1{2 "document_id": "lb_hotpotqa_220230ff5154e6f0ccad63965d06ce69a9226bd72cc32fa4",3 "family": "public_hotpotqa",4 "split": "test",5 "text": "Passage 1:\nMika Häkkinen\nMika Pauli Häkkinen (Finnish: [ˈmikɑ ˈhækːinen] (listen); born 28 September 1968), nicknamed \"The Flying Finn\", is a Finnish former racing driver. He won the Formula One World Drivers' Championship in 1998 and 1999, both times driving for McLaren. Häkkinen is one of three Formula One drivers from Finland that have won the World Drivers' Championship, and the only one to have done so more than once. He currently works in driver management and is a brand ambassador for various companies.\nHäkkinen began his career in karting at the age of five and achieved success by winning regional and national kart championships. He progressed to car racing when he entered the Formula Ford and Formula Three series in Italy and the United Kingdom. After success in the series, Häkkinen entered Formula One in 1991 with the Team Lotus where he remained until 1992. The following year, he moved to McLaren as test driver before he was promoted to the race team following the departure of Michael Andretti.\nAfter four years which yielded minor success, Häkkinen scored his first Formula One victory in 1997. He went on to win eight races of the 1998 season, securing the World Drivers' Championship at the season-ending Japanese Grand Prix; his success also helped McLaren secure the World Constructors' Championship. He repeated his World Championship success in 1999, taking five victories. He finished as runner-up in the Drivers' Championship in 2000, behind Michael Schumacher and secured two more victories in 2001 before announcing a sabbatical from the sport, which became full-time retirement in mid-2002.\nFor 2005, Häkkinen moved to the Deutsche Tourenwagen Masters (DTM) series, where he secured his first victory that year. His form faded during 2006 although he secured two more victories in 2007. He retired from top-level active motorsport at the end of 2007, and subsequently moved into driver management along with becoming a brand ambassador for Johnnie Walker and Mercedes-Benz AMG.\n\nEarly life and career\nHäkkinen was born in Helsingin maalaiskunta, Finland, on 28 September 1968 to Harri, a shortwave radio operator and a part-time taxi driver, and Aila Häkkinen, who worked as a secretary. He has one sister, Nina, who ran a fan site for him until its closure in 1998. Häkkinen lived in the same street as Mika Salo with the two later becoming friends. As a child, Häkkinen played ice hockey and football.When Häkkinen was five years old, his parents rented a go-kart for him to take to a track near their home. Despite an early crash, Häkkinen wished to continue racing, and his father bought him his first go-kart, one that Henri Toivonen had previously competed with. He later won his first karting race in 1975 at the Keimola Motor Stadium where he raced in the regional karting championships in 1978 and 1979, winning the Keimola Club Championship in both years. Häkkinen found further success in 1980 when he won the Swedish Lapland Cup and finished fourth in the 85cc class of the Lapland Karting Championship. Around this time, Häkkinen also drove a Volkswagen Beetle on the frozen lakes of Finland with friend Mika Sohlberg.In 1981, Häkkinen won his first major karting title, the 85cc class of the Finnish Karting Championship. The following year, he finished runner-up in the 85cc class of the Formula Mini series and later won the Ronnie Peterson Memorial event and the Salpauselka Cup in Lahti. Häkkinen moved to the Formula Nordic 100cc class for 1983, where he became the champion on his first attempt and also participated in the A Junior Team Races for Finland alongside Taru Rinne, Jaana Nyman and Marko Mankonen, with the line-up taking the championship.In 1984, Häkkinen won the 100cc Formula Nordic title and later participated in the World Kart Championship race held in Liedolsheim. He took his second consecutive 100cc Formula Nordic Championship in 1985 ahead of Jukka Savolainen. He took part in the Nordic Championship A-Class in the same year, finishing runner-up to Tom Kristensen. Häkkinen went to Parma to participate in the World Kart Championship where he retired before the event's final heat due to a mechanical problem. In 1986, he reached his third consecutive Formula Nordic 100cc title and also took part in karting events across Europe. To further fund his career, Häkkinen got a job with a friend repairing bicycles.In 1987, Häkkinen made the transition from karting to car racing when he purchased a 1986 Reynard Formula Ford 1600 from fellow Finn JJ Lehto. In that year, he entered the Finnish, Swedish and Nordic Formula Ford Championships, winning each title on his first attempt and won nine races combined. Häkkinen also entered two races of the EDFA 1600 Championship and raced in the Formula Ford Festival held at Brands Hatch, where he finished in seventh position. In 1988, Häkkinen entered the EFDA Formula GM Lotus Euroseries with the Dragon team, where he secured four victories and finished the runner-up in the championship, behind Allan McNish. He later entered the Opel-Lotus EDFA Euroseries, taking four victories and became Champion with 126 points, ahead of nearest rival Henrik Larsen.Going into 1989, Häkkinen moved from the Euroseries into the British Formula 3 Championship driving a Reynard 893 chassis for Dragon. He finished seventh position in the championship, scoring 18 points. He was later invited to participate in the Cellnet Formula Three SuperPrix for West Surrey Racing as a guest driver where he secured pole position and the victory. He also raced in the tenth round of the French Formula 3 championship at Le Mans-Bugatti on 24 September and finished third behind Éric Hélary and Laurent Daumet.\nIn 1990, Häkkinen applied to become a member of the \"Marlboro World Championship Team\" through what was akin to a fully sponsored racing driver academy. Its members were short-listed for testing by a judging panel including McLaren Formula One team boss Ron Dennis (whose team was sponsored by Marlboro), Formula One World Champion James Hunt, and Formula 3000 team bosses, Mike Earle and Hugues de Chaunac. In an April 2015 interview, Earle recounted that Häkkinen's application was the last one that he reviewed at the end of a long day, despite protests by Hunt who had already made plans to head to a pub for a beer. Häkkinen performed strongly in his test and went on to secure Marlboro's sponsorship. That same year, therefore, Häkkinen left Dragon and moved to the West Surrey Racing team and won the British Formula 3 series, by taking nine victories en route to the Championship, with 121 points, ahead of fellow Finn Salo. In November, Häkkinen entered the Macau Grand Prix where he drove to pole position and won the first heat of the event. He retired from the second heat due to a last-lap collision with German Formula Three driver and future Formula One rival Michael Schumacher, who was classified as the overall winner.\n\nFormula One career\nTeam Lotus (1991–1992)\n1991\nHäkkinen made his first test in a Formula One car with the Benetton team driving 90 laps around the Silverstone Circuit and set quicker lap times than regular driver Alessandro Nannini. He found it difficult to fit into the Benetton but liked the steering and throttle response. Häkkinen expected not to be offered a seat at Benetton and he decided to sign with the Lotus team for the 1991 season. Making his debut in the United States Grand Prix alongside teammate Julian Bailey, Häkkinen qualified thirteenth on the grid and suffered an engine failure on the sixtieth lap and was classified thirteenth. The next race in Brazil saw him finish ninth, and scored his first Formula One points by reaching fifth place in San Marino. Häkkinen suffered from a dip in race form as he encountered consecutive retirements in the next two races—his car suffered from an oil leak in Monaco and spun out in Canada. Before Canada, Bailey lost his seat at Lotus due to a lack of funding, so Häkkinen was partnered by Johnny Herbert and Michael Bartels throughout the remainder of the season.Although Häkkinen secured a ninth-place finish in Mexico, he did not qualify for the French Grand Prix. Over the remainder of the season, he did not finish four of the nine races he entered. Häkkinen finished his debut season sixteenth in the Drivers' Championship, scoring two points.