spb/wp30_uqo

1{2  "document_id": "lb_hotpotqa_bb5fb55b76b2e47a59f48907aca9db96fafabd5b874e83cf",3  "family": "public_hotpotqa",4  "split": "test",5  "text": "Passage 1:\nRichie Ginther\nPaul Richard \"Richie\" Ginther (Hollywood, California, August 5, 1930 – September 20, 1989 in France) was a racecar driver from the United States. During a varied career, the 1965 Mexican Grand Prix saw Ginther take Honda's first Grand Prix victory, a victory which would also prove to be Ginther's only win in Formula One. Ginther competed in 54 World Championship Formula One Grand Prix races and numerous other non-Championship F1 events.\n\nEarly career\nRichie Ginther was born in Hollywood but his family moved to Ohio for his father's work before moving back to California and to Santa Monica, the same Californian town as future Formula One World Champion Phil Hill, and it was through Hill, a friend of Ginther's older brother, George, that he first began to race. After finishing school in 1948, Ginther followed in his father's footsteps and went to work for Douglas Aircraft, initially in the tool and die shop. In his spare time he helped Hill to repair, maintain and race his collection of old cars and hot rods, as Hill's racing career began to gather pace. Ginther made his race debut at Pebble Beach in 1951, driving a Ford-engined MG T-type sports car.However, Ginther's career was put on hold shortly after, when he was drafted for two years of national service during the Korean War. During this time he received training and experience working in aircraft and engine mechanics, skills which he would later put to good use during his driving career. On emergence from the military, Hill requested that Ginther join him, principally as a riding mechanic, in driving a privately entered 4.1-liter Ferrari in the 1953 Carrera Panamericana. The pair ran high in the rankings until Hill lost control, crashed, and wrote off the car. Both Ginther and Hill were unharmed and returned in 1954 to take second place, beaten only by the works Ferrari of Umberto Maglioli.\nNineteen fifty-four was also the year that Ginther returned to race driving himself, mostly in a self-prepared Austin-Healey. His results were impressive enough that the following year VW and Porsche dealer John von Neumann hired him to drive a Porsche in domestic competitions. When von Neumann started dealing in Ferrari cars in 1956, Ginther also got the chance to drive these. In between working in von Neumann's Ferrari dealership — including trips to the Ferrari factory in Italy to sort customer problems — Ginther began to build an impressive racing reputation on the West Coast. This, and his choice of Ferrari mounts, brought him to the attention of the East Coast Ferrari franchise-holder, three-time 24 Hours of Le Mans-winner, Luigi Chinetti. Aside from importing Ferrari road cars, Chinetti also operated a successful race team, soon to metamorphose into Ferrari's official motorsport presence in North America: NART. Ginther first raced for Chinetti in 1957 and with him made his first appearances in international-level events, first in the 12 Hours of Sebring and then driving a two-liter Ferrari 500 TR in the 1957 Le Mans race.\nAlso in 1957, Ginther was signed to drive the Aston Martin of Joe Lubin and over the next three years would continue to compete in many sports car racing events in both Aston and Ferrari machinery, with great success. That June, he won a 15-lap GT race at the new Lime Rock Park, and won the opening race of the national championship in his Ferrari. In early-1958, he piloted a two-liter Ferrari to victory at the County Fairgrounds in Pomona, California, averaging 83.8 mph (134.9 km/h), and won in a three-liter GT in a five-lap qualifying preliminary for the SCCA Pacific Coast Championship. By the end of the year Ginther had captured the Pacific Coast Sports Car Championship outright. He triumphed by a wide margin at Pomona at the opening sports car race of 1959, in a von Neumann 4.1-liter Ferrari, and in June 1959, won in a three-liter Ferrari TR in the first Hourglass road races in San Diego, California. Throughout this period he continued to mix his race driving with a steady job at von Neumann's dealership, and by late 1959 the strain was beginning to show.\n\nFormula One\nFerrari\nGinther made his F1 debut at the 1960 Monaco Grand Prix driving for Ferrari, which he stayed with through 1961. In the September 1960 Italian Grand Prix in Monza, he placed second to Hill. Ginther led from the start until the 25th lap when Hill passed him and led until the finish.Following the 1960 season the Ferrari team gave up 1000 cc in engine size. The 2500 cc engine,\npermitted the previous year, was replaced by a 1.5-liter rear-engine model, with 110 less horsepower. However, the newer engine was superior in both \"profiling\" and handling. The conservative Enzo Ferrari was the last major Formula 1 race car manufacturer to make the transition to cars with engines in the rear.\nIn 1961, Ginther was the No. 3 Ferrari driver, behind No. 1 Wolfgang Von Trips and No. 2 Hill. Giancarlo Baghetti occasionally piloted a fourth car. The team manager was Romulo Tavoni.On May 14, 1961, Ginther finished second to Stirling Moss at the 1961 Monaco Grand Prix, 3.6 seconds behind, a few hundred feet. He was driving a new rear-engine Ferrari with a 120-degree V-6 which had a lower center of gravity. Ginther had qualified second, just ahead of Hill, with an average speed of 70.7 mph (113.8 km/h), and a qualifying time of 1:39.3. He eclipsed the previous course record of 1:39.6, before Moss took pole position the day after.In August 1961, Ginther and Baghetti were teammates at the Pescara Grand Prix, a world auto manufacturers' championship event. Their Ferrari was leading on the 10th lap when it stopped on a straight stretch with a flat tire. Ginther averaged more than 133 mph (214 km/h) on the 6.2-mile (10.0 km) Autodromo Nazionale Monza in September 1961, to lead the first day of qualifying for the 1961 Italian Grand Prix. Von Trips qualified first with Ginther taking the third starting position after Ricardo Rodriguez. Ginther retired in the race. Von Trips died in a spectacular crash on the second lap, which also killed eleven spectators, when his Ferrari climbed a 5-foot-high (1.5 m) earth embankment. \nIt brushed a wire fence employed to restrain a portion of the crowd and struck the spectators. Some who were injured eventually succumbed and brought the total to 15 deaths. The Ferrari team ceased competition until January 1, 1962, as a mark of respect to Von Trips.\n\nBRM and Honda\nIn 1962, Ginther switched to the British-based BRM team to race alongside Graham Hill. The highlight of his time at BRM was finishing equal-second (with Hill) in the 1963 World Championship. Ginther scored more points than his British teammate over the whole season, but only a driver's six best scores were counted towards the championship.\nHis reputation as a solid \"team player\" and excellent test and development driver earned him an invitation to join the works Honda F1 team for 1965, for whom he scored his one and only GP win, at the 1965 Mexican Grand Prix. The win was also Honda's first in Formula 1. Ginther averaged 151.7 kilometres per hour (94.3 mph) over the curving 5 kilometres (3.1 mi) track in the 65 lap Mexico City event. His speed eclipsed the previous course record of 150.185 km/h (93.321 mph) established by Dan Gurney in 1964. It was the first time Honda had entered the Mexican Grand Prix. Honda reentered international competition in the 1966 Italian Grand Prix. The team was three years old and had encountered difficulty in the preparation of a larger engine. Ginther led in Italy before his car crashed into a retaining wall and he broke his collarbone. He signed with the Eagle F1 team in 1967 and raced in the Race of Champions. His last race entered was the Monaco Grand Prix, but he failed to qualify.\nGinther won one race, achieved 14 podiums, and scored a total of 107 championship points.\nHe appeared in an uncredited role in the 1966 film Grand Prix as John Hogarth, a driver in the Japanese funded \"Yamura\" team. He also acted as one of the technical racing advisors for the movie.\nWhile making an attempt to qualify for the 1967 Indianapolis 500, Ginther broke a fuel line in his American Eagle Indy Car.  A mix of ethanol and gasoline, was sprayed down his back.  This experience, along with the recent fiery death of close friend Lorenzo Bandini, along with other factors, led to his sudden retirement.He participated in a rally with sixty-five other competitors, including actor James Garner, in June 1969. The California Sports Car Club event was three hours cross country from Los Angeles to Huntington Beach. It benefited students from the Braille Institute.\nGinther managed a Porsche 911S with two American drivers during the 39th 24 hours of Le Mans, in June 1971.