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Allan McNish

Allan McNish (born 29 December 1969) is a British former racing driver, commentator, and journalist from Scotland. He is a three-time winner of the 24 Hours of Le Mans, most recently in 2013, as well as a three-time winner of the American Le Mans Series, which he last won in 2007. He won the FIA World Endurance Championship (FIA WEC) in 2013. He has also been a co-commentator and pundit for BBC Formula One coverage on TV, radio and online and was team principal of the Audi Sport ABT Schaeffler Formula E team.

Early life
McNish was born in Dumfries, Scotland and played football while at school. He was a fan of Nottingham Forest and also supported his local club Queen of the South. It was not until McNish began in karting that he found something at which he excelled.

Early career
McNish began his career in karting like fellow Dumfries and Galloway driver David Coulthard. McNish credited the start given to both of them and Dario Franchitti as being largely down to David Leslie senior and junior.

McNish and Coulthard both were recognised with a McLaren/Autosport BRDC Young Driver of the Year award having moved up to car racing. In 1988 he won the Formula Vauxhall Lotus championship and in 1989 finished runner up to David Brabham in a close fought British Formula 3 Championship. During the late 1980s McNish shared a house with teammate Mika Häkkinen.

Tipped as a future Formula One driver, he tested with both McLaren and Benetton, whilst also competing in F3000, then the recognised second tier of European motorsport, in 1990–1992. Whilst racing his first season in F3000, McNish suffered a crash at a race in Donington Park where a bystander was fatally injured. He went on to finish fourth overall in the championship that season. Concentrating on Formula One opportunities meant he appeared in F3000 only once during 1994, at Pau.

When a Formula One drive failed to materialise, he returned to F3000 in 1995 with Paul Stewart Racing (run by the son of Sir Jackie Stewart who went on to form Stewart Grand Prix). While he was arguably the fastest driver of the year, a series of mishaps saw him well beaten by Super Nova drivers Vincenzo Sospiri and Ricardo Rosset in the title race. McNish's career appeared to stall in early 1996 after a deal to race in Formula Nippon fell through and Mark Blundell was preferred for a drive with the PacWest CART team. He also tested for Benetton during the year.

Sports cars
Despite devoting his career to the pursuit of a Formula One chance, McNish has become one of the world's most highly rated sportscar drivers. His sportscar career began in 1996 with Porsche, at a time when their 911 GT1 model revolutionised sportscar racing. With the factory team he took this car to victory in the 1998 24 Hours of Le Mans, partnered by Laurent Aïello and Stephane Ortelli. He subsequently appeared for Toyota and Audi in the race, and after losing a likely victory in the dying stages of the 2007 event, scored a second triumph in 2008 with Tom Kristensen and Rinaldo Capello driving an Audi R10. He has also raced with great success for Audi in the American Le Mans Series, winning the title with Dindo Capello in 2006 and 2007, and taking four overall victories at the 12 Hours of Sebring (2004, 2006, 2009 and 2012). At the 2011 Le Mans McNish destroyed the car in a spectacular crash early in the race and ended the race for Audi No. 3. And again at the 2012 Le Mans, McNish made a driving error and lost a first place by crashing the Audi No. 2 car a few hours before the finish. He also codrove the No. 8 Starworks Motorsport Riley-Ford to a second-place finish at the 2012 24 Hours of Daytona.

In the 2000 American Le Mans Series season McNish set a track record for the full circuit configuration at Sears Point International Raceway.

Formula One
McNish finally found an opening into Formula One in 2001, when the newly formed Toyota F1 team required a development driver. Given his link with Toyota through sportscars he was an obvious choice for this role, and after impressing in testing he was hired to race for the season. He did not score any points during the season's 17 races, and he and teammate Mika Salo were replaced with a new line-up of Olivier Panis and Cristiano da Matta for 2003. Salo had scored points for the team on their debut in Melbourne and McNish had very nearly done the same in the Malaysian Grand Prix, only for a pit lane mistake by the team to cost him the result. Both drivers were told of their replacement before Da Matta was announced, and ITV's Martin Brundle commented that "replacing Salo and McNish with Panis and A.N. Other" was not, in his view, a step forward.

