Mark Donohue
Donohue at the 1975 British Grand Prix
BornMark Neary Donohue Jr.
(1937-03-18)March 18, 1937
Haddon Township, New Jersey, U.S.
DiedAugust 19, 1975(1975-08-19) (aged 38)
Graz, Styria, Austria
Championship titles
SCCA/CASC Can-Am (1973)
Major victories
24 Hours of Daytona (1969)
Pocono 500 (1971)
Indianapolis 500 (1972)
Champ Car career
29 races run over 6 years
Best finish5th (1972)
First race1968 Telegraph Trophy 200 (Mosport)
Last race1973 California 500 (Ontario)
First win1971 Pocono 500 (Pocono)
Last win1972 Indianapolis 500 (Indianapolis)
Wins Podiums Poles
3 7 4
Formula One World Championship career
NationalityUnited States American
Active years1971, 1974–1975
TeamsPenske-entered McLaren and March chassis, Penske
Entries16 (14 starts)
Championships0
Wins0
Podiums1
Career points8
Pole positions0
Fastest laps0
First entry1971 Canadian Grand Prix
Last entry1975 Austrian Grand Prix
NASCAR Cup Series career
6 races run over 2 years
First race1972 Winston Western 500 (Riverside)
Last race1973 Atlanta 500 (Atlanta)
First win1973 Winston Western 500 (Riverside)
Wins Top tens Poles
1 1 0
24 Hours of Le Mans career
Years1966–1967, 1971
TeamsHolman-Moody, Shelby-Ford, NART-Penske
Best finish4th (1967)
Class wins0

Mark Neary Donohue Jr. (March 18, 1937 – August 19, 1975), nicknamed "Captain Nice,"[1][2] and later "Dark Monohue,"[2] 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.[3][4][5][6]

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.

Early life

Born in Haddon Township, New Jersey, Donohue grew up in Summit,[7] 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[2] in Belknap County, New Hampshire. He graduated from Brown in 1959 with a bachelor's degree in mechanical engineering.[2][6]

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[2] and befriended him, eventually providing an MGB (through Inskip Motors in Providence, RI and prepped by their race shop Competition Engineering)[8] for Donohue to race at the 1964 Bridgehampton 500-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,[2] which they finished in 11th place.[9] That year, Donohue also won two divisional championships: in SCCA B Class in a GT350 and in SCCA Formula C in a Lotus 20B.[2]

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. During its production life, there were 192 Series 200 Griffiths built, 59 of the Series 400 and only 10 of the Series 600. During his tenure at Griffith Mark drove the Griffith-owned Shelby 289 Cobra making his mark on the SCCA circuit. In February of '65 Donohue was named comptroller at Griffith Motors, but was soon lured from Griffith by Roger Penske early in 1966. The Griffith company went defunct in November, 1966.[10]

Ford GT40 and joining with Penske

In 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.[11] Earlier that year, co-driving with Hansgen, Donohue finished third at the 24 Hours of Daytona and second at the 12 Hours of Sebring.[2]

At Hansgen's funeral, Roger Penske spoke to Donohue about driving for him.[12] 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.[2]

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.[13]

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.

In 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.

Trans-Am

Donohue 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.

1968 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.

Donohue 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.

During 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.

Penske 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.

They 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 their class in the race, finishing third overall, and went on to win 10 out of 13 races that year.

They 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.

In 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.

Indianapolis 500

Donohue won the inaugural Pocono 500 in 1971

In 1969, Penske and Donohue raced in their first Indianapolis 500,[14] with Donohue finishing seventh, winning the rookie of the year award. Donohue raced at Indianapolis each year following,[15] finishing second in 1970 and 25th in 1971.

Donohue 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),[16] which stood for twelve years. The victory was the first for Penske in the Indy 500.

NASCAR

1972 Aurora AFX HO scale "flying brick" Penske-Donohue Matador

Donohue 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.[17] 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.

Can-Am Porsche

Between 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.

The 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:

It 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.

The "Can-Am killer", Porsche 917–30, on display at the Porsche Stuttgart-Zuffenhausen Museum, Germany

Porsche, 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."

