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The Duesenberg-built Cummins Diesel Special was preserved by Cummins and restored to its Indy-race configuration. This trip resulted in some modifications to the racer, such as the addition of a windshield and headlights.
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Irwin (Cummins’ main financial backer) took the racer on a 5,000-mile (8,047-km) tour of Europe. The diesel-powered racer averaged 86.170 mph (138.677 km/h) over the 500-mile (805-km) distance, and the amount of fuel used reportedly cost $1.40 ($23 in 2018 USD). The Cummins Diesel Special completed its 200th lap and finished the race 38 minutes after the race leader, which was enough to secure a 13th place finish. In those days, the race continued after the first-place car finished until each car that could finish had completed the 200 laps. The racer proved to be slow during the 500-mile (805-km) competition, but the fuel-efficient engine enabled the Cummins Diesel Special to run the entire race without stopping, the first and only racer to accomplish such a feat during the Indy 500. On race day,, the Cummins Diesel Special was driven from the factory to the raceway. ( Doctorindy image via Wikimedia Commons) Note the engine’s four individual cylinders. The restored #8 displayed in the Indianapolis Motors Speedway Museum. However, the Cummins team had a plan to pick up a few spots during the race. Since Rickenbacker had guaranteed a spot in the 40-car field, the Cummins Diesel Special was the slowest car in the 1931 Indianapolis 500. The Cummins racer qualified at 96.871 mph (155.899 km/h), which was the 43rd fastest car. The Cummins Diesel Special was regularly driven the 45 miles (72 km) from the Cummins factory in Columbus, Indiana to the Indianapolis Motor Speedway.
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Dave Evans was the driver with Thane Houser as the riding mechanic / co-driver. Its completed weight was a hefty 3,389 lb (1,537 kg).įor the Indy 500, the car was named the Cummins Diesel Special and given race #8. and back to the Cummins factory, where it was modified in accordance with the Indy 500 rules. The racer was then driven to Washington D.C. To test the powertrain, Clessie drove the car to Daytona Beach, Florida and set a diesel flying-mile (1.6-km) speed record at 100.755 mph (162.150 km/h) on 7 February 1931. Dave Evans and Thane Houser are in the cockpit. The race engine produced 85 hp (63 kW) at 1,500 rpm and weighed about 1,600 lb (726 kg).Ĭlessie Cummins stands behind the Cummins Diesel Special #8 entered in the 1931 Indy 500. The engine had been modified with aluminum pistons and two intake valves but retained a single exhaust valve. This resulted in a displacement of 361 cu in (5.9L). To make the engine conform to the displacement limit, the bore of the race engine was decreased by. The Model U was a marine engine with a 4.5 in (114 mm) bore, a 6.0 in (152 mm) stroke, and a displacement of 382 cu in (6.3 L).
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However, the Cummins entry would not be entitled to any winnings, because of its guaranteed entry into the field.Ĭummins contracted Augie Duesenberg to modify a Duesenberg Model A chassis and install a 4-cylinder Cummins Model U engine. Rickenbacker agreed to the plan and offered Cummins a provisional spot provided the racer could top 80 mph (129 km/h). Cummins saw an opportunity to help fill the racing field and gain publicity in the Indianapolis 500 by fielding a diesel-powered racer in the 1931 race. To increase race participation, Eddie Rickenbacker, then-owner of the Indianapolis Speedway and American Automobile Association Contest Board president, relaxed the racing rules to allow stock-block engines up to 366 cu in (6.0 L) in 1930.
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The Great Depression took its toll on Cummins and also affected auto racing. The car was slightly modified and entered in the 1931 Indianapolis 500 race. on tour after setting the diesel speed record at 100.755 mph (162.150 km/h) on 7 February 1931 in Daytona Beach, Florida.