McNish had a dramatic accident at the 130R corner while practising for Toyota's home race the Japanese Grand Prix at Suzuka, but escaped serious injury. This led to the corner being reprofiled the following year.

After Formula One

In 2003 he was a test driver for Renault F1, also doing a little TV work for ITV, but the next year he returned to his successful sports car racing career, winning the 12 Hours of Sebring, combining this in 2005 with a venture into the highly competitive DTM (German Touring Car Championship), where he competed against the likes of former Formula One drivers Mika Häkkinen and Jean Alesi. He also won sportscar driver of the year awards from Autosport and Le Mans magazines and the (Jackie) Stewart Medal Award for services to Scottish motor sport. He was made the president of the Scottish Motor Racing Club at their annual prize giving and dinner in 2007, succeeding Stewart. In 2006, he continued racing with the Audi factory team and was part of the driving line-up which won the 12 Hours of Sebring in the new Audi R10 TDI diesel, setting pole position and breaking the lap record. In 2008, McNish won the 24 Hours of Le Mans for Audi alongside Tom Kristensen and Rinaldo Capello. It was his first win at la Sarthe since. McNish won the 2013 24 Hours of Le Mans as well with Tom Kristensen and Loïc Duval. In 2011 McNish suffered a catastrophic crash at the Le Mans race, one which left his car virtually disintegrated. However McNish walked away from the vehicle unharmed thanks largely due to the safety improvements that had been made in recent years.

In 2013, McNish became a world champion as he won the 2013 FIA World Endurance Championship alongside Kristensen and Duval.

Since Formula One has introduced the drivers' representative on the stewards panel at all Grands Prix, McNish has featured as the drivers' representative twice in the 2011 season, in Monaco and most recently in Hungary and on both occasions he has penalised the McLaren driver Lewis Hamilton for various transgressions. He has also appeared in a Scania video test driving their new R 730 V8.

On 17 December 2013, McNish announced his retirement from Audi Sport and from racing full-time. He has not ruled out racing individual events in the future. After retiring he took on a role with Audi Sport, including liaising between the team's drivers and engineers, between the team and motorsport organisers, and driver development. He is also manager of racing driver Harry Tincknell. He also works for BBC Sport as a commentator and pundit for their Formula One coverage. McNish became team principal for Audi's Formula E team, starting for the 2017–18 season, following Audi's official take over of the Abt Sportsline run entry.

McNish is two-time winner of the Segrave Trophy (2009/2014), was awarded the BRDC Gold Star in 2014, and won the BARC Gold Medal in 2015.

Other formulae
As well as those above, McNish has also raced in the following racing series:
 * Karting
 * Formula Ford
 * Vauxhall Lotus
 * British Formula 3
 * North American GT
 * FIA GT

Personal life
He lives in Monaco with his wife Kelly and their two children. Prior to his marriage, McNish's stag party in Dumfries was attended by Dario and Marino Franchitti and included watching a Queen of the South football match. He speaks English and French.

Complete International Formula 3000 results
(key) (Races in bold indicate pole position; races in italics indicate fastest lap.)

Complete Formula One results
(key) $†$ Driver did not finish the Grand Prix, but was classified as he completed over 90% of the race distance.

Complete DTM results
(key)

title: Allan McNish


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Allen Berg

Allen Bernard Berg (born August 1, 1961) is a Canadian former racing driver who raced for the Osella team in Formula One.

Racing career
Berg was born in Vancouver, British Columbia. He began in karting in 1978 and switched to cars when he was 20, into Formula Atlantic. In 1982 he won the prestigious Tasman Formula Pacific Series in Australia and New Zealand and entered the British Formula 3 series in 1983. However, his timing was bad since he had to compete against Ayrton Senna and Martin Brundle. He won one race (one which Senna and Brundle opted out of to compete for European F3 points and outright race win) and ended up fifth in the series. The following year he was runner-up in the British F3 series to Johnny Dumfries with eight second places. At the end of the season he tested for Arrows and Tyrrell and held discussions with Spirit and RAM Racing but neither led to a drive in Formula 1.