\n\nDeath\nGinther died of a heart attack while on vacation with his family in France, in Touzac, near Bordeaux, on September 20, 1989.\n\nAwards\nHe was inducted into the Motorsports Hall of Fame of America in 2008.\n\nBiography\nIn 2020, to mark what would have been Ginther's 90th birthday, a biography was released about Richie's life and career by Richard Jenkins, published by Performance Publishing. \"Richie Ginther: Motor Racing's Free Thinker\" won the RAC Motoring Book of the Year Award for its depth of research and previously unpublished information\n\nRacing record\nFormula One World Championship results\n(key) (Races in italics indicate fastest lap)\n\nNon-Championship Formula One results\n(key)\n\nComplete British Saloon Car Championship results\n(key) (Races in bold indicate pole position; races in italics indicate fastest lap.)\n\n† Events with 2 races staged for the different classes.\n\nFootnotes\nPassage 2:\nBobby Santos III\nRobert Santos III (born October 3, 1985) is an American professional racing driver from Franklin, Massachusetts. He graduated in 2004 from Tri-County Regional Vocational Technical High School. Santos, nicknamed \"Bobby New England\", is the grandson of Bobby Santos, a former modified racer.  His sister, Erica Santos, is also a racecar driver. He is the cousin of former University of New Hampshire quarterback Ricky Santos.\n\nEarly career\nBefore stock cars, Santos was a successful midget racer. He raced in the Northeastern Midget Association, USAC, PRA Big Car, and ISMA.  He had the most wins of any driver in the USAC National Midget Tour in 2006, collecting five wins, including a win at O'Reilly Raceway Park on the Night Before the 500. He was signed to Bill Davis Racing.\n\nARCA career\nIn 2006, Santos made his stock car debut at Iowa Speedway for Bill Davis Racing in the #02 Dodge. He started 10th and finished 6th.  Bobby returned to ARCA in 2007 for Bill Davis, now in a Toyota Camry. He won Toyota's first stock car pole at USA International Speedway in Lakeland, Florida.  While leading the race, he was involved in an incident with a lapped car and did not finish. He returned at Nashville Superspeedway, but had a mid-pack run. At Kansas Speedway, Bobby started second, but a blown engine relegated him to another DNF.  Santos broke his dry spell at Kentucky Speedway when he started fourth and finished third, behind Erik Darnell and Erin Crocker.  Santos placed third in the next race at Kentucky, as well.  The third-generation racer won a pole at Pocono Raceway in early August and qualified fifth at Talladega Superspeedway, but was unable to back up either with a strong finish.\n\nNASCAR career\nIn 2007, Santos made his NASCAR Busch Series debut at Richmond International Raceway for the new Riley D'Hondt Motorsports team. He qualified seventh in his #91 Toyota but faded back to a thirtieth-place finish after running in the top 10 at the beginning of the race. He also qualified fourth for the Camping World 200 at New Hampshire Motor Speedway and was running in the top 10 before being hit by a lapped car. He ran two additional races for RDHM but did not finish better than 30th.\nSantos has also participated in the Whelen Modified Tour, collecting his first two wins at Thompson International Speedway in October 2007, and the Ice Breaker, also at Thompson International Speedway, in April 2010. He parlayed his season-opening Icebreaker win into the 2010 Whelen Modified Tour championship, collecting a total of four wins and four poles on the season.Santos ran the 2011 Nationwide Series opener for Jimmy Means in what was a back-up JR Motorsports car after wrecking the 52 in practice; the Earnhardt family has a long friendship with the independent owner and former driver. Santos finished 17th after vowing to run the race in its entirety.\n\nCurrent career\nAfter his stint in stock car racing, Santos returned to his roots, racing the full NASCAR Whelen Modified Tour for Bob Garbarino's Mystic Missile Racing team and a limited schedule in all three USAC divisions. Santos also made select appearances in the NEMA ranks in 2009.  Santos' post-NASCAR career has been highlighted by wins in many of the nation's largest midget races, including the Turkey Night Grand Prix and Copper World Classic. He also won the 2020 Little 500 USAC Sprint car race at Anderson Speedway.He will drive part-time in the NASCAR Nationwide Series in 2012 for Tommy Baldwin Racing and will continue to compete on the NASCAR Whelen Modified Tour behind the wheel of the Tinio Corporation No. 44.\nSantos registered back-to-back Musket 250 wins in 2019 and 2020.\n\nMotorsports career results\nNASCAR\n(key) (Bold – Pole position awarded by qualifying time. Italics – Pole position earned by points standings or practice time. * – Most laps led.)\n\nNationwide Series\nCamping World Truck Series\n1 Ineligible for series points\n\nWhelen Modified Tour\nARCA Re/Max Series\n(key) (Bold – Pole position awarded by qualifying time. Italics – Pole position earned by points standings or practice time. * – Most laps led.)\n\nSuperstar Racing Experience\n(key) * – Most laps led. 1 – Heat 1 winner. 2 – Heat 2 winner.\n\n* Season still in progress\nPassage 3:\n1971 Canadian Grand Prix\nThe 1971 Canadian Grand Prix was a Formula One motor race held at Mosport Park on September 19, 1971. It was race 10 of 11 in both the 1971 World Championship of Drivers and the 1971 International Cup for Formula One Manufacturers. \nDuring a Formula Ford preliminary race, one of the twenty drivers of the field spun at Turn 1 involving four other competitors and a group of marshals. Four of them suffered severe injuries and were taken to hospital. One lap later, Wayne Kelly, a 37‐year‐old driver from Ottawa, was killed instantly when he crashed into a stationary ambulance parked on the outside of Turn 1 whose crew was helping the injured marshals and competitors. \nThe events of the Formula Ford race meant that the Grand Prix was delayed, and when it did start, it was raining and thick fog had arrived. Jackie Stewart took the win after the race was stopped after 64 laps of the scheduled 80 due to the weather. American Mark Donohue finished third on his F1 debut.\nThis was the first ever Formula One race to be red flagged.\n\nQualifying\nQualifying classification\nRace\nClassification\nChampionship standings after the race\n\nNote: Only the top five positions are included for both sets of standings.\nPassage 4:\nPeter Ryan (racing driver)\nPeter Barry Ryan (June 10, 1940 in Philadelphia, Pennsylvania, United States – July 2, 1962 in Paris, France) was an American-born Canadian racecar driver from Mont-Tremblant, Quebec. He had a short Formula One career. He participated in one Grand Prix, the 1961 United States Grand Prix at Watkins Glen, finishing ninth. He scored no championship points. However, he became the first Canadian ever to take part in a Formula One Grand Prix.\n\nCareer\nRyan first came to prominence as a skier, winning the National Ski Association's junior downhill championship at Mount Rose, Nevada, in 1957. \"Immediately after Ryan's victory, Americans protested that Canadians could not win an American championship.\" The protest was disallowed. His Olympic prospects were such that a dispute arose as to which country he should represent. The Americans asserted that he: \"was born in the United States as were his father, the late Joseph P. Ryan, and his mother.\" Ryan expressed a preference for the Canadian team: \"But while he would like to ski for Canada, he wouldn't care to give up his American citizenship.\" \"An outstanding skier, Ryan shifted to auto racing in 1959 after a ski crackup in which both his legs were broken.\"On April 25, 1959, Denise McCluggage, writing in Competition Press, reported: \"Peter Ryan of the Mont Tremblant Ryans bought Bernie Vihl's beautifully kept old 550 Porsche in which to take up racing-sports car racing that is. Peter at 19, is an old hand at ski racing being a downhill expert.\" Ryan's successes came in sports cars racing in Canada, the US and Nassau. On October 1, 1960, Ryan co-drove with Roger Penske in a Porsche RS60 to win the six-hour Sundown Grand Prix at Harewood, in Ontario, Canada. The next week Ryan was entered in the 230-mile Formula Libre road race at Watkins Glen, New York. In qualifying he was \"the surprise of the day, taking the fifth position over England's Roy Salvadori.\" Ahead of him were Stirling Moss, Jack Brabham, Joakim Bonnier and Olivier Gendebien. He was driving Bill Sadler's Formula Libre special, known as \"Formula Ferocious,\" a rear-engined single-seater device, when his motor blew on lap 56.