\n\n1992\nHäkkinen remained at Lotus for 1992 and was partnered by Herbert. At the opening round of the season in South Africa, Häkkinen finished in ninth position, which he followed up with his first points of the season in Mexico. He took a further finish in Brazil, although he did not qualify for the San Marino Grand Prix and suffered consecutive retirements in the following two races. At Monaco, Lotus introduced their new car, the Lotus 107. Häkkinen later gathered further consecutive points in the following two races, before he was forced into retirement at the German Grand Prix due to an engine failure. A similar pattern followed in the next three races, which was broken when he finished fifth in Portugal and suffered a retirement at the penultimate round of the year in Japan. Häkkinen concluded the season with a seventh-place finish in Australia.During the season, Häkkinen became embroiled in a contract dispute. Häkkinen, who was under contract to Lotus, opted to join Williams. However, Williams had not submitted their entry for the 1993 season, and Häkkinen was unable to join the team when he learnt that Lotus team principal Peter Collins would veto the Williams team entry if they had signed Häkkinen. Häkkinen later approached Ligier although his contract contained a clause of which his manager Keke Rosberg disagreed. He later approached McLaren team principal Ron Dennis for a contract with the team, which was drafted at Courchevel Airport. The dispute eventually went to the Formula One Contract Recognition Board, who ruled in favour of McLaren after two days of deliberation.\n\nMcLaren (1993–2001)\n1993\nFor 1993, Häkkinen joined McLaren, originally as a race driver, although he became the team's official test driver when CART driver Michael Andretti was hired by the team. Apart from regular testing duties, Häkkinen entered two Porsche Supercup races, held as a support race for the Monaco Grand Prix, where he started at pole position and took victory in both races. He was promoted to a Formula One race seat after the Italian Grand Prix, when Andretti left Formula One. Häkkinen entered the Portuguese Grand Prix where he out-qualified regular driver Ayrton Senna. During the race, he retired due to collision with a concrete wall. At the next race held in Japan, Häkkinen claimed the first podium of his career with a third-place finish, and ended the season when his McLaren car suffered a brake pipe failure in Australia. Häkkinen concluded the season with 15th in the Drivers' Championship, scoring 4 points. In December, McLaren confirmed that Häkkinen would remain with the team on a three-year contract from the 1994 season onwards.During 1993, Häkkinen, along with Senna, tested the Lamborghini V12 engine in a modified version of the McLaren MP4/8 race car dubbed the \"MP4/8B\" at both Estoril and Silverstone. Both drivers were impressed with the engine, with Häkkinen reportedly lapping Silverstone some 1.4 seconds faster in the MP4/8B with its V12 engine than he had with the team's race car fitted with the Ford V8.\n\n1994\nHäkkinen stayed at McLaren for 1994 and was partnered by experienced driver Martin Brundle. He endured a torrid start: at the first two races of the season, Häkkinen retired as his car developed engine problems in the Brazilian Grand Prix and gearbox issues in the Pacific Grand Prix which included a collision with Senna on the first lap. He later reached his first podium finish of the season at the San Marino Grand Prix, although he suffered a dip in form as he was forced into consecutive retirements in the next four races.Häkkinen raced to a further podium finish at the British Grand Prix, despite a last-lap collision with Jordan driver Rubens Barrichello for which he received a one-race ban, suspended for three races. The ban was enforced after the German Grand Prix, where Häkkinen collided with Williams driver David Coulthard with the Finn's car sliding into another group of cars. He was replaced by Philippe Alliot for the next race in Hungary.Häkkinen returned for the Belgian Grand Prix, initially coming third but was later promoted to second after the disqualification of Benetton driver Michael Schumacher. He got consecutive 3rd-place podium finishes in the next three races, before rounding off the season by finishing the final two races in Japan and Australia, albeit outside of the points scoring positions. Häkkinen managed a fourth place in the Drivers' Championship, scoring 26 points.\n\n1995\nHäkkinen remained at McLaren for 1995, and was partnered by Nigel Mansell. During pre-season testing, Häkkinen and teammate Mansell complained the car, the McLaren MP4/10, was not wide enough to fit in, resulting in their hands and elbows striking the sides of the cockpit. Mansell was forced to miss the opening two rounds, so Häkkinen was partnered with Mark Blundell.Häkkinen started off the season by finishing fourth in Brazil, and later retired in Argentina due to a collision which punctured his left rear tyre that followed a spin. He took a further points finish with a 5th place at San Marino, before suffering from consecutive retirements in the next three races. For the French Grand Prix, McLaren introduced a revised version of their car, the McLaren MP4/10B. This did not revive Häkkinen's fortunes as he did not finish in the points scoring positions, and later suffered consecutive retirements in the next four races, but got second place at the Italian Grand Prix. He was forced to miss the Pacific Grand Prix due to an operation for appendicitis and was replaced by Jan Magnussen. He returned for the Japanese Grand Prix, with a second-place finish.At the season finale held in Australia, Häkkinen's car suffered a tyre failure during the event's first qualifying session on Friday, which resulted in his car becoming airborne and crashing sideways into the crash barrier on the outside of Brewery corner, the fastest corner of the Adelaide Street Circuit, at an estimated speed of 120 mph. The session was suspended with Häkkinen being critically injured due to sustaining a skull fracture, internal bleeding and a blockage of his airway. His life was saved by the efforts of the trackside medical team including the President of the FIA Institute for Motor Sport Safety, Sid Watkins and volunteer doctors Jerome Cockings and Steve Lewis from the Royal Adelaide Hospital. Cockings performed an emergency tracheotomy on the track, delivering oxygen to enable Häkkinen to breathe. Watkins later arrived in the medical car, allowing the doctors to continue, restarting Häkkinen's heart twice. Häkkinen was immediately transported by ambulance to the nearby Royal Adelaide Hospital which was luckily located only about half a kilometre from the circuit. There he remained in a critical condition under care of the Trauma Service, the Neurosurgical Unit, and the Intensive Care Unit and remained in the hospital for approximately two months. He eventually made a remarkable recovery. As an expression of thanks for the elite class medical attention he received, Häkkinen donated a substantial undisclosed sum of money to help build a much-needed helipad for The Royal Adelaide Hospital, and made a special trip to Australia for the official opening ceremony in March 1997.Häkkinen finished the 1995 season seventh in the Drivers' Championship, with 17 points.\n\n1996\nThe 1996 season was the first in which Häkkinen was the more experienced driver in his team and was partnered by David Coulthard. Häkkinen was confident going into the season and set himself a target of winning races. To ensure his fitness, Häkkinen spent time training in Bali and in February, McLaren conducted a secret test at the Paul Ricard Circuit. In the event that Häkkinen was not prepared, McLaren had Magnussen to replace him should the need arise. The season started well for Häkkinen: He earned consecutive points-scoring positions in the opening two rounds, before he suffered his first retirement of the season in Argentina as his car developed a throttle problem. He later finished the next two races, albeit outside of the points scoring positions, before returning consecutive finishes inside of the points in the following four races.In the following race held in Britain where McLaren brought a revised version of the car, their McLaren MP4/11B, Häkkinen reached his first podium finish of the season with third place. However, he retired from the next race held in Germany due to a gearbox failure. This marked a turning point in Häkkinen's season as he finished the next three races, including consecutive third-place finishes in Belgium and Italy. In September, it was announced that Häkkinen would remain at McLaren for 1997, having previously been linked to Williams and Benetton. He retired from the penultimate round in Portugal resulting a collision with teammate Coulthard, damaging Häkkinen's front wing and eventually led to his retirement on the 52nd lap of the race. He rounded off the season with a third-place finish in season finale held in Japan. Häkkinen finished the season fifth in the Drivers' Championship, scoring 31 points.