Mark Donohue
Donohue at the1975 British Grand Prix
Born	Mark Neary Donohue Jr. (1937-03-18)March 18, 1937 Haddon Township, New Jersey, U.S.
Died	August 19, 1975(1975-08-19) (aged 38) Graz, Austria
Championship titles
SCCA/CASCCan-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 finish	5th (1972)
First race	1968Telegraph Trophy 200 (Mosport)
Last race	1973California 500 (Ontario)
First win	1971Pocono 500 (Pocono)
Last win	1972Indianapolis 500 (Indianapolis)
Wins Podiums Poles 3 7 4
Formula One World Championship career
Nationality	American
Active years	1971,1974–1975
Teams	Penske-enteredMcLaren andMarch chassis,Penske
Entries	16 (14 starts)
Championships	0
Wins	0
Podiums	1
Careerpoints	8
Pole positions	0
Fastest laps	0
First entry	1971 Canadian Grand Prix
Last entry	1975 Austrian Grand Prix
NASCAR driver
NASCARCup Series career
6 races run over 2 years
First race	1972Winston Western 500 (Riverside)
Last race	1973Atlanta 500 (Atlanta)
First win	1973Winston Western 500 (Riverside)
Wins Top tens Poles 1 1 0
24 Hours of Le Mans career
Years	1966–1967, 1971
Teams	Holman-Moody,Shelby-Ford,NART-Penske
Best finish	4th (1967)
Class wins	0

Mark Neary Donohue Jr. (March 18, 1937 – August 19, 1975), nicknamed "Captain Nice",^[1][2] was an Americanrace car driver andengineer known for his ability to set up his own race car as well as driving it to victory.^[3][4][5][6]

Donohue is probably best known as the developer and driver of the 1500+bhp "Can-Am Killer" Porsche 917-30 and as the winner of theIndianapolis 500 in1972. 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, andShelby Mustang GT350R.

Born inHaddon Township, New Jersey, Donohue grew up inSummit,^[7] graduated from thePingry School inHillside, and enteredBrown University inProvidence,Rhode Island. At the age of 22^{[citation needed]} while a senior at Brown, Donohue began racing his 1957Corvette. He won the first event he entered, ahillclimb^[2] inBelknap County, New Hampshire.^{[citation needed]} He graduated from Brown in 1959 with abachelor's degree inmechanical engineering.^[2][6]

Donohue won the SCCA national championship in anElva Courier in 1961. Experienced race driverWalt Hansgen (who worked for Inskip Motors in New York & Rhode Island) recognized Donohue's ability^[2] and befriended him, eventually providing anMGB (through Inskip Motors in Providence, RI and prepped by their race shop Competition Engineering)^[8] for Donohue to race at the 1964Bridgehampton 500-mile (800 km) SCCA endurance event, which he won.^{[citation needed]} Hansgen arranged for Donohue to become his teammate in 1965, co-driving aFerrari 275 at the12 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 aGT350 and in SCCA Formula C in aLotus 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 byRoger Penske early in 1966.The Griffith company went defunct in November, 1966.^[10]

In 1966, thanks to his friendship with Hansgen, word quickly spread to theFord Motor Company about the young driver. Ford immediately signed Donohue to drive one of theirGT-40 Mk II race cars campaigned at the24 Hours of Le Mans by theHolman & Moody racing team. Le Mans proved frustrating for Donohue. Hansgen died while testing the GT40 in preparation for Le Mans so Donohue partnered with AustralianPaul 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 the24 Hours of Daytona and second at the12 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 builderBruce McLaren forShelby 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 newLola T70 spyder in theUnited States Road Racing Championship. Donohue dominated the 1967 race, driving aLola T70 MkIIIChevrolet for Penske. Donohue raced in seven of the eight races that year, winning six (at Las Vegas,Riverside,Bridgehampton,Watkins Glen,Pacific Raceways, andMid-Ohio) and finishing third at theLaguna Seca Raceway round behind Lothar Motschenbacher and Mike Goth.

In 1968, Donohue and Penske returned to defend their USRRC championship with theMcLaren M6A Chevrolet. Donohue did not start the first race of the year atCircuit 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.

In 1969 he won the 24 Hours of Daytona driving a Lola-Chevrolet T70 for Penske.

Donohue began hisTrans-Am series campaign in 1967, winning three of twelve races in aRoger Penske-ownedChevrolet Camaro. In 1967 and 1968, Trans-Am schedule included two of the most prized endurance races in the world, the24 Hours of Daytona and the12 Hours of Sebring. Donohue finished fourth at Daytona and won the Trans-Am class at the 12 Hours of Sebring.

1968 was a banner year for Donohue in the Trans-Am series, as he successfully defended his 12 Hours of Sebring victory by partnering withCraig Fisher and driving his Penske Chevrolet Camaro to victory. Donohue went on to win 10 of 13 races, a Trans-Am series record which stood untilTommy 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 anAMC Javelin in 1971, all for Roger Penske Racing.

During their enormous success in Trans-Am, Penske and Donohue began 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.^{[citation needed]}

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 ofDream Car Garage onSpeed TV in 2005.

In 1970 new Javelin team owner Roger Penske and driver Mark Donohue breathed 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.

In1969, Penske and Donohue raced in their firstIndianapolis 500,^[14] with Donohue finishing seventh, winning the rookie of the year award. Donohue raced at Indianapolis each year following,^[15] finishing second in1970 and 25th in1971.

Donohue won in1972, 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 fortwelve years. The victory was the first for Penske in the Indy 500.

Donohue raced in several NASCARGrand American races and a NASCARpony car division from 1968 until 1971. In the 1972–1973 season, driving anAMC Matador for Penske Racing in NASCAR's top division, theWinston Cup Series, Donohue won the season-opening event atRiverside.^[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.

