To celebrate the 100th running of the Indianapolis 500 this year, we will profile all the British, and British born drivers who have taken on the speedway since 1911, looking at their time at IMS, results and in some cases interviews with some of the drivers. Part Two sees us return to the early years of the 500, a man who the speedway just could not break and a driver from recent memory.

Only one attempt for Ernest, born in London in 1897, at the 1926 Indianapolis 500. Born to a wealthy family, left school and went to serve in the Western Front. Married in 1915, he began to compete in racing in the early 20s, notably at Brooklands. As he became more success, he kept purchasing new auto-mobiles to race with, and in 1924, he became the world land speed record holder, set in a FIAT Special Mephistopheles II at Arpajon, France.

His sole attempt came in the 1926 Indianapolis 500. Eldridge drove both a Eldridge-Anzani and a Miller Special in the lead up to the race. He qualified in 23rd position in his own car.

During the race he was relieved, as was accustomed to the time, by Herschel McKee, a member of the Lafayette Flying Corps, returning to the car on lap 32 retiring from the race with carburettor problems on lap 45 (of 160 due to rain the race being shortened to 400 miles) with a finishing position of 19th.

The car, which Eldridge had built himself for the race (and also one for Douglas Hawkes), which the Indianapolis press doubted would finish, failed in his only attempt. It would not be the last time out on track though, he would act as a relief for Hawkes for 16 laps, but his car would later fail on lap 91.

One side note, Eldridge operated out of the same garage at the Speedway as the first British 500 winner Dario Resta had. It was said that the prize money was a huge draw to Eldridge to compete at the 500, he left with $558. For someone who once lost £60,000 gambling in Monte Carlo, did his attempt pay off?
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Post Indianapolis, Eldridge would enter his cars into other races in the US before returning to Europe, where he continued to break records. He would die from pneumonia in 1937, he was survived by two wives...

​Perennially quick in qualifying at the 500, Crawford set several records during the 1980s in his Buick, his career would be defined by a serious accident bring a whole new meaning to 'air-time' that earned him some honorary wings from the US Air Force in practice for the 1987 500 which should have left him with career ending injuries, or you would have thought so had it not been for the surgical expertise of Dr Terry Trammell, and shear determination of Crawford to get back to racing. 

A long period of recovery followed and Crawford would return to the 500 the following year in 1988, still showing obvious signs of pain and suffering with, in essence, still being bolted together after numerous operations. Despite a further crash, Crawford hobbled through and became the story of the 500 as he became the first non-Penske to lead the race during the year, he remained among the leading pack fighting a poor handling car as the race developed was running as high as second when a lengthy pit stop due to faulty wheel nut. This would leave him in sixth place by the end, which would be Crawfords career best finish at the 500. For all Crawfords' skill, speed and determination, his results, baring 1988, were not a fair reflection of what he brought to the Speedway. In his next five races, finishes of 19,15, 26, 25, 24 would see out his time in Indianapolis.

Two final attempts to make the field followed in 94 and 95 but failed to make the starting 33. He left the Speedway for Florida where he became a fishing boat captain and charter. Jim Crawford would die in 2002 suffering liver failure after battling health problems that had constantly arisen from all his accidents, despite advances in medicine, these came too late for 'Gentleman Jim'.

John Menard called him 'The bravest driver he ever knew'. The Speedway broke him, but Crawford never let it stop him. A vastly underrated British hero of the 500.

In 2011, James Jakes was one of the latest 'from left-field' driver choices, one of many, made by Dale Coyne when arriving at the Barber test. Jakes early career took him up the European single seater ladder in F3, GP2 and GP3 securing a number of wins and podiums before switch focus to the US.

Results in his début year were lacking with a season high of 13th at Motegi, held for the final time on the road course following the earthquake in Japan. Jakes scored two top tens in 2012 before switching to RLL in 2013. Jakes achieved his first podium with second in Detroit. A year out was followed by signing for SPM in 2015 with a podium in the rain at NOLA and more top tens in Texas, Fontana and Pocono.