\n\n1997\nHäkkinen again remained at McLaren for 1997 and Coulthard remained his teammate. Häkkinen's season got off to a good start: In the season-opening race in Australia, he drove up to the third position and later scored further consecutive finishes inside of the points scoring positions in the next three races. He suffered his first retirement of the season at the Monaco Grand Prix when he was involved in a collision with Benetton driver Jean Alesi. Häkkinen later took ninth position at the Spanish Grand Prix, but later suffered three consecutive retirements in the next three races—a collision with Ferrari driver Eddie Irvine in Canada and engine failures in France and Britain. At the latter race, he had seemed set for his first win, but his engine blew while he was holding off eventual winner Jacques Villeneuve.Häkkinen secured another podium finish with second place in Germany and later retired from an hydraulic problem in Hungary. He later secured third place in the Belgian Grand Prix but was later disqualified when it was discovered that his car used an illegal type of fuel during the event. He secured a ninth-place finish in Italy and later suffered from consecutive retirements in the next two races—engine failures in the Austrian Grand Prix and the Luxembourg Grand Prix while leading both races. Häkkinen ended the season with a fourth position in the penultimate round in Japan and raced to his first Formula One victory at the season closing European Grand Prix. Häkkinen ended the season sixth in the Drivers' Championship, with 27 points.\n\n1998\nHäkkinen remained at McLaren for 1998, partnered by Coulthard. Häkkinen was confident going about the challenge for the World Championship into the season, citing the involvement of technical director Adrian Newey. The season started off with controversy in Australia when teammate Coulthard let Häkkinen past to win the race. Häkkinen had earlier been called into the pit lane by an engineer by mistake. Coulthard later revealed a pre-race agreement by the team that whoever led into the first corner on the first lap would be allowed to win the race. Despite this, Häkkinen took back-to-back victories by winning the next race in Brazil. He maintained his good form at the Argentine Grand Prix where he finished second, although he retired from the San Marino Grand Prix when his car's gearbox failed. However, Häkkinen managed consecutive victories in the next two rounds, which was followed by a retirement from the race in Canada as his car suffered another gearbox failure.Häkkinen followed this up by taking consecutive podiums in the next two rounds—third in France and second in Britain. He managed further consecutive victories in the next two rounds, and followed this up with a sixth-place finish in Hungary. In August, it was announced that Häkkinen and Coulthard would be retained for 1999. Häkkinen retired from the following race held in Belgium when Ferrari driver Michael Schumacher collided with the Finn and was also hit by Sauber driver Johnny Herbert. He later managed a fourth position in Italy despite suffering from brake problems resulting from a spin. Häkkinen finished the season by taking victory in the final two rounds at the Luxembourg Grand Prix and the Japanese Grand Prix, which ensured he took enough points to clinch the 1998 World Championship, with 100 points, ahead of nearest rival Schumacher. Häkkinen was awarded the Autosport International Racing Driver Award for 1998. He was also named the Finnish Sports Personality of the Year by journalists. The Finnish Post Office issued stamps to commemorate Häkkinen's World Championship in January 1999.\n\n1999\nHäkkinen remained at McLaren for 1999, with Coulthard partnering him for the upcoming season. The team suffered problems with their car, the McLaren MP4/14, during pre-season testing, resulting in a lack of preparation. Despite these setbacks, Häkkinen was confident going into the season, saying: \"I've gained confidence and experience and am more relaxed. With this title I no longer have to tell myself every morning I can win, to put pressure on myself.\"At the opening round in Australia, Häkkinen was forced into retiring as his car developed a throttle issue. However, he managed his first victory of the season in Brazil, despite his car developing a gearbox problem early in the race. Häkkinen retired from the race in San Marino when he collided with a barrier while leading. At the Monaco Grand Prix, Häkkinen finished in third place, having slid on oil left on the track surface in the race. He followed up the results by having consecutive victories in the races held in Spain and Canada. Häkkinen took a second-place finish in France, and was forced into another retirement in Britain, as a result of a wheel failure. During the Austrian Grand Prix, Häkkinen who started from pole position, was hit by Coulthard from behind and rejoined at the back of the field. Häkkinen eventually finished in 3rd place.During the German Grand Prix, it was announced that Häkkinen would remain at McLaren for 2000. Häkkinen encountered further bad fortunes in the race when his car's right rear tyre exploded at high speed, forcing his car into a 360° spin before resting on a tyre wall. He managed his fourth victory of the year at Hungary, and followed up the result with a second place in Belgium. Häkkinen retired from the following race held in Italy, due to a spin while leading the race. He finished further with fifth place at the European Grand Prix, and achieved a podium finish with third place in Malaysia. At the season finale held in Japan, Häkkinen took victory, which ensured he took enough points to win the 1999 World Championship, with 76 points, ahead of nearest rival Eddie Irvine. In November, Häkkinen was ranked seventh in the Reuters Sports Personality of the Year Poll scoring 46 out of a possible 260 points. He was also awarded his second consecutive Autosport International Racing Driver Award for 1999. In November, Häkkinen was announced as one of the seven men shortlisted for the Finnish Sports Personality of the Year. At the awards ceremony on 28 December, Häkkinen was awarded second place behind skier Mika Myllylä.\n\n2000\nFor 2000, Häkkinen set himself new limits along with physical and psychological preparations for the upcoming season. He also believed that he along with Schumacher and Coulthard would be the key drivers of 2000. He endured a bad start: at the opening round in Australia, both McLaren cars retired with engine failure after completing less than half of the race distance; and in the following race in Brazil, Häkkinen was forced into retirement when his car's oil pressure became problematic. However, this marked a turning point as Häkkinen took consecutive second-place finishes in the next two rounds, and later reached his first victory of the season in Spain.Häkkinen finished in second position at the European Grand Prix, having traded the lead position with Schumacher throughout the race. He followed up the result by taking sixth place at Monaco, fourth in Canada and a podium finish with second position in France. The day after the French Grand Prix, it was announced that Häkkinen would remain at McLaren for 2001. Häkkinen won the following race held in Austria, although his team were stripped of constructors' points due to a missing seal on the electronic control unit in Häkkinen's car. He took another podium finish with a second place in Germany, and later had another victory at the Hungarian Grand Prix where he took the lead of the World Drivers' Championship from Schumacher. Häkkinen raced to his second consecutive victory in Belgium, which included a simultaneous pass on Schumacher and Ricardo Zonta in the Kemmel straight. Häkkinen later took second place in Italy, and retired with an engine failure in the United States. He rounded off the year with a second place in Japan where he conceded the World Championship to Schumacher, and held fourth position in the season closing race held in Malaysia.\n\n2001\nFor 2001, Häkkinen pledged to make a challenge for the World Championship, citing inspiration from the birth of his son Hugo. He also added that he was under less pressure to compete, saying that results over the previous year increased his desire to win. The season started badly for Häkkinen, as he was forced into retirement in the opening round held in Australia due to a failure with his car's suspension resulting in his car spinning violently into a tyre barrier. The McLaren cars were off the pace in Malaysia, with Häkkinen managing to end at the 6th place. He retired from the following race in Brazil when his car stalled on the starting grid, Further points came at the San Marino Grand Prix. At the Spanish Grand Prix, Häkkinen looked on course to win his first victory of the season, until the final lap of the race, when his car was hampered with a clutch failure and was classified ninth.He suffered further consecutive retirements in Austria where he stalled his car on the starting grid, and Monaco where his car's steering failed after fifteen laps of the race. At the following race held in Canada, Häkkinen took his first podium of the season with a third-place finish. He finished sixth at the European Grand Prix, and was unable to start the French Grand Prix as his car developed a gearbox problem. However, this marked a brief turning point for Häkkinen as he gained a victory in the British Grand Prix. He was forced into another retirement in Germany when his engine failed, later managing fifth position in Hungary and fourth place in Belgium.Before the Italian Grand Prix, Häkkinen announced that he would be on a sabbatical for the 2002 season, citing the reason to spend more time with his family. His seat was taken by fellow countryman Kimi Räikkönen in 2002. Häkkinen later stated that fear after crashes during practice for the 1995 Australian Grand Prix and the 2001 Australian Grand Prix as well as a loss of a desire to compete for race victories were factors. He was forced into another retirement during the race due to a gearbox issue. He raced to his final victory of his career in the United States despite incurring a grid penalty, and ended the season with a fourth-place finish in Japan. Häkkinen finished the season fifth in the Drivers' Championship, with 37 points.