\nAt Sebring on March 25, 1961, Ryan, teamed with Frances Bradley and Ludwig Heimrath, finished eighth overall in the Florida International 12-Hour Grand Prix of Endurance, driving a Porsche RS. In June 1961 Ryan withdrew from a race at Mosport. He \"was expected to give Moss his stiffest competition, but did not compete. He withdrew at the last minute. Ryan, a member of the Sports Car Club of America, feared he would lose his amateur status in the United States if he entered the race.\nThe S.C.C.A. ordered its members not to compete in the Canadian race because prize money was being given.\" In July 1961 Peter Ryan (Comstock Sadler-Chevrolet) was leading the Meadowdale Grand Prix when Roger Penske (Maserati birdcage Telar Special): \"banged into him from the rear on the 18th lap.\" Ryan clung on to the lead, but after spinning recovered to finish second. On August 6, 1961, Ryan won the Vanderbilt Cup for Formula Junior cars at Bridgehampton, New York, driving a Lotus 20, averaging 87.95 miles an hour.Ryan was the winner of the inaugural Canadian Grand Prix, in a Lotus Monte Carlo-Climax, held at Mosport on September 30, 1961, when it was a non-Championship sports car race. Second that day was Pedro Rodriguez (Ferrari V12) and third Stirling Moss (Lotus Monte Carlo). The win at Mosport led to an invitation from Colin Chapman to drive a Lotus in the 1961 United States Grand Prix.\nIn the first 3-hr Daytona Continental GT and sports car race at Daytona on February 11, 1962, Ryan finished 15th overall, sharing a Ferrari 3.0-litre with Ricardo Rodriguez. The previous day he had finished fifth in the Lurani Trophy Race for Formula Junior cars, driving a Lotus 20. At Sebring on March 24, 1962, Ryan, teamed with John Fulp, finished thirteenth overall in the Florida International 12-Hour Grand Prix of Endurance, driving a Ferrari 248 SP for the North American Racing Team.An offer of a factory-Lotus Formula Junior drive in Europe for 1962 did not materialise: \"The young Canadian-American, bitterly disappointed, has gone to England to see what arrangements can be made for the coming season.\" \"Placed under a three-year contract by Team Lotus he was lent to the Ian Walker Racing Team for the 1962 season,..\" On May 27, 1962, Ryan was teamed with Paul Hawkins in an Ian Walker Racing Team Lotus 23 at the Nurburgring 1,000 km sports car race. The car suffered from overheating and was unplaced. At Monaco on June 2, 1962, Ryan won a heat race in an FJ Lotus, finishing eleventh in the final. Denis Jenkinson commented: \"The driving of Ryan, the Canadian, and Spence, both in Ian Walker Lotus-Juniors, was very impressive,..\" At Mallory Park, England, on June 11, 1962, Ryan drove an FJ Lotus: \"The Formula Junior event saw Peter Ryan adding to his growing reputation in Europe by tailing Peter Arundell's works Lotus for the whole race, then nipping through on lap 28 to win by a second.\"Ryan made his Le Mans debut on June 23 and 24, 1962, partnered by John 'Buck' Fulp, driving the #18 NART Ferrari 250 TRI/61. The car completed 150 laps and 15 hours when it was crashed by Ryan. \"Poor Peter Ryan put his Ferrari in the sandbank at Mulsanne and dug for ages before giving up,..\"Ryan's last race was in the Coupe Internationale des Juniors Formula Junior race at Rheims, on July 2, 1962. \"First of the heats, run at 10 a.m. round an almost deserted circuit, began as a terrific scrap between Peter Ryan's Ian Walker Lotus, Bill Moss's Gemini, Gardner's Brabham with Love's Cooper and Arundell's Lotus lurking just behind. This struggle continued until the 5th lap, when Ryan's Lotus and Bill Moss's Gemini touched as they left the very fast right-hand bend past Gueux. Both cars left the road at high speed and were totally wrecked; Bill Moss escaped with minor injuries but Ryan was taken to hospital seriously hurt.\" He succumbed to his injuries in a Paris hospital where he was taken following the accident.\nPeter Garnier, writing in Autocar, said of Peter Ryan: \"During his all too-brief-spell on British and Continental circuits, he had proved himself to be extremely skilful and fast, with just that touch of fire which can often indicate the makings of a great driver.\"Peter Ryan was inducted into the Canadian Motorsport Hall of Fame as one of the initial inductees in 1993.\n\nComplete Formula One results\n(key)\nPassage 5:\nBob Drake (racing driver)\nPhil Robert \"Bob\" Drake (December 14, 1919 – April 18, 1990) was an American racecar driver. He participated in one Formula One Grand Prix, on November 20, 1960. He scored no championship points. Drake was the last driver to race the famous Maserati 250F in a Formula One World Championship Grand Prix, the 1960 United States Grand Prix. The 250F was a 2.5 litre front-engined Grand Prix car that was considered obsolete in 1961 due to new engine rules.\nAside from being a race car driver, he was a naval diver, restaurateur, and stunt performer.\n\nComplete Formula One World Championship results\n(key)\nPassage 6:\n2010 Canadian Grand Prix\nThe 2010 Canadian Grand Prix (formally the Formula 1 Grand Prix du Canada 2010) was the eighth round of the 2010 Formula One season. It was held in Montreal, Quebec, Canada at the Circuit Gilles Villeneuve on 13 June 2010. This was the first Grand Prix to be held on the North American continent since the 2008 Canadian Grand Prix. The race was won by McLaren driver Lewis Hamilton, his second Canadian Grand Prix victory, ahead of teammate Jenson Button and Ferrari driver Fernando Alonso.\nThis was McLaren's last 1-2 finish until the 2021 Italian Grand Prix and the last  one-two finish between British drivers until the 2022 São Paulo Grand Prix.\n\nReport\nBackground\nAfter dominating the previous three races, it was widely expected that the Montreal circuit would not play to the Red Bull's strengths, with intense media speculation that the controversial crash between Sebastian Vettel and Mark Webber whilst fighting for the lead of the Turkish Grand Prix would only worsen the team's chances. However, while neither driver was prepared to accept full responsibility for causing the accident, both expressed a desire to forget about it and move on.None of the teams planned to introduce major updates for the race, though several brought customised packages specifically for the high-speed, low-downforce circuit. Those who had developed an \"F-duct\" system for the previous race were still running it in the trial phase.\n\nFree Practice\nThe Friday sessions passed without incident save for minor off-track excursions by several drivers and a spin by Pedro de la Rosa at l'Epingle. Lucas di Grassi was the only driver who failed to set a time in the first session after stopping on the circuit. While reigning World Champion Jenson Button set the fastest time of the first session, Hispania Racing improved dramatically, beating both the Virgins, while Karun Chandhok also beat the Lotus of Jarno Trulli. The session also showed the progress of the new teams as a whole, with Heikki Kovalainen finishing the session just over a second adrift of Jaime Alguersuari; the difference between the new and established teams had been as great as three seconds in the first race of the season. Kovalainen would go on to repeat his feat in the second session, finishing just over half a second behind Alguersuari and a full second ahead of Chandhok, the next-fastest driver.\nThe biggest story of the day was the extreme tyre degradation the drivers experienced while running on the super-soft compound. Several sections of the circuit had been resurfaced since Formula One's previous visit in 2008, with the net result being that they offered comparatively little grip compared to other circuits. Hirohide Hamashima, Bridgestone's director of motosport tyre development, commented that the problem was a result of the tyres being unable to reach their optimum operating temperature. With several teams expecting rain at some point during the weekend, the lack of grip and unpredictable conditions made setting the car up exceptionally difficult. Sebastian Vettel was the fastest driver in the session, narrowly outclassing the Ferrari of Fernando Alonso and Mercedes' Nico Rosberg. Despite setting the fastest times of the first session, the McLarens both struggled, with Lewis Hamilton finishing seventh and Button only managing eleventh.\nMcLaren bounded back in time for the third session, with Hamilton comfortably setting the fastest time of both the session and the weekend, ahead of Webber, Alonso and Schumacher. Hamilton was sighted clipping the concrete walls lining the circuit as one point, as did Felipe Massa, but both were able to continue without damage. Pedro de la Rosa very nearly came unstuck at the same point, but Karun Chandhok was less fortunate, his Hispania F110 stopping on the circuit early on. Nico Rosberg was sidelined with a clutch problem for most of the session. The only other incident was Lucas di Grassi losing control under braking at l'Epingle and coming to rest in the gravel trap shortly after he recorded the fastest speed – 324 km/h (201 mph) – through the speed trap.