In 1985 he returned to Canada to seek funding for Formula One.

In 1986 he managed to buy a seat in the Osella F1 team midway through the season, taking the seat vacated by Christian Danner, who had left to join the Arrows team to replace Marc Surer. Surer suffered career-ending injuries in the 1986 ADAC Hessen-Rallye between the Belgian and Canadian Grands Prix. Berg took part in nine races before his sponsorship ran out and he missed the Italian Grand Prix; further sponsorship did at least mean he was able to see out the season. He had advanced discussions with several F1 teams to continue in F1 in 1987, including Larrousse, but, with the cancellation of the Canadian Grand Prix that season, he could not raise enough sponsorship and was unable to secure a drive.

Berg has remained involved in motor sport as a professional driver, team owner, series administrator, driving coach and instructor. He has competed in sportscar racing and the Trans-Am Series. He spent a season driving a privateer BMW M3 in the Deutsche Tourenwagen Meisterschaft in 1991, before enjoying success on the Mexican racing scene, winning the Mexican Formula 2 championship in 1993. He also won the Indy Lights Panamericana title in 2001 as a driver-owner, before retiring from driving.

He currently operates Allen Berg Racing Schools primarily in Monterey, California, based at WeatherTech Raceway Laguna Seca. Allen Berg Racing Schools provides a race driving experience in formula racing cars for people with little to no experience. The school also provides instructional programs for up-and-coming drivers to work their way into driving professionally. Multiple graduates of the school have gone on to drive race cars for a career.

Complete British Formula 3 results
(key) (Races in bold indicate pole position) (Races in italics indicate fastest lap)

Complete Formula One results
(key)

license: Creative Commons - Attribution Share-Alike - https://creativecommons.org/licenses/by-sa/4.0/

title: Allen Berg


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title: Template:CW Proliferation


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André Guelfi

André Guelfi (6 May 1919 – 28 June 2016) was a French racing driver. He was born in Mazagan, Morocco. He participated in one Formula One World Championship race, on 19 October 1958. He also participated in several non-championship Formula One races. At the time of his death he was the oldest living Formula One driver and had been since the death of Robert La Caze on 1 July 2015.

Complete Formula One World Championship results
(key)

title: André Guelfi


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Taqwa

Taqwa (تقوى  / ) is an Islamic term for being conscious and cognizant of God, of truth, "piety, fear of God." It is often found in the Quran. Those who practice taqwa — in the words of Ibn Abbas, "believers who avoid Shirk with Allah and who work in His obedience" — are called muttaqin (المُتَّقِين ).

Quran
According to Erik Ohlander, the word taqwa is used in the Qur'an over 100 times. According to the Oxford Dictionary of Islam, the word taqwa and its derivatives appear "more than 250 times" in the Qur'an.

"This is the Book in which there is no doubt, (it is) guidance for the muttaqin (those who adopt taqwa i.e. obey Allah)."

- Al-Baqarah, 2:2

The imperative form of taqwa is found in the phrase Ittaqullah ("fear God" or "be aware of Allah"), which is in a number of verses.

Benefits of Taqwa in the Quran
The Quran says there are benefits of taqwa. Sura at-Talaq Q.65:2-3 says that God will give Muttaqin solutions to their problems. "And whoever fears Allah - He will make for him a way out And will provide for him from where he does not expect. And whoever trusts in Allah; Allah is sufficient for him. ..Whoever fears or obeys Allah, He makes his work easy for him....and whoever fears or obeys Allah, Allah removes his sins and increases the reward of his deeds."

- At-Talaq Q.65:2-5

"So whoever gives charity and practices taqwa (obeying Allah's and Islam's prohibitions), and verifies and believes in the good, We make easy for him the easy path. And whoever is miserly and careless or istighnaah and disbelieves in good things and disbelieves, I make him an easy way to the things of hardship."

- Surah Lail, 92: 5-7

According to Sura al-Anfal Q.8:29, to Muttaqin, God will give them furqan or conscientious intellect by which they can differentiate between right and wrong. "O you who believe! If you obey and fear Allah, He will grant you Furqan (differentiator, between right and wrong, from Arabic root Faraq, difference), and will expiate for you your sins, and forgive you; and Allah is the Owner of the great bounty."