\n\nPost-Formula One (2002–2004)\nIn July 2002, nine months into his sabbatical, Häkkinen announced that he would be retiring from Formula One. It was later revealed that Häkkinen approached McLaren team principal Ron Dennis during the 2001 Monaco Grand Prix and agreed a sabbatical, then returned to Monaco the following year to discuss and agree full-time retirement with Dennis. In October, Häkkinen made his first appearance as a commentator for pay-for-view channel Canal Digital at the United States Grand Prix.In December 2002, it was announced that Häkkinen would be participating in the Finnish Rally Championship driving a Mitsubishi Lancer Evolution WRC2 with his co-driver Arto Kapanen. He also stated that he would not move full-time into rallying and learn about driver control, although he later stated he would enter more rally events if he finished within the top two. Making his debut in the Arctic Rally, Häkkinen was delayed by four minutes as his team changed a tyre and eventually finished 30th. He once again entered the event in 2004 driving a Toyota Corolla with co-driver Risto Pietiläinen and finished seventh.During 2004, rumors circulated that Häkkinen was making a possible return to Formula One to fill in the vacant Williams seat left by Juan Pablo Montoya. In May, McLaren team principal Ron Dennis dismissed the rumors, stating that Häkkinen was not prepared for a comeback. Häkkinen held talks with BAR and Williams and later decided against returning to Formula One saying in 2005: \"It's impossible to think that I would race a Formula One car again because as time passes my reactions become slower and my eyesight gets worse – that's life\".\n\nDeutsche Tourenwagen Masters\n2005\nOn 6 November 2004, it was announced that Häkkinen would make his debut in the Deutsche Tourenwagen Masters (DTM) series for the HWA Team in the 2005 season. He was partnered by Gary Paffett, Jean Alesi and Bernd Schneider. Häkkinen had previous experience of driving touring cars in July 2001 at the Brno Circuit alongside Schneider. In January, Häkkinen once again participated in the Arctic Rally driving a Toyota Corolla with co-driver Risto Pietiläinen. Häkkinen retired when he slid off the road on the eleventh stage.His debut season started well: He secured eighth position in his first race at the Hockenheimring; and in the following race at the EuroSpeedway Lausitz, held his first podium in his DTM career. Two weeks later at Spa-Francorchamps, Häkkinen qualified on pole position and later took his first DTM win after only three starts. Despite the early success, he did not score points in the next three races which included consecutive retirements at Oschersleben and the Norisring. He later scored a further points position at the race held at the Nürburgring, before further consecutive 12th-place finishes in the next two races. Häkkinen ended the 2005 season by taking a second-place finish at Istanbul Park and finished outside of the points scoring positions with 15th place at Hockenheim. Häkkinen finished the season fifth in the Drivers' Championship, with 30 points.\n\n2006\nOn 15 November 2005, it was announced that Häkkinen would remain with HWA for the 2006 season, and was partnered by Alesi, Spengler and Jamie Green. For the upcoming season, Häkkinen set his target of winning the championship, although he believed the competition from Audi would make the title challenge difficult. Outside of DTM, Häkkinen participated in his fourth Arctic Rally, driving a Mitsubishi Lancer Evolution VII with co-driver Risto Pietiläinen. He finished 36th overall.His season got off well: At the opening race held at Hockenheim, he finished in fourth position; and in the following race held at the EuroSpeedway Lausitz, he drove to his first podium of the season with third place. Häkkinen did not score points in the next two consecutive races, although he later held another podium position with third place at the Norisring. In the next three races, he was unable to score more points, although he had another podium position at the Bugatti Circuit. Häkkinen concluded his season with a retirement at the Hockenheimring when his car's diffuser became damaged. Häkkinen ended the year sixth in the Drivers' Championship, scoring 25 points.In November, Häkkinen tested a McLaren MP4-21 for one day at the Circuit de Catalunya where he completed 79 laps. To prepare himself, Häkkinen spent time at the McLaren Technology Centre to acquaint himself with Formula One's revised regulations. In a 2017 retrospective interview Häkkinen revealed that he had been in advanced talks with McLaren for a return in the 2007 season. He had however been frustrated by problems with McLaren's car in the test, which had reminded him of the reasons why he had taken the sabbatical in the first place, so the plans had collapsed.\n\n2007\nOn 28 January 2007, it was announced that Häkkinen would remain in DTM for the 2007 season for HWA, and was partnered by Spengler, Green and Schneidler. Häkkinen stated that during 2006, his team's potential was not realised and aimed during 2007 to improve on his results. He started the season by earning consecutive finishes in the first two races, albeit outside of the points scoring positions. At the third race of the season held at EuroSpeedway Lausitz, Häkkinen won his first race of the season although only half points were awarded due to errors made by race organisers, resulting in the official race result remaining provisional. He held pole for the following race at Brands Hatch where he finished in fourth position, and followed the result with a ninth-place finish at the Norisring.Häkkinen had his second victory of the season at Mugello, after starting from 15th position. He later managed 7th place at Zandvoort and later finished with a 10th-place finish at the Nürburgring. At the race held at the Circuit de Catalunya, Häkkinen was involved in a collision with Audi driver Martin Tomczyk. Häkkinen was penalised with a €20,000 fine, received a ten-place grid penalty for the next round and was disqualified from the race. He finished the season with a 17th-place finish at the Hockenheimring. Häkkinen finished the season 7th place in the Championship, with 22 points.\n\nRetirement (2008–present)\nHäkkinen announced his retirement from competitive motorsport in November 2007. He was quoted as saying that the decision \"was not an easy one\", but added that \"racing is still in my blood and this decision does not mean that this will prevent me from racing for pleasure\".In November 2008, it was announced that Häkkinen would start a new career in driver management and would work alongside Didier Coton in his firm Aces Associate Group. Häkkinen contested his fifth Arctic Rally event in January 2009 driving a Mitsubishi Lancer Evolution IX alongside co-driver Ilkka Kivimaki and finished 19th overall. Häkkinen made his debut in sports cars when Team AMG China entered a Mercedes-Benz SLS AMG in November 2011 to participate in the Intercontinental Le Mans Cup at the 6 Hours of Zhuhai race alongside Lance David Arnold and Cheng Congfu. During the event, the team retired after completing two hours. In October 2013, Häkkinen participated in the GT Asia series for the two races held at the Zhuhai International Circuit, driving a Mercedes-Benz SLS AMG 300 alongside co-driver Matthew Solomon. Häkkinen drove to victory in the first race after starting from sixth position. The victory resulted in a 15-second handicap during his mandatory pitstop for his second race and finished in fourth position.On 16 March 2017, McLaren announced that Häkkinen has rejoined the team as partner ambassador. In November 2021, Häkkinen helped McLaren IndyCar driver Pato O'Ward prepare for his test of the McLaren MCL35M by familiarizing O'Ward on his championship winning MP4/13 around Laguna Seca.In August 2019, Häkkinen raced in the Suzuka 10 Hours, the fourth round of the 2019 Intercontinental GT Challenge driving a McLaren 720S GT3 alongside two-time Super Formula champion Hiroaki Ishiura and Japanese Formula 3 racer Katsuaki Kubota, with Planex Smacam Racing.Häkkinen and Emma Kimiläinen competed together for Team Finland at the Race of Champions on 5–6 February 2022. He is set to again compete in the race in 2023 alongside Formula One driver Valtteri Bottas, who was originally going to be his partner at the 2022 edition before backing out.In December 2021, Häkkinen was announced as a Formula One analyst for the sports broadcaster Viaplay. From 2022 onwards, Häkkinen became part of a permanent team of analysts on-site at the Grands Prix. In the team of analysts, Häkkinen is accompanied by David Coulthard and Jos Verstappen.