increase in speeds. After a tragic race in 1973, sweeping changes were made starting in 1974, both to the cars and the track itself. Tom Sneva broke the elusive 200 mph barrier in 1977. This era is also associated with the establishment of numerous Indy "legends." Drivers such as A. J. Foyt, Mario Andretti, Al Unser, Bobby Unser, Johnny Rutherford, Gordon Johncock, and many others, reached the peak of their respective careers during this period. Future "legends" Tom Sneva and Rick Mears also began their careers during this decade. While the decade was dominated by American drivers and American-based teams, success was not exclusive to just U.S.-based entries. McLaren was among the European entrants that experienced success, and towards the end of the decade, the venerable Offenhauser engine was now being seriously challenged by the British-built Cosworth. A. J. Foyt became the first four-time winner of the 500, while Janet Guthrie became the first female to qualify for the race. The track itself gained notoriety for increasing attendance, television exposure, and the "Snakepit," a gathering place in the infield known for revelry. CART era From 1979 to 1995. After the formation of CART in 1979, the first open wheel "Split" came about and was the focus of the very early 1980s. After a few seasons of organizational disputes and various controversies, by 1983, a relative harmony in the sport settled, and saw the season of events sanctioned by CART, and the Indianapolis 500 itself sanctioned by USAC. The field of cars and drivers would be composed primarily of CART-based teams and various one-off ("Indy only") entries. The "500" would pay points towards the CART championship, though CART did not actually sanction the event. The decade saw the concept of "customer chassis" take over the series, as well as exclusive engine leases creep into the competition. Nearly all engine and chassis manufacturers were foreign-based, to a point where by 1987, not a single chassis entered was built in the United States. Manufacturers such as March, Lola, and Reynard were the chassis of choice on the open market, with other more exclusive chassis (Penske and Galmer) also experiencing success. This period also saw a sharp increase in the number of foreign-born competitors, going from as few as two, to as many as nineteen by 1995. While this was a booming period of increasing popularity both nationwide and worldwide, the dwindling number of