pope Manufacturing Company Pope - Hartford Pope - Hartford 6 0 162 flagged flagged, still running 0 390 6.39 23 27 Ernest Delaney ( R ) Clark - Carter Automobile Company Cutting Cutting 24 0 160 flagged flagged, still running 0 390 6.39 24 26 Jack Tower ( R ) ( relieved by Robert Evans ( R ) ) Jackson Automobile Company Jackson Jackson 23 0 145 flagged flagged, still running 0 432 7.08 25 23 Bert Adams ( R ) ( started ) Mel Marquette ( R ) ( finished ) Speed Motors Company McFarlan McFarlan 20 0 142 flagged flagged, still running 0 6 377 6.18 26 42 Bill Endicott ( R ) ( relieved by Johnny Jenkins ( R ) ) Cole Motor Car Company Cole Cole 37 0 104 flagged flagged, still running 0 471 7.72 27 Johnny Aitken ( R ) National Motor Vehicle Company National National 8 125 did not finish connecting rod 0 589 9.65 28 9 Will Jones ( R ) Case Corporation Case Wisconsin 9 0 122 did not finish steering 0 284 4.65 29 Lewis Strang ( R ) ( relieved by Elmer Ray ( R ) ) Case Corporation Case Wisconsin 0 109 did not finish steering 0 284 4.65 30 7 Harry Knight ( R ) Westcott Motor Car Company Westcott Westcott 7 0 90 did not finish accident, front - straight 0 6 421 6.90 31 8 † Joe Jagersberger ( R ) Case Corporation Case Wisconsin 8 0 87 did not finish accident, front - straight 0 284 4.65 32 35 Herbert Lytle ( R ) Apperson Brothers Automotive Company Apperson Apperson 31 0 82 did not finish accident, pits 0 546 8.95 33 19 Harry Grant ( R ) American Locomotive Company Alco Alco 17 0 51 did not finish bearings 0 6 580 9.50 34 17 † Charles Basle ( R ) Buick Motor Company Buick Buick 15 0 46 did not finish mechanical 0 594 9.73 35 5 Louis Disbrow ( R ) Pope Manufacturing Company Pope - Hartford Pope - Hartford 5 0 45 did not finish accident, front - straight 0 390 6.39 36 16 † Arthur Chevrolet ( R ) Buick Motor Company Buick Buick 14 0 30 did not finish mechanical 0 594 9.73 37 39 Caleb Bragg ( R ) Caleb S. Bragg Fiat Fiat 35 0 24 did not finish wrecked, pits 0 487 7.98 38 24 Fred Ellis ( R ) Jackson Automobile Company Jackson Jackson 21 0 22 did not finish fire damage, withdrawn 0 355 5.82 39 34 Teddy Tetzlaff ( R ) Lozier Motor Company Lozier Lozier 30 0 20 did not finish accident, front - straight 0 544 8.91 40 44 Arthur Greiner ( R ) Simplex Automobile Company Amplex Amplex 38 0 12 did not finish accident, second turn 0 443 7.26 Notes * Due to an accident at the timing and scoring stand, laps 138 through 176 were unofficially recorded. * * Ray Harroun was relieved by Cyrus Patschke for approximately 35 laps at the halfway point of the race. † De Palma is usually shown as American, but his application for a US passport ( available at ( 1 ) ) reveals that he did not become a US citizen until 1920. † Jagersberger was Austrian - born. † Chevrolet is usually shown as American, but documents available at ( 2 ) show he did not become a US citizen until at least 1917. † Basle is usually shown as American, but documents available at ( 3 ) show he did not become a US citizen until at least 1917. Statistics Race field average engine displacement : 460 in3 / 7.54 L Race field average qualifying speed : No full lap Finishing entries average time and finishing speed : 7 : 05 : 27 70.74 mph / 113.85 km / h Notes Wikisource has original text related to this article : Crowd of 100,000 at the Speedway Wikisource has original text related to this article : The Great Race Wikisource has original text related to this article : Harroun is in Lead at 300 Wikisource has original text related to this article : Harroun Only One Sure of His Place Wikisource has original text related to this article : One Dead and Many Injured Wikisource has original text related to this article : Train and Trolley Bear in Thousands References ^ Jump up to : Fox, Jack C. ( 1994 ). The Illustrated History of the Indianapolis 500 1911 - 1994 ( 4th ed. ). Carl Hungness Publishing. p. 22. ISBN 0 - 915088 - 05 - 3. Jump up ^ Willis, Paul W. ( May 31, 1911 ). `` Harroun In ' Wasp ' Wins : One Death Is Race Toll ''. The Indianapolis Star. p. 1. Retrieved June 3, 2017 -- via Newspapers.com. ^ Jump up to : Kettlewell, Mike. `` Indianapolis : The Richest Race in the World '', in Northey, Tom, ed. World of Automobiles ( London : Orbis, 1974 ), Volume 9, p. 1013. ^ Jump up to : Davidson, Donald ; Shaffer, Rick ( 2013 ). `` How It All Began ; 1910 ''. Autocourse Official History of the Indianapolis 500, Second Edition. Icon Publishing Limited. p. 27. Jump up ^ Kettlewell, p. 1013. ^ Jump up to : Davidson, Donald ; Shaffer, Rick ( 2013 ). `` A 500 - Mile Race It Is ; 1911 ''. Autocourse Official History of the Indianapolis 