\n\nQualifying\nTo compound the problems associated with heavy graining, overnight rain washed away whatever rubber had been laid down on the circuit during the Friday practice sessions, further reducing grip. With ambient temperatures being no higher than on Friday and the forecast predicting more of the same for the race, Bridgestone projected that a one-stop strategy in the race would be impossible with the harder prime compound losing up to seven seconds over half race distance, and the super-soft option tyres losing over sixteen seconds in the same window. With the rules dictating that drivers must start the race on the tyres they set their best qualifying time on, tyre selection for qualifying was therefore crucial.\nOn Saturday afternoon, qualifying started without rain on the track. The first qualifying session had no surprises when both drivers from HRT, Virgin Racing and Lotus failed to make the cut, they were joined by BMW Sauber pilot Kamui Kobayashi. The second qualifying session saw Michael Schumacher miss the cut as the only surprise elimination. With two more cars setting faster times, Schumacher started the race from thirteenth. Barrichello was the fastest of this group followed by Hülkenberg, Schumacher, Petrov, Buemi, Alguersuari and de la Rosa.\n\nAt the third and final session all eyes were on Lewis Hamilton as he had set the fastest time in both qualifying sessions. But it was Mark Webber who grabbed the lead early on. The teams were running different tyres, making the results unpredictable. On the very last lap, Hamilton snatched the pole from Webber who could not answer. With Hamilton ending Red Bull's run of pole positions after seven races, Webber was set to start second right in front of his teammate Sebastian Vettel. Fernando Alonso was fourth, Jenson Button fifth followed by Vitantonio Liuzzi, who qualified at a career-best sixth; Felipe Massa, Robert Kubica, Adrian Sutil and Nico Rosberg completed the top ten.\nOn the cool down lap, Hamilton was instructed by his team to slow down and stop on the circuit because the team realised he would not have enough fuel left in his tank for a sample to be taken by the FIA. Hamilton turned his car off and let it continue rolling down the back straight of the circuit. He undid his belts and sat higher up in the cockpit of his car, relaxed until his McLaren nearly came to a stop. Hamilton then got out and started to push his still rolling car down the back straight. A group of circuit marshalls finally came to help him and he was picked up by the course car and taken to the press conference. The FIA later handed Hamilton a reprimand and fined the McLaren team $10,000 for not completing the cool down lap in the given time, with Hamilton retaining his pole position.\n\nRace\nThe race was the first of the season in which all twenty-four cars started on the grid; prior to the Montreal race, at least one car—usually from Virgin, Lotus or Hispania—was forced to start from the pit lane with a mechanical issue of some kind. Mark Webber was demoted from second place on the grid to seventh after Red Bull found iron filings in a sample of oil taken from the gearbox used in Webber's car during qualifying. This finding, which suggested damage to the internals of the gearbox and necessitated a gearbox change under parc ferme conditions, resulted in the five-place grid penalty.\nThe opening lap saw drama unfold before the field had even cleared the start gantry. While Lewis Hamilton won the drag race to the first corner, in the middle of the pack, Vitaly Petrov jumped the start and was forced onto the grassy verge as he attempted to go around the outside. This resulted in a spin that forced Pedro de la Rosa to take evasive action; Petrov earned two drive-through penalties in the space of one hundred metres for his efforts and spent the rest of the race fighting with the new teams. Felipe Massa and Vitantonio Liuzzi made contact three times in one corner, with the Italian getting spun around in the process and sliding down the order. As Hamilton, Vettel and Alonso established the running order, Kamui Kobayashi and Nico Hülkenberg tangled on the run into the final corners. While the Williams driver cut the chicane to avoid further contact, Kobayashi was not as lucky and he became the Wall of Champions' 2010 victim. He retired a lap later with accident damage. After avoiding the spinning Petrov at the start, Kobayashi's Sauber teammate Pedro de la Rosa joined him on the sidelines shortly thereafter and gave the team the unenviable record of eleven retirements from sixteen starts.\n\nThe predicted early round of stops passed without incident, although Red Bull elected to run their drivers on separate strategies; Mark Webber ran the harder prime compound back-to-back with a finish on the softer options, while Vettel ran the options in his middle stint and picked up the primes for the run to the finish. Every other driver except Robert Kubica had qualified on and subsequently started the race with the softer options. The tyre lottery produced an unlikely winner with Toro Rosso's Sébastien Buemi inheriting the lead for a lap before his stop, the first time a Toro Rosso had led a race since Sébastien Bourdais led three laps at the 2008 Japanese Grand Prix. Elsewhere in the field, Hülkenberg proved to be his own worst enemy when he over-extended himself under brakes while attempting to pass Nico Rosberg at l'Epingle and damaging his front wing in the process. He was then flagged for speeding in the pit lane when he pitted to replace the wing, robbing himself of a potential points place as he was forced to serve a drive-through penalty.\nAn accident between Michael Schumacher and Robert Kubica was narrowly avoided as Schumacher emerged from the first of his scheduled stops. Schumacher refused to yield on the approach to the fourth corner and the two took a short trip across the grassy verge. The altercation damaged Kubica's undertray while the incident was investigated by the stewards. It was the first of many incidents involving Schumacher, with the Mercedes driver later tangling with Adrian Sutil and Felipe Massa. Massa's race was marked by a perpetual battle with the Force India drivers including several near-misses in the second corner, the scene of his first-lap tangle with Liuzzi. Massa would later force his way past Sutil as the two closed in on the Lotus of Heikki Kovalainen, the cars running three-abreast into turn six. His late altercation with former Ferrari teammate Schumacher required him to pit for a replacement front wing and, like Hülkenberg before him, the Brazilian driver was cited for speeding in the pit lane. Twenty seconds were added to his time after the race as punishment.\n\nWebber's tyre strategy initially paid off but, as the race wore on, his tyres began to deteriorate rapidly. Hamilton, running second at the time, quickly reduced the Australian's lead and caught him with twenty laps to go, dragging the Ferrari of Alonso through in the process. Webber eventually pitted, emerging behind teammate Vettel in fifth place as Vettel struggled with an unspecified but serious problem that he had to nurse to the finish; the team later clarified this as being related to the gearbox. As Hamilton settled back into the lead, reigning World Champion Jenson Button took Alonso by surprise, passing him around the back half of the circuit and positioning McLaren for their second consecutive one-two finish. Button briefly attempted a run at his teammate, narrowing Hamilton's lead to just two seconds with ten laps to go, but Hamilton responded with a fast lap that dissuaded Button from making further attempts. The top five—Hamilton, Button, Alonso, Vettel and Webber—would remain in place until the very end with Vettel stopping on the circuit just after he crossed the finish line at the end of the race. Nico Rosberg fended off a late surge from Kubica to claim sixth while Buemi finished eighth and a lap down. Liuzzi and Sutil both found their way past Schumacher on the final lap—in Sutil's case this was in the final corner—as the Mercedes driver struggled with tyres that were almost completely out of grip and leaving the seven-time World Champion scoreless in what BBC commentator Martin Brundle later described as the German's \"worst weekend of his career\". Kovalainen was the best of the new teams, two laps down and fighting off Petrov for the final phase of the race, while Karun Chandhok and Lucas di Grassi were the final cars home, four and five laps down respectively.