\n\nDriving style and personality\nHäkkinen is known for his unique driving style; journalist Peter Windsor analysed in F1 Racing magazine that Häkkinen was an \"oversteering\" driver, resulting in driving faster on slippery surfaces and the preference of using \"tail-happy\" cars. This allowed him to perform better at circuits that have medium-speed corners. During his karting career, Häkkinen developed the skill of using the brake pedal with his left foot. He reverted to using his right foot when he participated in DTM, later discovering he became uncomfortable with this style and reverted to left-foot braking in mid-2006. He became known as a \"late season driver\"; the second half of a season suited Häkkinen due to experience on these tracks and allowed time for his car to be altered towards his preference.Häkkinen was criticized for being a poor car developer, though this may have been exaggerated due to his initial struggles with the English language early in his career. Adrian Newey, the designer of Häkkinen's championship-winning McLarens, described an instance of Häkkinen's approach to input on car development when Häkkinen kept telling him during the initial testing of the McLaren MP4/13 that the car was understeering. Newey subsequently adjusted the car to correct for understeer, but this only made it slower. After digging deeper into the test data and listening closely to what Häkkinen was describing Newey realized the car was not understeering but had rear end biased instability on corner entry that Mika was compensating for with understeer. This experience proved crucial for Newey's relationship with Häkkinen during their run together at McLaren, as after that Newey no longer had issues understanding Häkkinen's inputs on car development. Newey also said Mika's countryman, protege, and future McLaren driver Kimi Räikkönen also had a similar approach to input on car development.During his Formula One career, Häkkinen became known as a \"taciturn\" character—an individual who took lengthy pauses before answering questions placed before him and would give virtually nothing away to the media. This allowed him to prevent problems and potential scandals from within his team becoming public knowledge. Since his retirement, Häkkinen has often been voted among the greatest Formula One drivers. Michael Schumacher has stated that Häkkinen was the driver whom he gained the most satisfaction of racing against.\n\nPersonal life\nHäkkinen has resided in Monaco since 1991. He also owns properties in France and Finland. On 18 May 2008, his newly completed mansion in France was burned down after a light in one of his trophy cabinets short circuited. No injuries were reported, although Häkkinen's collection of Formula One trophies was destroyed. Outside motorsport, Häkkinen enjoys skiing, swimming, tennis, scuba diving and jet ski. His favourite music acts are Phil Collins, Michael Jackson, Frank Sinatra and J. Karjalainen.Häkkinen married Erja Honkanen, a former TV journalist, in 1998. The couple have one son and one daughter. The couple applied for divorce in 2008. Häkkinen also has two daughters and a son by his Czech second wife Markéta Remešová.Häkkinen joined Johnnie Walker as Global Responsible Drinking Ambassador for Diageo in September 2006, campaigning for the message of responsible drinking. He also led the organisation's Join the Pact campaign to spread consumer commitments for the prevention of drunk driving. He is also brand ambassador for Mercedes-Benz and UBS. In 2016, he became an official brand ambassador for Nokian Tyres.\n\nCar collection\nHäkkinen maintains a collection of McLaren hypercars, all of which he keeps in Monaco. His collection is valued at an estimated €6 million.\nThe collection includes:\n\na McLaren P1, chassis VP3, painted in Dark Grey.\na McLaren Senna, painted in Mariana Blue, with a special plaque with Häkkinen's \"Flying Finn\" signature.\na McLaren Speedtail, painted in Volcano Red.\n\nKarting record\nKarting career summary\nRacing record\nCareer summary\nComplete British Formula 3 results\n(key) (Races in bold indicate pole position) (Races in italics indicate fastest lap)\n\nComplete Formula One results\n(key) (Races in bold indicate pole position, races in italics indicate fastest lap)\n\n† Did not finish, but was classified as he had completed more than 90% of the race distance.\n\nComplete DTM results\n(key) (Races in bold indicate pole position) (Races in italics indicate fastest lap)\n\n‡ Half points were awarded in the race due to several errors made by the race officials.\nPassage 2:\nMcLaren MP4/13\nThe McLaren MP4/13 was the car with which the McLaren team competed in the 1998 Formula One World Championship. The chassis was designed by Adrian Newey, Steve Nichols, Neil Oatley and Henri Durand, with Mario Illien designing the bespoke Ilmor engine. Driven by Mika Häkkinen and David Coulthard, the MP4/13 proved to be the dominant car of the season, with Häkkinen winning eight races en route to his first Drivers' Championship, while McLaren won their first Constructors' Championship since 1991 and, as of January 2023, their last.\nThe team's main sponsor was West, whose logos were not featured on the cars at the French, British and German Grands Prix due to the tobacco sponsorship bans in these countries.\n\nHistory\nDesigner Adrian Newey had joined McLaren from Williams in 1997, but was unable to influence the design of the McLaren MP4/12 other than adjustment during the season. His work was rewarded when drivers Mika Häkkinen and David Coulthard finished first and second at the season-ending European Grand Prix.\nWhen the 1998 season got underway four months later, it became clear that Newey had adapted to the rule changes for 1998 best. With the cars now narrower and running on grooved tyres, the all-new design of the MP4/13 made it the car to beat.\nThe dominance of the MP4/13 was displayed in the opening race of 1998 in Australia, as Häkkinen and Coulthard finished a lap ahead of the rest of the field. Newey's aerodynamic design was by far the most efficient one and Mercedes produced the most powerful engine of the season. The team was aided by a unique brake-steer system which allowed the driver to use any one of the car's brakes independently to aid cornering, a system first used in 1997. The Ferrari team protested, stating that the brake-steer system was a violation of the technical rules, which banned four-wheel steering. The FIA eventually sided with Ferrari and the system was banned, although the team was allowed to keep their results up to that point.McLaren's dominance continued in the second race of the season in Brazil, before Ferrari started to close the gap from the Argentine Grand Prix onwards. The MP4/13 retained its superiority on high-speed tracks like Hockenheim and Silverstone, while Ferrari's F300 was closer to the McLaren on more technical circuits. Speaking of the MP4/13 some years later, Coulthard said that the car was fast but understeered through slow corners; this was due to Newey's design that maximized the car's aerodynamic grip over its mechanical grip. Häkkinen initially found the car to be nervous in testing due to a rearward biased instability, but this was corrected before the season started.During 1998, Coulthard's MP4/13 speed-trapped the highest of all F1 cars that year when he was clocked at 353 km/h (219 mph) at the old Hockenheim circuit.\nAlthough Ferrari's Michael Schumacher took the Drivers' Championship battle to the final race in Japan, Häkkinen took the title with his eighth race win of the season. Coulthard won one race, in San Marino, en route to third place overall, while McLaren won the Constructors' Championship. This was McLaren's first championship victory since 1991 with Ayrton Senna and, in terms of race wins, the team's most successful year since 1989.During 1998 both Nick Heidfeld and Ricardo Zonta acted as test drivers for McLaren and drove the MP4/13 at test sessions. The record time for the Goodwood Festival of Speed hillclimb was set in 1999 when Heidfeld drove an MP4/13 up the hill in 41.6 seconds. Twenty four years later the MP4/13 set the second outright fastest lap time around Laguna Seca in the hands of Mexican IndyCar driver Pato O'Ward, when O'Ward lapped the circuit at 1 minute 10.3 seconds, nearly a second faster than a McLaren IndyCar around the same circuit.