On 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.

The 917-30 is referred to as the "Can-Am killer" [18] 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.

First IROC champion

The Porsche Carrera RSR in which Donohue won the inaugural IROC championship

Donohue 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.

Retirement and Formula One

The 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".[2] 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.

1971 Lola T192 Formula A (F-5000) driven by Donohue

Donohue 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.

A 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.

Death

Donohue driving a Penske PC1 at the 1975 Race of Champions

Midway 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.[4] He was survived by his second wife and two sons from his first marriage.[5][19] Donohue is buried at St. Teresa Cemetery in Summit, New Jersey.

Commemorations and legacy

In 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.

Penske'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.

Donohue 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.

The 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.

Donohue's racing tradition is carried on by his son, David Donohue, a successful road racer in his own right.

Awards

Motorsports career results

SCCA National Championship Runoffs

YearTrackCarEngineClassFinishStartStatus
1961Elva CourierMGAE Production11Running
1965Daytona International SpeedwayLotus 20BFordFormula C28Running
Ford Mustang GT350FordB Production102Retired
1966Riverside RacewayFord Mustang GT350FordB ProductionDisqualified

Formula One World Championship

(key)

Year Entrant Chassis Engine 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 WDC Points
1971 Penske-White Racing McLaren M19A Ford V8 RSA ESP MON NED FRA GBR GER AUT ITA CAN
3		 USA
DNS		 16th 4
1974 Penske Cars Penske PC1 Ford V8 ARG BRA RSA ESP BEL MON SWE NED FRA GBR GER AUT ITA CAN
12		 USA
Ret		 NC 0
1975 Penske Cars Penske PC1 Ford V8 ARG
7		 BRA
Ret		 RSA
8		 ESP
Ret		 MON
Ret		 BEL
11		 SWE
5		 NED
8		 FRA
Ret		 15th 4
March 751 GBR
5		 GER
Ret		 AUT
DNS		 ITA USA

Formula One Non-Championship

(key)

Year Entrant Chassis Engine 1 2 3 4 5 6 7 8
1971 Penske Racing Lola T192 F5000 Chevrolet V8 ARG ROC QUE
14		 SPR INT RIN OUL VIC
1975 Penske Cars Penske PC1 Ford V8 ROC
Ret		 INT
6		 SUI

Complete USAC Championship Car results

Year 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 Pos Points
1968 HAN
 LVG
 PHX
 TRE
 INDY
 MIL
 MOS
6		 MOS
4		 LAN PIP CDR
 NAZ IRP
 IRP
 LAN LAN MTR MTR SPR MIL
 DUQ ISF TRE SAC MCH HAN
 PHX RIV
21		 - 0
1969 PHX
 HAN
 INDY
7		 MIL
 LAN
 PIP CDR
 NAZ TRE
 IRP
DNQ		 IRP
 MIL
 SPR
 DOV
 DUQ
 ISF
 BRN
7		 BRN
4		 TRE
 SAC
 KEN
16		 KEN PHX
 RIV
21		 - 0
1970 PHX SON
25		 TRE INDY
2		 MIL
 LAN CDR MCH IRP
2		 SPR MIL ONT
30		 DUQ ISF SED TRE SAC PHX - 0
1971 RAF
 RAF
 PHX
6		 TRE
19		 INDY
25		 MIL
 POC
1		 MCH
1		 MIL
 ONT
18		 TRE
6		 PHX
16		 8th 1,760
1972 PHX
17		 TRE
19		 INDY
1		 MIL
2		 MCH
 POC
 MIL
 ONT
 TRE
2		 PHX
16		 5th 1,720
1973 TWS
 TRE
 TRE
 INDY
15		 MIL
 POC
17		 MCH
 MIL
DNQ		 ONT
 ONT ONT
29		 MCH
 MCH
 TRE
 TWS
 PHX
 - 0