\n\nThe race was notably short of attrition compared to previous races at the Circuit Gilles Villeneuve, which have seen the safety car deployed so often that teams factor an accident into their strategies. However, the 2010 race was so short of retirements that it boasted the greatest number of finishers in the season to date with nineteen classified drivers. In addition to the dual retirements for BMW Sauber, Bruno Senna was once again the victim of a gearbox problem while Jarno Trulli stopped in the pit entry on lap forty-seven with terminal brake problems. Timo Glock retired due to a steering rack leak that crippled his VR-01 on lap fifty-five.\nThe final result meant that Hamilton leapfrogged both Button and Webber in the championship standings with six points covering the top three drivers. With McLaren claiming the lead of the constructors' championship from Red Bull in Turkey, their maximum points score in Montreal placed them a further twenty points clear of the Austrian team. The race was also the first time since the 1991 United States Grand Prix that three former drivers' champions stood on the podium and the last 1–2 finish for the McLaren team until the 2021 Italian Grand Prix. The race was also the last time until the 2022 São Paulo Grand Prix where British drivers finished first and second on the podium.\n\nClassification\nQualifying\nNotes:\n\n1.^  – Mark Webber was demoted five places on the grid after the gearbox in his car was changed pre-race.\n2.^  – Karun Chandhok was given a five place penalty after the gearbox in his car was changed overnight. It did not affect his starting position.\n\nRace\nNotes\n\n1.^  – Felipe Massa was given a 20-second time penalty post-race for exceeding the pit lane speed limit in the closing stages of the race. However, as Massa finished one lap down and one lap clear of the next-placed car, the penalty did not affect his finishing position.\n\nChampionship standings after the race\nNote: Only the top five positions are included for both sets of standings.\nPassage 7:\nKevin Cogan\nJohn Kevin Cogan (born in Culver City, California on March 31, 1956) is a former race car driver who drove in Formula One from 1980 to 1981. Driving a RAM Williams in the 1980 Canadian Grand Prix, he failed to qualify, suffering the same result driving for Tyrrell at the 1981 US GP West. He then moved over to Indy cars in 1982 but his career was cut short by a series of accidents.\n\nRacing career\nCogan made his Indycar debut at the 1981 Indianapolis 500, driving the No. 32 Sugaripe Prunes Phoenix PR-01-Cosworth DFX for Jerry O'Connell Racing, as part of the USAC Gold Crown Championship. Cogan qualified in 12th place and finished the race in fourth place with 197 laps completed. Despite this Cogan lost the Rookie of the Year Award to Josele Garza. Cogan then competed in the rival CART/PPG World Series for O'Connell. In his debut, the Gould Rex Mays Classic at the Milwaukee Mile, Cogan qualified in seventh place and finished in second. After the race, he was ranked fifth in points. Cogan participated in four more races that season with his best finish coming at the Los Angeles Times 500 at Riverside International Raceway. Cogan finished his first CART season 23rd in points.\nIn 1982 Cogan joined Team Penske to drive the No. 4 Norton Spirit Penske PC-10-Cosworth DFX. At the season-opening Kraco Car Stereos 150 at Phoenix International Raceway, he qualified and finished in third place. The remainder of his season was inconsistent, highlighted by a second-place finish at the Domino's Pizza Pocono 500 at Pocono International Raceway to teammate Rick Mears. Cogan also had two pole positions at the Budweiser Cleveland 500 at Burke Lakefront Airport and the AirCal 500 at Riverside International Raceway. He finished the season sixth in points while Mears won the championship. Penske released Cogan at the end of the season.\n\n1982 Indianapolis 500 controversy\nDuring qualifying, Cogan set a new one-lap track record of 204.638 mph (329.333 km/h) and a record four-lap average of 204.082 mph (328.438 km/h). He was beaten only by his teammate, Mears.\nCogan started from the middle of the front row, next to pole-sitter Mears, and A. J. Foyt. As the field approached the start-finish line to start the race, Cogan suddenly swerved right, touching and bouncing off Foyt's car, and directly into the path of and collecting Mario Andretti. The cars of Dale Whittington and Roger Mears, deeper in the field, were also damaged due to the field checking up. Bobby Rahal also reported getting hit from behind, but was undamaged. The race was immediately red-flagged.\nCogan's shocking accident took out four cars, including himself and Andretti. Foyt's team was able to make repairs and pushed his car out for the restart attempt. Meanwhile, Andretti and Foyt were furious and outspoken about their displeasure with Cogan. Andretti shunned Cogan's attempts to explain himself with a light shove.\nAndretti on live radio and television said,  \"This is what happens when you have children doing a man's job up front.\" Back in the garage area, Andretti complained about Cogan's abilities, claiming that Cogan was \"looking for trouble\", that he \"couldn't handle the responsibilities of the front row\" and that the Penske car he was driving was \"too good for him\".The commonly outspoken Foyt also chimed in during comments to ABC's Chris Economaki with, \"...he ran right square into my goddamned left front...'Coogin'.\" Later, Foyt said back in the garage area,  of the crash and of Cogan that \"It was a stupid deal. The guy had his head up his ass.\"\nGordon Johncock, Johnny Rutherford and Bobby Unser later placed some blame for the accident on the polesitter Rick Mears, for bringing the field down at such a slow pace. Johncock, who went on to win the 1982 race, pointed out that Andretti had jumped the start, and could have avoided the spinning car of Cogan had he been lined up properly in the second row. Foyt wrote a memoir of his career in 1983 and when mentioning the crash, in a more analytic form, assigned some blame on Mears for the slow start, while assigning Cogan the rest of the responsibility.\nAt the end of the USAC Gold Crown season, Cogan finished 47th in points. The reason was that Cogan ran the 1981 race without a USAC Class I license and received no points for his 4th-place finish.\n\nAftermath\nCogan quickly fell out of favor following the humiliation stemming from the accident. It was followed by a noticeable \"blacklisting\" by fans and press. Cogan nearly had the dubious distinction of taking out two of the most famous American auto racing legends (Foyt and Andretti) in one move in the biggest race of the season. The incident also further rehashed a standing feud between Team Penske and Patrick Racing. A year earlier, Penske and Patrick were the key fixtures in the controversial 1981 race. In a post-wreck interview, Penske stood behind Cogan, although he also refused to confirm nor deny the broken CV-joint believed to be responsible. As a result, Cogan faced a firestorm of controversy that impacted the remainder of his career.\nCogan never managed to win a race in 1982, and was possibly fired by Roger Penske because of it and replaced by Al Unser in 1983.\nThe accident was never explained by the Penske team, however, several experts had differing opinions. Rodger Ward, working for the IMS Radio Network immediately believed the rear brakes locked up. It was a common practice for drivers in the turbocharged era to \"ride the brakes\" during warm up laps in order to engage the turbocharger. Others theorized it may have happened due to a broken CV joint. Some feel that Sam Posey on ABC-TV inadvertently may have added to the controversy when he proclaimed \"absolutely no idea\" to the question of how it could have happened, and saying \"it was as if he turned the wheel intentionally.\" The comments led many to conclude that the accident may have been entirely of Cogan's doing. As soon as he climbed from the car, Cogan was observed looking at the rear end axle, suggesting that he thought something broke.\n\n1983–1993\nIn 1983 Cogan began driving for Bignotti-Cotter Racing in the No. 6 Master Mechanic/Caesar's Palace March 83C-Cosworth DFX (numbered 16 at Indianapolis only). During the season results were hard to come by for Cogan with his best finish being a 5th place at the Indianapolis 500 where teammate Tom Sneva won. Helping neither Cogan nor Sneva was that Bignotti-Cotter began to develop the Theodore 83 rather than continue to use the proven March 83C. At the end of the season Cogan finished 15th in the CART standings and 6th in the USAC standings. At year's end, team co-owner George Bignotti retired and sold his share of the operation to co-owner Dan Cotter, who did not retain Cogan for 1984.