500, Second Edition. Icon Publishing Limited. pp. 28 -- 30. ^ Jump up to : Kettlewell, p. 1014. Jump up ^ World of Automobiles ^ Jump up to : Popely, Rick ; Riggs, L. Spencer ( 1998 ). `` 1911 ''. Indianapolis 500 Chronicle. Publications International, Ltd. p. 10. Jump up ^ http://www.thevintageracer.com/articles/cyrus-patschke.htm Jump up ^ Popely, Rick ; Riggs, L. Spencer ( 1998 ). `` 1911 ''. Indianapolis 500 Chronicle. Publications International, Ltd. p. 11. ^ Jump up to : The Talk of Gasoline Alley. May 18, 2010. WFNI. ^ Jump up to : `` Mulford Claims World 's Record ''. Detroit Free Press. June 4, 1911. p. 70. Retrieved December 22, 2015 -- via Newspapers.com. ^ Jump up to : The Talk of Gasoline Alley. May 25, 2011. WFNI. ^ Jump up to : The Talk of Gasoline Alley. July 27, 2008. WFNI. Jump up ^ `` The History of the 500 - Episode 10 ( Mythbusters ) '', WIBC 93.1, April 14, 2013 Jump up ^ The Talk of Gasoline Alley. May 26, 2011. WFNI. Works cited Jaslow, Russel ( 1997 ). `` Who Really Won the First Indy 500 ? ''. Retrieved 2006 - 06 - 16. 2006 Indianapolis 500 Official Program Summary of race at www.champcarstars.com Indianapolis 500 Inaugural race 1911 Indianapolis 500 Ray Harroun 1912 Indianapolis 500 Joe Dawson Preceded by Inaugural race Record for the fastest average speed 74.602 mph Succeeded by 78.719 mph ( 1912 Indianapolis 500 ) Indianapolis 500 Races by year 1911 1912 1913 1914 1915 1916 1917 1918 1919 1920 1921 1922 1923 1924 1925 1926 1927 1928 1929 1930 1931 1932 1933 1934 1935 1936 1937 1938 1939 1940 1941 1942 1943 1944 1945 1946 1947 1948 1949 1950 1951 1952 1953 1954 1955 1956 1957 1958 1959 1960 1961 1962 1963 1964 1965 1966 1967 1968 1969 1970 1971 1972 1973 1976 1977 1978 1979 1980 1981 1982 1984 1985 1986 2017 2018 2019 Track Indianapolis Motor Speedway Race results IMS Museum Statistics Winners Pole - sitters Lap leaders Rookie of the Year Fatalities Firsts Pace cars Records Fastest laps By year Scott Brayton Award Louis Schwitzer Award Pit Stop Challenge Drivers List of drivers Non-qualifying drivers Female participants Sanctioning bodies AAA Contest Board ( 1909 -- 1955 ) FIA ( 1950 -- 1960 ) USAC ( 1956 -- 1997 ) INDYCAR ( 1998 -- present ) Ownership Carl Fisher James Allison Arthur Newby Frank A. Wheeler Eddie Rickenbacker Tony Hulman Wilbur Shaw Mary F. Hulman Mari Hulman George Tony George Joie Chitwood Jeff Belskus Hulman & Company Officials Charlie Merz Tommy Milton Harry McQuinn Harlan Fengler Tom Binford Brian Barnhart Broadcasting Radio Bill Slater Sid Collins Paul Page Lou Palmer Bob Jenkins Mike King Donald Davidson Television Jim McKay Jackie Stewart Chris Schenkel Chris Economaki Sam Posey Jack Arute Jim Lampley Paul Page Bob Jenkins Todd Harris Marty Reid Allen Bestwick Other Tom Carnegie Robin Miller Ron McQueeney Related events Month of May Mini-Marathon IndyCar Grand Prix Indy Lights road course Freedom 100 Brickyard 400 Brickyard 400 Lilly Diabetes 250 Other U.S. Grand Prix Red Bull Grand Prix Triple Crown of Motorsport Brickyard Grand Prix Brickyard Sports Car Challenge IROC at Indy Indy Legends Charity Pro -- Am race Red Bull Air Race of Indianapolis Golf at IMS Champions Tour PGA Tour LPGA Tour Related area Town of Speedway Indianapolis Sports in Indianapolis Indiana Fairgrounds ( Hoosier Hundred ) Lucas Oil Raceway ( Carb Night Classic ) Lore Riding mechanic Andretti Curse Borg - Warner Trophy Indy / Charlotte `` Double Duty '' Entertainment Traditions Jigger Award 100 mph Club The Greatest 33 Jim Nabors Straight No Chaser Turbo No races held in 1917 -- 1918 or 1942 -- 1945 due to World War I and World War II, respectively. Retrieved from `` https://en.wikipedia.org/w/index.php?title=1911_Indianapolis_500&oldid=842973947 '' Categories : Indianapolis 500 races 1911 in motorsport 1911 in Indiana 1911 in American motorsport May 1911 sports events Hidden categories : CS1 : Julian -- Gregorian uncertainty Articles needing additional references from May 2017 All articles needing additional references All articles with unsourced statements Articles with unsourced statements from April 2013 Talk Contents About Wikipedia Français Magyar Nederlands Polski Português Slovenščina Edit links This page was last edited on 25 May 2018, at 23 : 42. Text is available under the Creative Commons Attribution - ShareAlike License ; additional terms may apply. By using this site, you agree to the Terms of Use and Privacy Policy. Wikipedia ® is a registered trademark of the Wikimedia Foundation, Inc., a non-profit organization. About Wikipedia

Question: who won the first indy 500 race in 1911
Answer: Ray Harroun