\n\nOther\nIn July 2017, video game developer Codemasters announced that the MP4/13 would appear in the video game F1 2017 as a classic car. It also appears in F1 2018 and F1 2019.\n\nTechnical specifications\nCar: McLaren MP4/13\nChassis: carbon fibre, aluminium\nGearbox: 6 gears\nCooling system: two McLaren/Calsonic water radiators, two McLaren/Marston oil radiators.\nLength of the whole car: 4,550 mm (179.1 in)\nWeight with water, oil and driver: 600 kg (1,322.8 lb)\n\nEngine: Mercedes-Benz FO-110G\nCylinders: 10, in a 72° angle\nValves: 4 per cylinder\nLength: 590 mm (23.2 in)\nBreadth: 546.4 mm (21.5 in)\nHeight: 476 mm (18.7 in)\nWeight: 107 kilograms (236 lb)\nPower: 780–800 bhp (582–597 kW)\n\nSupplies\nTyres: Bridgestone\nWheels: Enkei 13-in\nBrakes: AP Racing discs and claws\nOil and Petrol: Mobil\nIgnition: TAG 2000\nSpark plugs: NGK\n\nComplete Formula One results\n(key) (results in bold indicate pole position; results in italics indicate fastest lap)\nPassage 3:\nMcLaren MP4/1\nThe McLaren MP4/1 (initially known as the MP4) was a Formula One racing car produced by the McLaren team. It was used during the 1981, 1982 and 1983 seasons. It was the second Formula One car to use a monocoque chassis wholly manufactured from carbon fibre composite, after the Lotus 88 (which never raced), a concept which is now ubiquitous. The MP4/1 was first entered in a Formula One race at the third grand prix of the season in Argentina.\nThe chassis was designed by John Barnard, Steve Nichols and Alan Jenkins, with the car being powered by a Cosworth DFV engine.\nThe MP4 was the first car to be built following the merger of the McLaren team and Ron Dennis' Project 4 Formula 2 team; its designation was short for \"Marlboro Project 4\".\n\nDesign and construction\nThe main engineer for the MP4 was John Barnard, who began drawing the car in late 1979. After a visit to the Rolls-Royce factory where he saw engineers working with carbon fibre technology on the Rolls-Royce RB211 jet engine, Barnard saw the potential of this technology and convinced Ron Dennis to fund the design and build of a whole new car out of this new bodywork material. The chassis itself was built by McLaren using carbon supplied by American firm Hercules Aerospace in Salt Lake City on the advice of McLaren engineer and former Hercules apprentice Steve Nichols, and quickly revolutionised car design in Formula One with new levels of rigidity and driver protection and its Carbon-Fibre-Composite (CFC) construction. Dennis and Barnard took Nichols' advice after being rejected by multiple British firms due to the ambitiousness of this method of chassis construction. Within months and subsequent years carbon fibre started being used by all of McLaren's rivals. The car was far more advanced than any of McLaren's previous cars- including its predecessor, the M29 and M30, and its design and construction was of a far more precise nature than before- just about at the level of fighter aircraft.\nFrom 1981 until late 1983 the MP4/1 was powered by the 3.0 litre Ford-Cosworth DFV V8 engine, but in late 1983 the team switched to turbocharging, using a 1.5 litre TAG V6 engine built by Porsche.\nIn both 1981 and 1982 McLaren International benefited from the exclusive use of a development Nicholson-McLaren Cosworth DFV which powered the MP4. Developed and re-built in John Nicholson's Colnbrook workshops (an agreement with McLaren going back to the mid-1970s) the Nicholson DFV featured bigger pistons and valves that a conventional factory DFV, and thus could rev to around 11,500 RPM, producing around 510 BHP, enabling John Watson and Niki Lauda to all but match the factory Ferrari and Renault V6 twin-turbos in straight line speed during the 1982 season. The Nicholson DFV also used different castings to reduce frictional losses, as well as using MAHLE pistons rather than Cosworth's in house piston/con rods.\nHercules Aerospace keeps John Watson's car which was destroyed in the 1981 Italian Grand Prix and shows it off to visitors after allowing them to view footage of the accident, highlighting how it was possible for him to survive in a carbon fibre car.\n\nRacing\nJohn Watson and Andrea de Cesaris drove the MP4/1 for most of the 1981 season with Niki Lauda replacing de Cesaris for the 1982 and 1983 seasons. In 1982, the updated MP4B nearly brought Watson to the World Championship, but he finished third behind Keke Rosberg and Didier Pironi, with 39 points. In the same year, however, it did take second in the Constructors' Championship, collecting 69 points.\n\nFor the 1983 season, the car was then updated into the MP4/1C, and the season started with a 1–2 finish for the MP4/1C at Round 2 in Long Beach, in which Watson won from 22nd on the grid – the farthest back on the grid a driver has won from in Formula One – and Lauda finished second from 23rd despite suffering from a worsening leg cramp. This car was used throughout most of the season but against the more powerful turbos of Renault, Ferrari and BMW, results with the outdated Cosworth V8 were becoming harder to come by, though Watson did finish third at the Detroit Grand Prix and the final race for the Cosworth car in Holland.\n\nWith Porsche: the MP4/1E\nDuring the 1983 season, McLaren worked with Techniques d'Avant Garde and Porsche to develop a turbocharged V6 engine built to John Barnard's specifications and the MP4/1D was the test mule. Later in the season at the Dutch Grand Prix at Zandvoort the Cosworth-powered MP4/1C was replaced by the TAG-powered MP4/1E, which was essentially also a test mule that competed in only 4 races; according to Watson in an interview given in 2009 this was a car that was forced into appearing at the Dutch Grand Prix after political maneuvering by Lauda. He went to Marlboro executive Aleardo Buzzi (the man responsible for giving McLaren their primary sponsorship money), behind the back of the McLaren team and complained extensively to Buzzi about the uncompetitiveness of the team without a turbo engine. Buzzi then withheld money that had been committed to McLaren to develop the TAG/Porsche turbo engine. This infuriated Dennis and designer John Barnard, who had designed the MP4/2 specifically for the new turbo-charged engine, but now had to re-design his MP4/1 to \"E\" spec for the TAG engine.The MP4/1E was first driven by Watson, not Lauda, at the Porsche proving ground. It was competitive but the new engine was, thanks to Lauda's political maneuvering, underdeveloped and had teething troubles. This made the car very unreliable, and it did not win any races. However, this car was not really expected to win or even finish races. In total, the MP4/1 brought McLaren 6 wins, 11 other podium finishes and a total of 131 points.\nBBC commentator Murray Walker drove the MP4/1C at Silverstone in 1983.The MP4B (listed as the MP4/1B) is available as a classic car in the video game F1 2019.\n\nComplete Formula One World Championship results\n(key) (results in bold indicate pole position; results in italics indicate fastest lap)\nPassage 4:\nMcLaren MP4/10\nThe McLaren MP4/10 was the Formula One car with which the McLaren team competed in the 1995 Formula One World Championship. The chassis was designed by Neil Oatley, Steve Nichols, Matthew Jeffreys, David North, David Neilson, Paddy Lowe and Henri Durand with Mario Illien designing the bespoke Ilmor engine. It was driven mainly by Mark Blundell, who started the year without a drive, and Mika Häkkinen, who was in his second full season with the team. The car was also driven by 1992 champion Nigel Mansell, and Jan Magnussen.\n\nEarly season\n1995 was a season of great expectation for McLaren. The disappointing 1994 alliance with Peugeot had been annulled, and Mercedes-Benz switched to the team from Sauber including third-party engine builder partnership with Ilmor Engineering Ltd. after Ilmor decided to reposition its Formula One program by becoming a third-party engine builder and assembler, and thus earned full-factory works support from Mercedes-Benz. In addition, Mansell had been tempted out of retirement from his two prior years spent in the Indy Car series to partner the youthful Häkkinen. The MP4/10 was a radical design, incorporating a high \"needle\"-nose design and a wing mounted atop the airbox, among other innovations.\nHowever, it became apparent that Mansell was unable to fit properly in the narrow cockpit, which affected his elbows and hips, that meant he was forced to miss the first two races of the season whilst a wider monocoque was built. His racing return lasted just two further Grands Prix, in San Marino and Spain, before leaving the team altogether, disgusted with the car's poor performance. Blundell, who had replaced Mansell for both the Brazil and Argentina, became a permanent race driver.