Indianapolis 500 results

Year Chassis Engine Start Finish Entrant
1969 Lola Offy 4th 7th Penske
1970 Lola Ford 5th 2nd Penske
1971 McLaren Offy 2nd 25th Penske
1972 McLaren Offy 3rd 1st Penske
1973 Eagle Offy 3rd 15th Penske

NASCAR

Winston Cup Series

NASCAR Winston Cup Series results
Year Team No. Make 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 NWCC Pts
1972 Penske Racing 16 AMC RSD
39		 DAY
35		 RCH ONT
44		 CAR ATL
15		 BRI DAR NWS MAR TAL CLT DOV MCH RSD TWS DAY BRI TRN ATL TAL MCH NSV DAR RCH DOV MAR NWS CLT CAR TWS 124th 0
1973 RSD
1*		 DAY RCH CAR BRI ATL
30		 NWS DAR MAR TAL NSV CLT DOV TWS RSD MCH DAY BRI ATL TAL NSV DAR RCH DOV NWS MAR CLT CAR 131st 0
Daytona 500
Year Team Manufacturer Start Finish
1972 Penske Racing AMC 10 35

International Race of Champions

(key) (Bold – Pole position. * – Most laps led.)

International Race of Champions results
Year Make 1 2 3 4 Pos. Points Ref
1973–74 Porsche RSD
1*		 RSD
12		 RSD
1*		 DAY
1*		 1st N/A [24]

Complete Canadian-American Challenge Cup results

(key) (Races in bold indicate pole position) (Races in italics indicate fastest lap)

Year Team Car Engine 1 2 3 4 5 6 7 8 9 10 11 Pos Pts
1966 Roger Penske Racing Lola T70 Mk.2 Chevrolet MTR
Ret		 BRI
5		 MOS
1		 LAG
4		 RIV
4		 LVG
3		 2nd 21
1967 Roger Penske Racing Lola T70 Mk.3B Chevrolet ROA
2		 BRI
Ret		 MOS
Ret		 LAG
Ret		 RIV
3		 LVG
2		 4th 16
1968 Roger Penske Racing McLaren M6A Chevrolet ROA
3		 BRI
1		 EDM
3		 LAG
8		 RIV
2		 LVG
DNS		 3rd 23
1969 Roger Penske Racing Lola T163 Chevrolet MOS
 MTR
DNS		 WGL
 EDM
 MDO
Ret		 ROA
 BRI
 MCH
 LAG
 RIV
 TWS
 NC 0
1971 Roger Penske Racing Ferrari 512M Ferrari MOS
 MTR
 ATL
 WGL
Ret		 MDO
 ROA
 BRA
 EDM
 LAG
 RIV
 NC 0
1972 Penske Racing Porsche 917/10 Porsche MOS
2		 ATL
 WGL
 MDO
 ROA
 BRA
17		 EDM
1		 LAG
2		 RIV
3		 4th 62
1973 Roger Penske Enterprises Porsche 917/30 Porsche MOS
7		 ATL
2		 WGL
1		 MDO
1		 ROA
1		 EDM
1		 LAG
1		 RIV
1		 1st 139
Source:[25]

Complete 24 Hours of Le Mans results

Year Team Co-drivers Car Class Laps Pos. Class
pos.
1966 United States Ford Motor Company
United States Holman & Moody		 Australia Paul Hawkins Ford GT40 Mk.II P +5.0 12 DNF DNF
1967 United States Ford Motor Company
United States Shelby-American Inc.		 New Zealand Bruce McLaren Ford GT40 Mk.IV P +5.0 359 4th 2nd
1971 United States North American Racing Team
United States Penske Racing		 United Kingdom David Hobbs Ferrari 512M S 5.0 58 DNF DNF

See also

Publications

  • Donohue, Mark (2000-11-09). The Unfair Advantage. Driving. ISBN 978-0-8376-0069-7.