Between 1971 and 1972, Penske Racing (along with Donohue as the primary test and development driver) was commissioned byPorsche to help develop the917-10 to compete in theCan-Am series. During testing atRoad 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.

Porsche, Penske, and Donohue quickly started the development of the917-30, complete with a reworked aerodynamic "Paris" body and a 5.4-literturbocharged flat-12 engine whose output could be adjusted from about 1,100 to 1,500bhp^{[citation needed]} 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 theTalladega 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 byRick Mears atMichigan International Speedway.

The 917-30 has been referred to as the "Can-Am killer"^[18] as it dominated the competition, winning all but two races of the1973 Can-Am championship.

After theArab oil embargo in 1973, the SCCA, IMSA and other race series to imposed fuel limitations on motor sport racing as a whole. Allegedly this 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.

Donohue raced in the inauguralIROC series in 1973–74, racing identical, specially-preparedPorsche RSRs. In the four-race series, Donohue won the first and third of three races atRiverside and the final race of the year atDaytona. 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 asDenny Hulme,Richard Petty,A. J. Foyt,Emerson Fittipaldi,Bobby Allison,David Pearson,Peter Revson,Bobby Unser, andGordon Johncock.

The pressures of developing and racing the Porsche 917/30 took their toll on Donohue. He announced that he would retire from racing after the 1973 Can-Am season. In addition, the horrific events at the1973 Indianapolis 500 and the subsequent death of his friend,Swede Savage, pushed him to quit. His retirement was short-lived, however, as he returned to competitive driving when Penske formed aFormula One team,Penske Cars Ltd, to compete in the final two events of the1974Formula One World Championship, and to continue competing in1975 with the newPenske PC1.

Donohue previously had debuted in Formula One in the1971 season on September 19, 1971, with a Penske-sponsoredMcLaren car entered by theWhite Racingprivateer team^[19] at theCanadian Grand Prix atMosport 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 the1974 Formula One season. Donohue finished in 12th place at theCanadian Grand Prix, but failed to finish at theUnited States Grand Prix.

A full season of racing for the1975 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 theSwedish Grand Prix and theBritish Grand Prix, but the newPenske PC1 chassis proved problematic, as evidenced by three retirements in the first six races. At theAustrian Grand Prix, Donohue's career, along with Roger Penske's Formula One aspirations, took a tragic turn.

Midway through the 1975 F1 season, Penske abandoned the troublesome PC1 and started using theMarch 751. Donohue recently had arrived in Austria for theAustrian Grand Prix at theÖsterreichring race track following the successful closed-course speed record attempt atTalladega Superspeedway inAlabama 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 Turn 1 (known asVöest 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 inGraz the next day, Donohue lapsed into acoma from acerebral hemorrhage and died.^[4] He was survived by his second wife and two sons from his first marriage.^[5][20] Donohue is buried at St. Teresa Cemetery in Summit, New Jersey.

The turn was tightened and became theHella Licht Esses in 1977. Donohue's estate was involved in litigation against Penske and Goodyear that was settled in 1986, claiming tire failure killed Donohue. Goodyear paid the widow and children $9.6 million.^[21]

In 2003, in commemoration of Penske Racing's 50th NASCAR win,Nextel Cup driverRyan 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 newPenske Racing complex inMooresville, 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 journalistPaul 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 theantilock braking system and the powerful turbocharged engine of several prototypePorsches, 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.

• Drexel University presented Mark Donohue with its Engineering and Science Award in 1973.^[22]
• Mark Donohue was inducted into theInternational Motorsports Hall of Fame in 1990.^[23]
• He was also inducted in theMotorsports Hall of Fame of America in 1990.^[24]
• He was inducted in theSports Car Club of AmericaHall of Fame in its 2006 class.^[25]
• Donohue was inducted to theTrans-Am Series Hall of Fame in 2025.^[26]

(key)

(key)

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

(key) (Races inbold indicate pole position) (Races initalics indicate fastest lap)

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

• Roger Penske
• Indianapolis Motor Speedway
• George Follmer
• Walt Hansgen
• Skidpad
• Turbocharger
• Brown University
• Lola Cars
• Vehicle Dynamics
• Elva (car manufacturer)

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

Wikimedia Commons has media related toMark Donohue.

• Mark Donohue driver statistics at Racing-Reference
• Mark Donohue career summary at DriverDB.com
• Mark Donohue Photos
• Road Racing Drivers Clubsee – deceased members bio list – biography and photograph (includes biographies of all ever invited to join Road Racing Drivers Club, living and deceased)
• AMX-perience Mark Donohue Tribute Page
• Jayski's Mark Donohue tribute
• The Greatest 33
• Mark Donohue atFind a Grave

• 1937 births
• 1975 deaths
• American Formula One drivers
• Brown University School of Engineering alumni
• Pingry School alumni
• NASCAR drivers
• Indianapolis 500 drivers
• Indianapolis 500 Rookies of the Year
• Indianapolis 500 winners
• Trans-Am Series drivers
• International Motorsports Hall of Fame inductees
• International Race of Champions drivers
• People from Haddon Township, New Jersey
• Racing drivers from Camden County, New Jersey
• Sportspeople from Summit, New Jersey
• Racing drivers from Union County, New Jersey
• Racing drivers who died while racing
• Penske Formula One drivers
• Sport deaths in Austria
• 24 Hours of Le Mans drivers
• 24 Hours of Daytona drivers
• World Sportscar Championship drivers
• SCCA National Championship Runoffs winners
• Team Penske drivers
• Porsche Motorsports drivers
• Daytona 500 drivers

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