Jakes record at Indianapolis got off to a bad start, failing to qualify in 2011, the final time with the old IR-05 chassis where 40 cars attempted to qualify. In 2012, James made his first race, starting in 17th, finishing 15th. In 2013, starting and finishing in 20th, one lap down. His most recent 500, in 2015, again started 20th finishing in 18th.

Not having a deal in place for 2016, James Jakes signed for Manor WEC to race in their LMP2 programme, a return to his former Euro F3 and GP3 team.

Previous Chapters in our series of 'A British 500'
​Part One - 'Hughes, Hill & Taylor'

To celebrate the 100th running of the Indianapolis 500 this year, we will profile all the British, and British born drivers who have taken on the speedway since 1911, looking at their time at IMS, results and in some cases interviews with some of the drivers. In Part One, we look at the first British born driver, a champion and a name from recent memory.

Where better to start than 1911, Hughie Hughes was the first British born racing driver to compete in the Indy 500. Hughie would compete in two Indianapolis 500s, the second following in 1912. 

Born in London in 1886 (possibly 1878), moved to the US in 1906. Where he became part of Ernie Moross travelling Motorsport show known as 'Lord' Hughie Hughes, due to his English upbringing, not a bona fide title.

To the 500, in 1911, Hughes would qualify in 32nd finishing in 12th place, 41 seconds behind the winner Ray Harroun with an average speed of 67 mph. In 1912, Hughes qualified in 17th, finishing in third, only 12 seconds behind the winner Joe Dawson, with an average speed of 76 mph taking home $5000 in prize money.

Hughes would die in tragic circumstances at Uniontown Speedway, PA. After crashing himself was out of the car talking to a team mate when another driver Frank Galvin crashed and hit Hughes, the accident would take their lives as well as the riding mechanic Gaston Weigle, injuring a further 13 as reported by the The Daily Courier.

​Part of the 60's British invasion with Colin Chapman and Lotus.  Hill would race at the speedway three times where he won in 1966 in a Lola-Ford, returning with Lotus in 1967 and 1968. 

In 1966, Hill started in 15th place but would take victory just ahead of Fellow countryman Jim Clark (apparently, you can read more about the controversy over spins, manual timing, PA and more). Clark and Lloyd Ruby would share the majority of the laps lead. Fellow rookie Jackie Stewart took the lead on lap 151, but oil pressure problems resulted in losing the lead with Hill taking the lead with nine to go, and claim victory.

This would be one of the legs in which he became the only driver to complete the Triple Crown of Motor Sport (Indy 500, Monaco GP / WDC, 24 Hours of  Le Mans).

​Hill returned in 1967, qualified in 31st and finishing in 32nd after a piston broke. His final run at Indy saw him start on the front row in second, but a crash in turn two saw him end his time at the speedway in 19th place.

There were two other occasions when Graham hill attempted to qualify for the 500, but did not make it, in 1963 he withdrew after crashing the 'roller-skate' car and was not prepared to wait for it to be fixed in time for qualifying as he still had commitments in Europe to attend to. And again in 1969, his car was withdrawn after problems with Mario Andretti's car resulted in no qualifying attempts being made. 

I would be remiss to not include the legacy of doors being added to the front of toilet cubicles, to preserve modestly, a true British hero.

In his sole attempt at the speedway, Taylor qualified in in the middle of row five in 14th place. Come race day, came the rain, the race was delayed at the start and would be halted again after 28 laps. After a delay of nearly two hours the race restarted, but for Taylor, would not last much longer, a crash in turn three with fellow rookie Ed Carpenter whilst attempting to hold position, a case of two into one won't fit. The crash ended Mark Taylor's race and at the end of the season found himself out of a ride. Taylor moved back to England with his family ending his career behind the wheel.​