\nFor 1984 Cogan was originally going to drive the No. 98 Dubonnet/Curb Records Ligier LC02-Cosworth DFX for Curb Racing and the No. 98 Dubonnet Eagle 84SB-Pontiac V8 for All American Racers each in select races. At the season-opening Toyota Grand Prix of Long Beach on the Streets of Long Beach Cogan would start 21st and finish in 28th place in the Ligier. At the Dana Jimmy Bryan 150 at Phoenix International Raceway Cogan would finish in 8th place aboard the Eagle. Then at the Indianapolis 500 Cogan returned to the Ligier. The car was off the pace at the beginning of practice and Cogan faced the possibility of failing to qualify. Cogan would eventually qualify for the race after Ligier and Curb parted ways and when Michael Chandler suffered career-ending injuries in the Eagle. During this time Mike Curb and Dan Gurney merged their teams to form Curb-All American Racers. In the race Cogan qualified in 27th place, setting a new speed record for stock block engines at Indianapolis. In the race Cogan retired to 20th place after suffering a frozen wheel after 137 laps. Cogan would leave Curb-All American Racers after the Budweiser Cleveland Grand Prix at Burke Lakefront Airport. Cogan would then start driving for Forsythe Racing in the No. 33 Skoal Bandit March 84C-Cosworth DFX. Initially results were good as Cogan was able to start 5th and finish 8th in his debut for the team at the Michigan 500 at Michigan International Speedway and would follow it up with a 10th-place finish at the Provimi Veal 200 at Road America. During practice for the Domino's Pizza 500 at Pocono International Raceway Cogan would suffer season-ending injuries. Cogan would finish 24th in points.\nIn 1985 Cogan would begin to drive for Kraco Racing in the No. 18 Kraco Car Stereo/Wolff Systems March 85C-Cosworth DFX. The season had its ups and downs uch as Cogan nearly failing to qualify for the Indianapolis 500, eventually starting in 32nd place and finishing 11th. Cogan would also get a 4th-place finish at the Detroit News 200 at Michigan International Speedway and a 5th-place finish at the Stroh's/G.I. Joe's 200 at Portland International Raceway to get a 14th-place finish in points.\nFor 1986 Cogan joined Patrick Racing to drive the No. 7 7-Eleven March 86C-Cosworth DFX. At the season opening Dana 200 for Special Olympics at Phoenix International Raceway Cogan scored his first Indycar win, leading 2nd place Tom Sneva by a lap. It was also the first time Cogan led the CART standings in his career. With 13 laps to go in the Indianapolis 500, Cogan made a bold move to pass Rick Mears and Bobby Rahal in less than a lap when both were held up by the slower car of Randy Lanier. Despite his car conspicuously oversteering in the turns, Cogan pulled away to a 3-second lead before a caution came out on lap 195 for a crash by Arie Luyendyk in turn four. Cogan did not get a good restart on lap 198 and was passed by Rahal, eventually finishing in 2nd place. Cogan still led the standings after Indianapolis but suffered retirements in seven of the fourteen remaining races and fell to 6th in the championship.\nFor 1987 Cogan would return with Patrick, making it the first team Cogan drove for in consecutive years, driving the No. 7 Marlboro March 87C-Ilmor-Chevrolet Indy V8 265A. The season would turn out to be a disappointment as Cogan got a best finish of 5th at the Escort Radar Warning 200 at Mid-Ohio Sports Car Course and the Bosch Spark Plug Grand Prix at Nazareth Speedway to get a 16th-place finish in points.\nIn 1988 Cogan would begin to drive for Machinists Union Racing in the No. 11 Schaefer Beer/Playboy Fashions March 88C-Cosworth DFX (although an 87C was used at the Miller High Life 200 at the Milwaukee Mile). The season started off well as Cogan got a 3rd-place finish at the Toyota Grand Prix of Long Beach on the Streets of Long Beach. After seven rounds Cogan was ranked 11th in points when he was injured while competing at the Molson Indy Toronto at Exhibition Place. Cogan would miss four races but would still finish 13th in points on the strength of a 4th-place finish at the Nissan Indy Challenge at Tamiami Park.\nFor 1989 Cogan returned with the Machinists Union driving the No. 11 Schaefer Beer/Playboy Fashions March 88C-Cosworth DFX. Another frustrating season saw Cogan finish 14th in points with a best finish of 8th at the Champion Spark Plug 300K at Laguna Seca Raceway. The only 'highlight' of Cogan's season was a major crash at the Indianapolis 500. At the end of the third lap, Cogan spun in turn four and hit the entrance to the pit lane. The car broke in half, rebounded and slammed into the end of the pit wall before finally sliding to a stop on its side in the pit lane. To everyone's surprise, Cogan immediately climbed from his destroyed car unharmed.\nIn 1990 Cogan could only get a drive for Indianapolis for Vince Granatelli Racing in the No. 11 Tuneup Masters Penske PC18-Buick V6. In the race Cogan qualified in 15th place and finished in 9th place. Cogan would later get a second race at the Marlboro 500 at Michigan International Speedway for Stoops Racing in the No. 17 Conseco Lola T9000-Cosworth DFS starting 13th and finishing 20th. Cogan would finish out the season 23rd in points.\nIn 1991 Cogan would join Team Menard to drive the No. 9 Glidden/Menards Lola T9100-Buick V6 at the Indianapolis 500. During qualifying Cogan was unable to make an attempt due to rain and would have to wait for the second day. Cogan would easily qualify for the race in 16th place with a speed that would have placed him easily in the top ten along with other drivers, such as teammate Gary Bettenhausen, Arie Luyendyk, Emerson Fittipaldi and Stan Fox. In the race Cogan was involved in a crash with Roberto Guerrero on lap 25. In the wreck Cogan broke his arm and leg. Original television footage was inconclusive, and Cogan firmly assessed the blame on Guerrero, claiming that Guerrero cut down on him. An amateur home video shot from the grandstands surfaced, however, which showed that Cogan may have moved up into Guerrero. At the very least, the video showed that it may have been a simple racing accident, although Cogan still holds Guerrero responsible. As a result of the crash Cogan missed the remainder of the year (Menard wasn't going to do anymore races) and the next year. Cogan scored no points during the season.\nFor 1993 Cogan would drive for Galles-Kraco Racing in the No. 11 Conseco Lola T9300-Ilmor-Chevrolet Indy V8 265A in a part-time schedule. At Cogan's debut for the year, the Indianapolis 500 Cogan was on the bubble on Bump Day and was nearly bumped by Bobby Rahal. Rahal was not successful and Cogan started in 14th place and would lead for four laps during pit stops, eventually finishing in 14th place. Cogan would drive in three more races for Galles-Kraco, getting a best finish of 13th at the Budweiser Grand Prix of Cleveland at Burke Lakefront Airport. Cogan would again score no points towards the championship.\nCogan would retire from racing at the end of 1993 with 6th place in 1982 and 1986 being his best finish in the CART standings and his win at Phoenix in 1986 being his only win.\n\nPersonal life\nSince leaving IndyCar, Cogan has distanced himself from racing to concentrate on a real estate business in Los Angeles, Palos Verdes Estates LLC. Cogan declined invitations to be interviewed for the centennial era of the Indianapolis Motor Speedway (2009) in which many IndyCar legends and IndyCar drivers were interviewed by ESPN. Cogan also refused invitations to participate in Indianapolis 500 festivities during the 100th anniversary of the race in 2011.(9)\nIn 1988, ESPN reporter Jack Arute reported that Cogan was married, to Tracy, and had a son. The couple has since been divorced since 2004. In a 2015 interview with a news reporter, it was revealed that Cogan has 2 more children, a daughter and a son, since his retirement.\n\nRacing record\nSCCA National Championship Runoffs\nComplete USAC Mini-Indy Series results\nComplete Formula One World Championship results\n(key)\n\nAmerican open-wheel racing\n(key)\n\nCART\nIndianapolis 500\n24 Hours of Le Mans\nPassage 8:\nMark Donohue\nMark Neary Donohue Jr. (March 18, 1937 – August 19, 1975), nicknamed \"Captain Nice,\" and later \"Dark Monohue,\" was an American race car driver and engineer known for his ability to set up his own race car as well as driving it to victories.Donohue is probably best known as the driver of the 1500+ bhp \"Can-Am Killer\" Porsche 917-30 and as the winner of the Indianapolis 500 in 1972. Cars that Donohue raced include: AMC Javelin, AMC Matador, Chevrolet Camaro, Eagle-Offy, Elva Courier, Ford GT40 MK IV, Ferrari 250LM, Ferrari 512, Lola T70, Lola T330, Lotus 20, McLaren M16, Porsche 911, Porsche 917/10, Porsche 917/30, Shelby Cobra, and Shelby Mustang GT350R.