\nDespite handling problems due to a lack of front-end grip, and an often unreliable engine, the package proved competitive enough for the team to usually be \"best of the rest\", behind Benetton, Williams and Ferrari, and Häkkinen was able to score two podium finishes. Team-mate Blundell also took several points finishes.\n\nUpgrades\nThe McLaren MP4/10B update made its debut at San Marino and was retained for most of the season. A further modification, the MP4/10C, appeared at the Portuguese and European Grands Prix, but was not used further.\nMcLaren endured a mixed end to the season. Häkkinen missed the Pacific Grand Prix with a case of appendicitis and was replaced by the rookie Jan Magnussen, but returned to finish a fine second in Japan. This was tempered by the fact that Blundell wrote off a chassis in practice, but this setback paled in comparison to Häkkinen's accident during qualifying for the final race of the season in Australia. A sudden left-rear puncture saw his car fly out of control and hit a concrete wall at high speed. Häkkinen was pulled out of his car unconscious with blood pouring from his mouth and nose. However, he made a full recovery for the first Grand Prix of 1996, which was also in Australia.\nThe team eventually finished fourth in the Constructors' Championship, with 30 points. The McLaren MP4/10 was the first McLaren car to run Mobil fuel before rebranding to Esso in 2015, beginning with the McLaren MP4-30.\n\nComplete Formula One results\n(key)\nPassage 5:\nMcLaren MP4/6\nThe McLaren MP4/6 is a successful Formula One racing car designed by McLaren's Neil Oatley, Matthew Jeffreys, David North, David Neilson, Bob Bell and Mike Gascoyne; powered by the Honda RA121E V12 engine for use in the 1991 Formula One season, with the engine's design and development led by Osamu Goto. It was driven by reigning World Champion, Brazilian Ayrton Senna, and Austria's Gerhard Berger. Ayrton Senna would win his third World Championship in the MP4/6. The MP4/6 was notable for being the last F1 car to win the championship with a manual gearbox and the only F1 car powered by a V12 engine to do so.\n\nDesign and pre-season testing\nThe MP4/6 was the first McLaren to be powered by a Honda V12 engine, which Honda quote at 735 PS (725 bhp; 541 kW) at 13,500rpm. The car was tested by Berger in the off-season, but he was unimpressed with the initial version of the new engine, feeling it was underpowered compared to the 690 bhp (515 kW; 700 PS) V10 engine used in the 1990 car, the MP4/5B. When Senna returned for pre-season testing he and Berger, along with Honda, knuckled down to try to solve the engine's problems. McLaren's domination in the early part of the year was mainly due to the lack of reliability of the 700 bhp (522 kW; 710 PS) Renault V10-powered Williams FW14.By the latter half of the season, Honda (at Senna's urging) had managed to improve the engine to 780 hp (581.6 kW) @ 14,800 rpm.\nThe MP4/6 raced throughout 1991 with a manual \"H\" pattern gearbox. A semi-automatic transmission was tested during the season (and shown at the Hungarian Grand Prix; the car equipped with it ran 4 laps on track in practice before Senna spun off; the car was then converted back to a manual) but was never regarded as good enough to be used in a race; Ferrari and Williams were the only teams to use semi-automatic gearboxes during 1991. The MP4/6 would go down as the last Formula One car to win a World Championship using a manual transmission and the only F1 car to win the World Championship with a V12 engine.\n\nSeason summary\nSenna won the first four races of the season, in the United States, Brazil, San Marino and Monaco, before Williams and Nigel Mansell found their feet with the FW14, which dominated in mid-season. Consistent podium finishes on Senna's part throughout the year helped McLaren, but Senna insisted that Honda step up their engine development programme and demanded further improvements to the car before it was too late. Honda responded with updated versions of the V12 engine, while Oatley redesigned various features of the car, particularly the sidepods and wings. Senna won in Hungary and Belgium before clinching his third and final Drivers' Championship in Japan with second place behind Berger; he then won the final race in Australia to secure the team's fourth consecutive Constructors' Championship.McLaren continued with the MP4/6, upgraded to 'B' specification, for the first two races of 1992, Senna finishing third in South Africa. The car was then replaced with the official 1992 car, the MP4/7A, though three MP4/6Bs were brought to the 1992 Brazilian Grand Prix as spares.\nThe MP4/6 was considered by some to be the most competitive car in the Formula One field until Williams sorted the FW14, which was aerodynamically and technically more advanced. In all, the MP4/6 took eight Grand Prix wins and ten pole positions and scored 148 points. The car brought a close to McLaren's and Honda's domination of the sport, stretching back to the mid-1980s.\n\nIn popular culture\nThe McLaren MP4/6 is included as included as a classic car in Codemasters F1 2017, F1 2018, F1 2019 and F1 2020 video games.\n\nComplete Formula One results\n(key) (results in bold indicate pole position, results in italics indicate fastest lap)\n\n* Only 9 points scored with the MP4/6B. Remaining points scored with MP4/7A.\nPassage 6:\nMcLaren MP4/9\nThe McLaren MP4/9 was a Formula One car designed by Neil Oatley and used by the McLaren team in the 1994 Formula One World Championship. The number 7 car was driven by Finn Mika Häkkinen, in his first full season with the team, while the number 8 car was driven by Briton Martin Brundle, who had signed from Ligier. Frenchman Philippe Alliot deputised in the number 7 car at the Hungarian Grand Prix when Häkkinen was banned from driving in this race. For the 21st consecutive year, Marlboro was the team's title sponsor, with additional sponsorship from Hugo Boss, Shell and Goodyear. The MP4/9 was the first and only McLaren F1 car to utilise Peugeot engines.\n\nBackground and design\nDue to changes in Formula One regulations intended to return emphasis on driver skills, many technologies designed to aid the driver, such as active suspension, power-assisted brakes, ABS and traction control, which had featured on the previous season's car, were no longer permitted. Visually the car was otherwise very similar to the preceding MP4/8.\nThe MP4/9 was initially powered by the Peugeot A4 V10 engine which produced around 700 bhp (522 kW; 710 PS). The engine proved unreliable and both Häkkinen and Brundle retired from the first two races with each suffering one engine failure. The 760 bhp (567 kW; 771 PS) A6 V10 was then introduced, and while it gave Häkkinen third place at San Marino and Brundle second at Monaco, the engine was generally regarded as a \"hand grenade\" due to frequent failures in testing, qualifying and races. It was not until Italy that Peugeot started to get reliability from the engine.\n\nSecond driver disputes\nAt the behest of Peugeot, the team's test driver was Frenchman Philippe Alliot. The French company preferred Alliot, who had been a lead driver with their World Sportscar team, over Brundle for the role of the second driver—something which infuriated McLaren team boss Ron Dennis, as he did not think much of Alliot's driving and clearly preferred Brundle; Alliot had been in F1 since 1984 and had a reputation for being fast but accident-prone. Brundle had also been racing Grands Prix since 1984 and, while fast, was also a much more steady driver. Alliot, whose only role in the team was as a test and reserve driver, only raced for the team as a one-off replacement for Häkkinen in Hungary, as the Finn was serving a one-race ban after being held responsible for a large accident on the first lap at the preceding German Grand Prix.\n\n1994 season summary\nBy the standards of McLaren's recent cars the MP4/9 was a disappointment, failing to win any races (the first time McLaren had failed to win a race since 1980) and hampered by poor reliability and performance from its Peugeot engine (taken from the Peugeot 905 sports car that won Le Mans twice). Early in the season, Ron Dennis had believed rivalry between the French manufacturer and compatriots Renault would lead to rapid development and performance. As the season progressed the engines suffered regular and frequently spectacular failures (including at the British Grand Prix where Brundle's engine erupted into flames within a second of the green flag), and causing the team to doubt Peugeot's commitment to the project. By late 1994 the team announced it had parted company with the engine supplier in favour of a long-term deal with Mercedes.\nThe MP4/9 was replaced in 1995 by the McLaren MP4/10.\n\nComplete Formula One results\n(key)\nPassage 7:\nMcLaren MP4/11\nThe McLaren MP4/11 was the car with which the McLaren team competed in the 1996 Formula One World Championship. The chassis was designed by Neil Oatley, Steve Nichols, Matthew Jeffreys, David North, David Neilson, Paddy Lowe and Henri Durand, with Mario Illien designing the bespoke Ilmor engine. It was driven by Finn Mika Häkkinen, who was in his third full season with the team, and Briton David Coulthard, who moved from Williams.