- Al-Anfal, Q.8:29

Hadith
"The Prophet (peace and blessings of Allah be upon him) said in the Farewell Hajj speech, "People! Your Lord is One. Your Father is One. You are all created from Adam and Adam from the soil. Those among you who are most pious and God-fearing are the most honorable in the sight of Allah. No Arab is superior to a non-Arab except in Taqwa." ./O people! Verily your Lord is one and your father (Adam) is one. An Arab is not better than a non-Arab and a non-Arab is not better than an Arab; a red man is not better than a black man and A black man is no better than a red man—except in Taqwa (Consciousness about Allah)…”"

- — (Musnad Ahmad, 22391, 22978 ; Al-Silsilat al-Sahih, 2700).

"Ibn Umar (may Allah be pleased with him) said, "A servant cannot attain true piety until he abandons that which causes doubt in his mind.""

- Bukhari 2

"Abu Huraira (R.A.) said, Rasulullah (S.A.W.) was asked which action would take the most people to Paradise. He said, 'Fear of Allah (Taqwa) and good character.' Again he was asked, which action will lead the most people to hell. He said, "mouth and genital.""

- — Tirmidhi, Hadith: 2004

"The Prophet (peace and blessings of Allah be upon him) said, A Muslim is the brother of another Muslim. He will not oppress him. Don't look down on him.  Taqwa resides here (Qalb).  With this he pointed three times towards his chest.  It is enough for a man to be evil that he despises his Muslim brother.  It is forbidden for every Muslim to take one another's blood, his wealth and his honor."

- (Muslim h 32-[2564])

"Abu Umamah Radiyallahu 'Anhu said that I heard the Messenger of Allah, may God bless him and grant him peace, give a speech at the farewell Hajj, "Do fear Allah, pray your five times (obligatory) prayers, fast the month of Ramadan, pay Zakat on your wealth and Obey your leaders and rulers (if their command is not contrary to the Shariah), then you will enter the Paradise of your Lord.''"

- Tirmidhi 616, Ahmad 21657, 21755, (Tirmidhi, he says, the hadith is Hasan Sahih)

"On the authority of Abu Bakr Ibn Abu Shayba, Ishaq Ibn Ibrahim and Muhammad Ibn Abdullah Ibn Numayr (RA) ... on the authority of Yazid Ibn Arqam (RA). He said, I will tell you the same as the Messenger of Allah, may Allah bless him and grant him peace, used to say. He (Rasulullah Sallallahu Alaihi Wasallam) used to say: "O Allah! I seek refuge in You from incapacity, laziness, cowardice, miserliness, old age and the punishment of the grave. O Allah! Give me piety in my soul (heart) and purify it." You are the Best Purifier of it, You are its Owner and its Sustainer. O Allah! I seek refuge in You from unprofitable knowledge and from a fearless heart; from an unsatisfied soul and from a supplication that is not answered.""

- Muslim 6658

"Narrated by Abdullah Ibn Mas'ud (RA). He said, The Prophet (peace be upon him) used to say,

"Allahumma Inni Asalukal Huda-Wattuka-Wal 'Afa-Fa Wal Gina-"

(Meaning - O Allah! I look to You for guidance [the right path], taqwa [piousness], avoidance of what is forbidden, and livelihood)."

- Muslim 2721, Tirmidhi 3489, Ibn Majah 3832, Ibn Abi Shaybah 29192, Ahmad 3950, Sahih Ibn Hibban 900, Sahih Al Jami’ 1275.