\n\nEarly life\nBorn in Haddon Township, New Jersey, Donohue grew up in Summit, graduated from the Pingry School in Hillside, and entered Brown University in Providence, Rhode Island. At the age of 22 while a senior at Brown, Donohue began racing his 1957 Corvette. He won the first event he entered, a hillclimb in Belknap County, New Hampshire. He graduated from Brown in 1959 with a bachelor's degree in mechanical engineering.Donohue won the SCCA national championship in an Elva Courier in 1961. Experienced race driver Walt Hansgen (who worked for Inskip Motors in New York & Rhode Island) recognized Donohue's ability and befriended him, eventually providing an MGB (through Inskip Motors in Providence, RI and prepped by their race shop Competition Engineering) for Donohue to race at the 1964 Bridgehampton \n500-mile (800 km) SCCA endurance event, which he won. Hansgen arranged for Donohue to become his teammate in 1965, co-driving a Ferrari 275 at the 12 Hours of Sebring endurance race, which they finished in 11th place. That year, Donohue also won two divisional championships: in SCCA B Class in a GT350 and in SCCA Formula C in a Lotus 20B.Donohue was hired on March 29, 1964, by Jack Griffith [Griffith Motors, Syosset, N.Y./Plainview, N.Y.] as design engineer for the Griffith, formerly TVR Grantura Mk III, powered by a Ford 289 cid (4.7l) V8 engine. He went on to assist TVR's David Hives in designing the Series 400 Griffith and then working on the ill-fated Bob Cumberford-designed, Intermeccanica-(Torino, Italy) produced Series 600 Griffith.\nDuring its production life, there were 192 Series 200 Griffiths built, 59 of the Series 400 and only 10 of the Series 600.\nDuring his tenure at Griffith Mark drove the Griffith-owned Shelby 289 Cobra making his mark on the SCCA circuit.\nIn February of '65 Donohue was named comptroller at Griffith Motors, but was soon lured from Griffith by Roger Penske early in 1966.\nThe Griffith company went defunct in November, 1966.\n\nFord GT40 and joining with Penske\nIn 1966, thanks to his friendship with Hansgen, word quickly spread to the Ford Motor Company about the young driver. Ford immediately signed Donohue to drive one of their GT-40 Mk II race cars campaigned at the 24 Hours of Le Mans by the Holman & Moody racing team.  Le Mans proved frustrating for Donohue.  Hansgen died while testing the GT40 in preparation for Le Mans so Donohue partnered with Australian Paul Hawkins.  Donohue and Hawkins completed only twelve laps due to differential failure and finished 47th. Earlier that year, co-driving with Hansgen, Donohue finished third at the 24 Hours of Daytona and second at the 12 Hours of Sebring.At Hansgen's funeral, Roger Penske spoke to Donohue about driving for him. In his first race for Penske, at Watkins Glen in June 1966, Donohue qualified well but crashed the car at the top of a hill, destroying it.Donohue was invited back to Le Mans by Ford in 1967. Ford had developed a new GT, the Mark IV. Donohue co-drove in the No. 4 yellow car with sports car driver and race car builder Bruce McLaren for Shelby American Racing. The two drivers disagreed on many aspects of racing and car setup, but as a team were able to muster a fourth-place finish in the endurance classic.In 1967, Penske contacted Donohue about driving Penske's brand new Lola T70 spyder in the United States Road Racing Championship.  Donohue dominated the 1967 race, driving a Lola T70 MkIII Chevrolet for Penske. Donohue raced in seven of the eight races that year, winning six (at Las Vegas, Riverside, Bridgehampton, Watkins Glen, Pacific Raceways, and Mid-Ohio) and finishing third at the Laguna Seca Raceway round behind Lothar Motschenbacher and Mike Goth.\nIn 1968, Donohue and Penske returned to defend their USRRC championship with the McLaren M6A Chevrolet. Donohue did not start the first race of the year at Circuit Hermanos Rodriguez in Mexico City due to problems getting the engine to start. Despite this, Donohue still dominated the series, even though he suffered three DNFs during the season due to mechanical problems with the M6A.\n\nTrans-Am\nDonohue began his Trans-Am series campaign in 1967, winning three of twelve races in a Roger Penske-owned Chevrolet Camaro. In 1967 and 1968, Trans-Am schedule included two of the most prized endurance races in the world, the 24 Hours of Daytona and the 12 Hours of Sebring. Donohue finished fourth at Daytona and won the Trans-Am class at the 12 Hours of Sebring.\n1968 would be a banner year for Donohue in the Trans-Am series, as he successfully defended his 12 Hours of Sebring victory by partnering with Craig Fisher and driving his Penske Chevrolet Camaro to victory. Donohue went on to win 10 of 13 races, a Trans-Am series record which would stand until Tommy Kendall went 11 for 13 in the 1997 Trans-Am championship, winning the first 11 races that year in his All-Sport liveried Mustang.\nDonohue was considered a leading Trans-Am driver of the late 1960s and early 1970s. Had there been a Drivers' Championship in place at the time, he would have won three of them (his last in 1971) while driving Camaros in 1968 and 1969, and an AMC Javelin in 1971, all for Roger Penske Racing.\nDuring their enormous success in Trans-Am, Penske and Donohue would begin to experiment with their Camaros. They discovered that using a drag racing trick of dipping a car in an acid bath would eat away small amounts of metal, which in turn made the car incrementally lighter, and allowed it to be driven faster. The 1967 Z-28 won its last race by lapping the entire field of cars, causing suspicion throughout the paddock.During a post-race inspection, race stewards discovered that the car was 250 pounds lighter than the 2,800-pound minimum weight requirement. Donohue was about to have his race victory taken away for cheating, but Roger Penske stepped in. Penske warned that any disqualification would have the potential of motivating Chevrolet to pull all support for the Trans-Am series. After considering the potential consequences, the race stewards allowed Donohue's victory to stand, but the rules for the 1968 season incorporated a change whereby all cars would be weighed during the technical inspection before the race.\nPenske and Donohue did not stop acid-dipping after this, however. Continuing the practice of reducing weight allowed them to place weights of certain sizes strategically in specific locations within the car, thus helping to balance the car while being driven on the limit. Acid-dipping car bodies was prevalent with competing Trans-Am teams also.\nThey continued to use the \"lightweight\" car in 1968, at the Sebring 12-hour race. They changed the grille and taillight to the 1968 model, and then painted both cars identically. They sent the legal weight car through the technical inspection with the number 15 and again with the number 16 on it. Then they put both cars in the race, number 15 and 16, one car being 250 pounds lighter. They won the race, finished third overall, and went on to win 10 out of 13 races that year.\nThey also acid-dipped the body on the Camaro and had to caution people not to lean against it, for fear it would dent. The lightweight car was featured on an episode of Dream Car Garage on Speed TV in 2005.\nIn 1970 new Javelin team owner Roger Penske and driver Mark Donohue would breathe new life into the AMC team. Donohue drove the Javelin to three victories, with AMC finishing second overall in the Manufacturers' Championship. In 1971, of the ten races that the Over 2.5L Class cars participated in, Donohue won seven of them, including the final six races in a row, with AMC winning the Manufacturers' championship for the first time ever. In the final race of the season, Javelins finished in first, second and third place, with George Follmer becoming the only other Javelin driver to win besides Donohue.\n\nIndianapolis 500\nIn 1969, Penske and Donohue raced in their first Indianapolis 500, with Donohue finishing seventh, winning the rookie of the year award. Donohue raced at Indianapolis each year following, finishing second in 1970 and 25th in 1971.\nDonohue won in 1972, driving for Penske. He finished the race in his McLaren-Offy setting a record speed of over 162 mph (261 km/h), which stood for twelve years. The victory was the first for Penske in the Indy 500.\n\nNASCAR\nDonohue raced in several NASCAR Grand American races and a NASCAR pony car division from 1968 until 1971. In the 1972–1973 season, driving an AMC Matador for Penske Racing in NASCAR's top division, the Winston Cup Series, Donohue won the season-opening event at Riverside. That race was Penske's first NASCAR win in a long history of NASCAR participation. Although photographs of Donohue with the more aerodynamic 1974 Matador coupe exist and are published, he did not drive it in competition.\n\nCan-Am Porsche\nBetween 1971 and 1972, Penske Racing (along with Donohue as the primary test and development driver) was commissioned by Porsche to help develop the 917-10 to compete in the Can-Am series. During testing at Road Atlanta, Donohue recommended larger brake ducts, believing that more cooling would slow the brakes' degradation during a race.