References

  1. ↑ Lyons, Pete (1995). Can-Am. Osceola, Wisconsin: Motorbooks International. p. 16. ISBN 0-7603-0017-8.
  2. 1 2 3 4 5 6 7 8 9 10 Posey, Sam (June 1992). Bryant, Thos L. (ed.). "Magnificent Obsession". Road & Track. Newport Beach, CA USA: Hachette Magazines. 43 (10): 146–157. ISSN 0035-7189. But despite the success, people close to him ceased calling him 'Captain Nice' and referred to him instead as 'Dark Monohue'.
  3. ↑ "Donohue is no angel out there on the track – Parnelli Jones". Sarasota Herald Tribune. (Florida). Associated Press. February 1, 1973. p. 4-E.
  4. 1 2 "Donohue dies of injuries". Milwaukee Sentinel. Associated Press. August 20, 1975. p. 1, part 2.
  5. 1 2 "Donohue dies after surgery". Eugene Register-Guard. (Oregon). Associated Press. August 20, 1975. p. 1C.
  6. 1 2 Murray, Jim (August 22, 1975). "Donohue's death ultimate irony". Lewiston Morning Tribune. (Idaho). (Los Angeles Times). p. 1B.
  7. ↑ Katz, Michael (November 4, 1973). "Donohue, on the Way Out, Views Things From Top; Calendar of Motor Sports". The New York Times. p. 258. Retrieved February 18, 2011. In the nineteen fifties ... Mark Donohue was growing up in Summit, N.J., "when the hot rod phenomenon came East from California and caught me up in it."
  8. ↑ Inskip Family History & Competition Engineering staff
  9. ↑ Galanos, Louis (30 July 2010). "1965 Sebring 12-Hour Grand Prix of Endurance – Race Profile". SportsCarDigest.com. Off Camber Group, Inc. Retrieved 25 December 2014.
  10. ↑ Mooney, Mike (2003). The Griffith Years. Michael F. Mooney. ISBN 0974130702.
  11. ↑ "1966 24 Hours of Le Mans Results and Competitors". Experience Le Mans. Retrieved 30 January 2016.
  12. ↑ "Donohue Became A Mark of Courage". Philadelphia Daily News. 20 August 1975. Retrieved 23 July 2020 – via Newspapers.com.
  13. ↑ "1967 24 Hours of Le Mans Results and Competitors". Experience Le Mans. Retrieved 30 January 2016.
  14. ↑ Prewitt, Mark (May 27, 1969). "Mark Donohue tops Indy's rookie field". Free Lance-Star. (Fredericksburg, Virginia). Associated Press. p. 8.
  15. ↑ "Mark Donohue Named '500' Rookie of Year". The Star Press. United Press International. June 1, 1969. p. 1C. Retrieved December 4, 2022 – via Newspapers.com Open access icon.
  16. ↑ "Mark Donohue set Indy speed record in 1972". Sarasota Herald-Tribune. (Florida). Associated Press. May 28, 1978. p. 11-D.
  17. ↑ "1973 Winston Western 500: Donohue Dominates". MRN.com. MRN. Archived from the original on 23 December 2014. Retrieved 25 December 2014.
  18. ↑ "Opening Day set for Sunday at Watkins". Star Gazette. 25 April 2009. Retrieved 23 July 2020 – via Newspapers.com.
  19. ↑ "Donohue racing-death suit begins". The Day. (New London, Connecticut). Associated Press. February 14, 1984. p. 22.
  20. ↑ Drexel University 1973 Lexerd (Yearbook), pp. 44–45.
  21. ↑ "Hall of Fame Members (Mark Donohue Jr.)". International Motorsports Hall of Fame. Archived from the original on July 11, 2018. Retrieved July 11, 2018.
  22. ↑ "Mark Donohue, Sports Cars, Class of 1990". Motorsports Hall of Fame of America. Retrieved July 11, 2018.
  23. ↑ "2006 Hall of Fame class announced". www.motorsport.com. November 1, 2005. Archived from the original on August 12, 2016. Retrieved May 28, 2016.
  24. ↑ "Mark Donohue – 1974 IROC Results". Racing-Reference. NASCAR Digital Media, LLC. Retrieved August 4, 2023.
  25. ↑ "Can-Am - final positions and tables". World Sports Racing Prototypes. 2 October 2005. Archived from the original on 2020-10-26. Retrieved 2022-05-20.
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