\n\nOverview\nBackground\nMcLaren had endured a mostly disappointing season in 1995, with the MP4/10 beset by handling and reliability problems in the team's first year in partnership with Mercedes-Benz, although it did score two podiums and regular points. The second year of the arrangement was to be far more productive with both performance and reliability improved, but the team had yet to make the serious breakthrough necessary to challenge the \"big three\" of Williams, Ferrari and Benetton.\n\nPre-season testing\nIn pre-season testing, which took place at Estoril in February 1996 and Silverstone in March, four-times world champion Alain Prost was brought in as a technical advisor to test-drive the MP4/11 in Häkkinen's absence, who was still recovering from his near-fatal crash during qualifying for the 1995 Australian Grand Prix.\n\nRacing history\nThe car's best result came in Monaco, with Coulthard finishing a close second to Olivier Panis' Ligier at the end of a chaotic race. However, Coulthard was outscored and generally outpaced by his teammate.\nThe car was developed throughout the season, with improvements initiated to eradicate an initial handling imbalance in time for Coulthard to lead the first 19 laps in San Marino. On the MP4/10, a small additional wing was mounted on the engine cover, but this was removed in mid-1995. The wing was brought back for the MP4/11 in Monaco, and was also used at Hungary. A \"B\" version of the chassis was developed for Silverstone, and Häkkinen responded with four podium finishes from then until the end of the season.\n1996 was also notable for McLaren losing its long-term Marlboro sponsorship at the end of the season, but the team responded by recruiting rival German tobacco brand West, who had previously (1985–89) been the major sponsor of the small German Zakspeed team.\nThe team eventually finished fourth in the Constructors' Championship, with 49 points.\n\nComplete Formula One results\n(key) (results in bold indicate pole position)\nPassage 8:\nMcLaren MP4/3\nThe McLaren MP4/3 was the car with which the McLaren team competed in the 1987 Formula One World Championship. The car was designed under the leadership of long-time McLaren engineer Steve Nichols, in collaboration with Neil Oatley, Gordon Kimball, Tim Wright and Bob Bell. It was also the last McLaren car to be powered by the TAG-Porsche turbo engine that had been introduced in 1983. The car was driven by double World Champion Alain Prost, in his fourth season with the team, and Stefan Johansson, who moved from Ferrari.\n\nDesign\nThe MP4/3's aerodynamics were completely different from the MP4/2, and the car appeared much more low-slung, to take advantage of the maximum fuel capacity limit of 195 litres, rather than the 220 litre limit in effect from 1984 to 1985. With addition of side-ducted radiators, the car's basic exterior shape was all-new and sleeker than its bulbous looking predecessor with the only visual reminder of the car being its nose section, though this too had been re-designed and was in fact lower and approximately 10% smaller. The suspension set up of the new car was virtually identical to the MP4/2C\nTo many, the MP4/3 seemed to have been designed along the lines of the lowline Brabham BT55 used by the Brabham team in 1986. Brabham's long time designer Gordon Murray had joined McLaren in 1987 as its new Technical Director taking over from Barnard and this led to the popular belief that he had played a major role in the design of the new look McLaren. However, team manager Jo Ramírez downplayed Murray's involvement in the design of the MP4/3, saying that the BT55's design had no bearing on the car and that Murray had primarily been in charge of quality control. However, Murray himself has since said that this car, and its successor the McLaren MP4/4, were designed using his original Brabham BT55 drawings as a base (as they were legally his, Murray had brought the BT55's drawings with him to McLaren). The claim has since been disputed by engineering director Steve Nichols.\n\nEngine\nThe engine was the same 1.5 litre, Porsche built, TAG funded and badged twin-turbo V6 engine that had so successfully powered the MP4/2, but with slight changes in compression and engine balancing, to cope with not only the new reduced fuel limit, but also with the FIA's mandated pop-off valve which restricted turbo boost to 4.0 bar after turbo charging was unrestricted prior to 1987.\n\nSuccess\nThere were three wins in 1987 with the MP4/3 by Alain Prost at Grand Prix of Brazil, Belgium, and Portugal. Stefan Johansson managed a few podium places, but he would be replaced in 1988 by Ayrton Senna. McLaren still managed to finish 2nd overall, with 76 points, in the Constructor's Championship. The MP4/3 represented the pinnacle of the development of the McLaren TAG-Porsche partnership. The Porsche-TAG engine featured an updated Motronic 1.7 engine management system, and now produced 790 bhp (590 kW) in race trim and up to 850 bhp (630 kW) in qualifying.\nAlthough a number of teams, notably Benetton with their Ford V6 turbo and Arrows with their 4 cyl Megatron turbo (formerly the BMW turbo), encountered problems with the pop-off valve during 1987 when it would often come in lower than the 4.0 bar limit thus giving less horsepower, McLaren got around this by generally setting their TAG's turbo limit at 3.6 bar in 1987. This also allowed McLaren the advantage of better fuel economy.\nEven today the MP4/3 is still considered to be one of the most powerful F1 cars ever made, since turbo boost pressure would be further reduced to 2.5 bar in 1988, reducing the power output of the turbo engines to around 650 bhp (480 kW) in a bid to make the naturally aspirated cars more competitive. Turbocharged engines were then banned completely in 1989, so the turbo era in Formula One may remain possibly the high-water mark for horsepower levels in Formula 1.\nThe MP4/3 was also the car with which Prost won the 1987 Portuguese Grand Prix to become the driver with the most wins in Formula One history beating Jackie Stewart's record of 27 wins which had stood since Stewart retired at the end of 1973.\nThe MP4/3 was the last McLaren Grand Prix car to use the TAG-Porsche engine. Its successor, the highly successful MP4/4, would be powered by the Honda V6 turbo.\n\nChassis log history\nFive new MP4/3 cars were moulded from carbon fibre with assistance from Hercules Aerospace, as since the creation of the all-new MP4/1 in 1981. The chassis numbers, 1 through 5, were used throughout the year, with three new cars ready for the first race in Brazil.Two MP4/3s were destroyed during 1987, but three complete MP4/3s still exist: Chassis #4 is on display at the Donington Museum, chassis #5 is still owned by McLaren, and chassis #1, the only one in private hands, belongs to a Porsche collector in the United States and was auctioned on 9 March 2012 at Amelia Island, FL by Gooding & Company.\n#1: Used as a spare car for every race except Österreichring. Stefan Johansson raced this chassis only once, at the aborted start (1st) at Österreichring.\n#2: Raced by Johansson at Rio, Imola, Spa, Monaco, Detroit, Paul Ricard, Silverstone, Hockenheim, and Hungaroring. The car was written off in practice at Österreichring by Johansson, after a deer struck the car, and crashed.\n#3: Raced by Alain Prost at Rio, Imola, Spa, Monaco, Detroit, and Paul Ricard. Car modified for Johansson for race use at Österreichring. It was originally a spare car at Mexico City, but then raced by Johansson, but written off in 1st-lap accident.\n#4: New car for Prost to race at Silverstone, Hockenheim, Hungaroring, Österreichring, Monza, Estoril, Jerez, Mexico City, Suzuka, and Adelaide.\n#5: New car for Johansson at Monza, Estoril, Jerez, Suzuka, and Adelaide.\nThe sixth car, known as the MP4/3B, was a test mule for the Honda turbo engine that would power McLaren's hopes for 1988. The MP4/3B never raced, but was tested by Prost, and later his 1988 teammate Ayrton Senna, until the all-new MP4/4 made its track debut at Imola a week before the start of the 1988 season (Prost lapped Imola over 2 seconds faster in the MP4/4 than he had in the MP4/3B. The MP4/4 would go on to be the most dominant single season car in F1 history, winning 15 of 1988's 16 races, as well as claiming pole in 15). After finishing the role, the sixth car went to Argentina and is on display at the Juan Manuel Fangio Museum in Balcarce.\n\nComplete Formula One results\n(key) (results in italics indicate fastest lap)",6 "char_len": 71582,7 "document_hash": "93bcf3282dc90fde87a3bd2adf126f20d70f338addef28ad45b570126b8336dc",8 "questions": [9 {10 "question_id": "q00",11 "qtype": "hotpotqa",12 "question": "McLaren MP4/11 was driven by what Finnish former professional racing driver"13 }14 ]15}