\nThe Porsche engineers obliged, but the new ducts interfered with the bodywork closure pins that attached body panels to the car. Coming out of turn seven at about 150 mph (240 km/h), the rear bodywork flew off the car, which became extremely unstable, lifted off the ground, and tumbled down the track. The front of the car was torn away, leaving Donohue, still strapped to his safety seat, with his legs dangling outside the car. Amazingly, Donohue only suffered an internal derangement of his knee with meniscus damage and limited cruciate plus collateral ligament damage. (He was operated on at Piedmont Hospital in Atlanta by Drs. J. Funk and J. L. Watts.)  George Follmer, Donohue's old Trans-Am teammate, took over testing the 917-10 for Donohue, who said:\n\nIt just doesn't feel right. Seeing another man driving your car, a car you know so well. I imagine it must feel like watching another man in bed with your wife.\n\nPorsche, Penske, and Donohue quickly started the development of the 917-30, complete with a reworked aerodynamic \"Paris\" body and a 5.4-liter turbocharged flat-12 engine whose output could be adjusted from about 1,100 to 1,500 bhp by turning a boost knob in the cockpit. During the development of this motor, the German Porsche engineers often asked Donohue if the motor finally had enough power. He answered, \"It will never have enough power until I can spin the wheels at the end of the straightaway in high gear.\"\nOn August 9, 1975, Donohue drove the 917–30 to a world closed-course speed record at the Talladega Superspeedway in Talladega, Alabama. His average speed around the 2.66-mile (4.28 km) high-banked oval was 221.120 mph (355.858 km/h). Donohue held the record for 11 years, until it was broken by Rick Mears at Michigan International Speedway.\nThe 917-30 is referred to as the \"Can-Am killer\"  as it dominated the competition, winning all but two races of the 1973 Can-Am championship (which is an untrue statement, because OPEC killed the Can-Am series in 1975–1976). After the Arab oil embargo in 1973, it led the SCCA, IMSA and other race series to impose fuel limitations on motor sport racing as a whole, which hampered the performance of the 917/30, making it uncompetitive in the Can-Am series. Brian Redman drove it once in 1974, and that was it for the car as far as Penske campaigning it. The 917/30 generally is considered one of the most powerful and most dominant racing machines ever created.\n\nFirst IROC champion\nDonohue raced in the inaugural IROC series in 1973–74, racing identical, specially-prepared Porsche RSRs. In the four-race series, Donohue won the first and third of three races at Riverside and the final race of the year at Daytona. The only person to beat Donohue was his former Penske Trans-Am teammate, George Follmer. In winning the first IROC championship, Donohue beat the best racing drivers of that era from all of the major championships, such as Denny Hulme, Richard Petty, A. J. Foyt, Emerson Fittipaldi, Bobby Allison, David Pearson, Peter Revson, Bobby Unser, and Gordon Johncock.\n\nRetirement and Formula One\nThe pressures of racing and designing the car took their toll on Donohue. By 1973, the \"Captain Nice\" nickname he had earned earlier in his career was being supplanted by the nickname \"Dark Monohue\".  Donohue announced that he would retire from racing after the 1973 Can-Am season. In addition, the horrific events at the 1973 Indianapolis 500 and the subsequent death of his friend, Swede Savage, pushed him to quit. His retirement was short-lived, however, as he was lured back to full-time competitive driving by Penske when he formed a Formula One team, Penske Cars Ltd, to compete in the final two events of the 1974 Formula One World Championship, and to continue competing in 1975 with the new Penske PC1.\n\nDonohue previously had debuted in Formula One on September 19, 1971, with a Penske-sponsored McLaren at the Canadian Grand Prix at Mosport Park, finishing on the podium in third place. After coming out of retirement with his former boss, Penske, Donohue returned to Formula One, entering into the final two races of the 1974 Formula One season. Donohue finished in 12th place at the Canadian Grand Prix, but failed to finish at the United States Grand Prix.\nA full season of racing for the 1975 Formula One season was planned. The 1975 season turned out to be a difficult one for Donohue and Penske.  Donohue was able to muster fifth-place finishes at the Swedish Grand Prix and the British Grand Prix, but the new Penske PC1 chassis proved problematic, as evidenced by three retirements in the first six races. At the Austrian Grand Prix, Donohue's career, along with Roger Penske's Formula One aspirations, took a tragic turn.\n\nDeath\nMidway through the 1975 F1 season, Penske abandoned the troublesome PC1 and started using the March 751. Donohue recently had arrived in Austria for the Austrian Grand Prix at the Österreichring race track following the successful closed-course speed record attempt at Talladega Superspeedway in Alabama just a few days earlier. During a practice session for the race, Donohue lost control of his March after a tire failed, sending him into the catch fencing at the fastest corner on the track, Vöest Hügel Kurve. A track marshal was killed by debris from the accident, but Donohue did not appear to be injured significantly. It is said that Donohue's head struck either a catch fencing post or the bottom of the wood frame for an advertising billboard located alongside of the racetrack. A headache resulted, however, and worsened. After going to the hospital in Graz the next day, Donohue lapsed into a coma from a cerebral hemorrhage and died. He was survived by his second wife and two sons from his first marriage. Donohue is buried at St. Teresa Cemetery in Summit, New Jersey.\n\nCommemorations and legacy\nIn 2003, in commemoration of Penske Racing's 50th NASCAR win, Nextel Cup driver Ryan Newman drove a Dodge Intrepid painted to resemble Donohue's 1973 AMC (with a No. 12 and current Alltel decals) at the fall Rockingham, North Carolina, race.\nPenske's new Penske Racing complex in Mooresville, North Carolina is decorated with various murals of Donohue and his racing cars, most notably the AMC stock car and the various Porsche prototypes that Donohue drove through his career.\nDonohue chronicled his entire racing career in the book, The Unfair Advantage (co-written with noted motorsports and engineering journalist Paul Van Valkenburgh). The book documents his career from his first races to his final full season of racing the year before he was killed. This was not merely a celebrity autobiography, but a detailed, step-by-step record of the engineering approach he took to getting the absolutely highest performance from every car he drove, always looking for that elusive \"unfair advantage\". Donohue (along with Penske) were pioneers in many rights, some as notable as the use of a skidpad as a tool for developing and perfecting race car suspension designs and setups. The book told how Donohue learned to exploit the antilock braking system and the powerful turbocharged engine of several prototype Porsches, as well as how he learned from various mishaps, including a near-fatal crash. The book was published shortly before Donohue's death.\nThe book was re-released in 2000 by Bentley Publishers (Cambridge, Massachusetts). It includes information and additional photography that was not available before the first edition was published.\nDonohue's racing tradition is carried on by his son, David Donohue, a successful road racer in his own right.\n\nAwards\nDrexel University presented Mark Donohue with its Engineering and Science Award in 1973.\nMark Donohue was inducted into the International Motorsports Hall of Fame in 1990.\nHe was also inducted in the Motorsports Hall of Fame of America in 1990.\nHe was inducted in the Sports Car Club of America Hall of Fame in its 2006 class.\n\nMotorsports career results\nSCCA National Championship Runoffs\nFormula One World Championship\n(key)\n\nFormula One Non-Championship\n(key)\n\nComplete USAC Championship Car results\nIndianapolis 500 results\nNASCAR\nWinston Cup Series\nDaytona 500\nInternational Race of Champions\n(key) (Bold – Pole position. * – Most laps led.)\n\nComplete Canadian-American Challenge Cup results\n(key) (Races in bold indicate pole position) (Races in italics indicate fastest lap)\n\nComplete 24 Hours of Le Mans results\nSee also\nRoger Penske\nIndianapolis Motor Speedway\nGeorge Follmer\nWalt Hansgen\nSkidpad\nTurbocharger\nBrown University\nLola Cars\nVehicle Dynamics\nElva (car manufacturer)",6  "char_len": 70493,7  "document_hash": "b3fa882ffcb70da7554afba38f53dd995ccf9d1bab62e59776e24cdb2baf703a",8  "questions": [9    {10      "question_id": "q00",11      "qtype": "hotpotqa",12      "question": "Which racecar driver who performed in the 1971 Canadian Grand Prix was born in 1937?"13    }14  ]15}