"On the authority of Abu Dharr (may Allah be pleased with him), he said: The Messenger of Allah, may Allah bless him and grant him peace, said to me: Wherever you are, do taqwa of Allah +fear and obey Allah), and do good deeds immediately after bad deeds, and evil will be removed and people will be treated with respect. behave well"

- Mishkat 5083, Tirmidhi 1987

"On the authority of ‘Abdullaah ibn Mas’ood (radhiyallaahu ‘anhu), the Messenger of Allaah (sallallaahu ‘alayhe wa sallam) said:

“Verily the most beloved speech to Allaah is the servant’s saying, ‘Subhaanak Allaahumma wa bihamdika wa tabaarakasmuka wa ta’aalaa jad-duka wa laa ilaaha ghayruk.’ (Glorified are you, O Allaah, and to you is the praise, Blessed is Your Name and Lofty is your Majesty, there is none worthy of worship other than you.) The most hated speech to Allaah is when a man says to another man, ‘Fear Allaah!’ and he replies, ‘Worry about your own self!’ “"

- It was reported by Al-Asbahaanee in At-Targheeb (739), and Al-Albaanee authenticated it in Silsilatul-Ahaadeethis-Saheehah (2598).

Definitions
The word “Taqwã” is derived from the verb waqã (وقى), which literally means to preserve, protect, safeguard, shield, etc. The Arabic word taqwa means "forbearance, fear and abstinence."

Some descriptions of the term from Islamic sources include:
 * "God consciousness ... piousness, fear of Allah, love for Allah, and self restraint".
 * "God-consciousness or God-fearing piety", "virtue", "wariness".
 * Fear of Allah, "being careful, knowing your place in the cosmos". "Proof" of Taqwa is the "experience of awe" of God, which "inspires a person to be on guard against wrong action" and eager to do the things which please Allah.
 * literally "to protect". In general, to protect yourself "from the Wrath of Allah" by not "indulging in things that Allah forbids".
 * "a high state of heart, which keeps one conscious of Allah's presence and His Knowledge." Taqwa motivates the person who possesses it "to perform righteous deeds" and avoid forbidden activities.
 * According to Erik Ohlander, in Quranic Arabic, taqwa refers to fear of God in terms of protecting oneself from displeasing God.

Theological interpretation
According to Tafsir ibn Kathir, the root meaning of taqwa is to avoid what one dislikes. It was reported that Umar bin Khattab asked Ubayy ibn Ka'b about Taqwa. Ubayy said, "Have you ever walked on a path that has thorns on it?" Umar said, "Yes." Ubayy asked, "What did you do then?" to which Umar replied, "I rolled up my sleeves and struggled." Ubayy said, "That is taqwa, to protect oneself from sin through life's dangerous journey so that one can successfully complete the journey unscathed by sin."

Fiqh
In at least one popular work of fiqh (Islamic jurisprudence), the "Book of Taqwa", (i.e. the section on taqwa) deals with "knowledge of what is Haraam (forbidden), Makruh (discouraged) and doubtful" in an assortment of matters beyond "the pillars of Islam". These include: foods, dress, things having to do with sex ("private matters"), kinds of sporting contests, music, gossip, bad mouthing, bad company, beard trimming, etc.

Sufism
Taqwa is an important concept in Sufism.

The 10th-century Sufi scholar Al-Qushayri, in his Epistle (Al-Risala al-Qushayriyya), writes about three parts of taqwa: "full trust in God with respect to what has not been granted to him; full satisfaction with what has been granted to him; and full patience with respect to what has eluded him."

In Sufism, taqwa has several degrees. The first degree or rank is that of the common people. This rank shuns anything associated with God. In other words, the common people participate in taqwa by simply avoiding shirk. The second degree or rank of taqwa are the elect who shun sins. The final rank is that of the prophets who avoid attributing acts to anyone other than God — "in other words, their fear comes to them from Him and is [directed] to Him." The highest rank are those who distance themselves from everything that separates them from God, for one of the main goals in Sufism is to get closer to God, because in Sufi thought the state of being separate from God is a privation equivalent to the torments of hell.

The master-disciple relationship is one of great importance within Sufi practice. Taqwa is greatly valued within this relationship. God-fearing piety is seen as great religious devotion because it allows for "unhesitating obedience for the order's superior." In other words, if one can blindly follow his master, then he should be able to blindly follow God. Taqwa then leads to a lack of questioning authority, for the disciple submits to those with greater power than him. This submission reminds the disciple of God's power making the disciple a more devout worshipper of God.

title: Taqwa


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André Milhoux

André Milhoux (born 9 December 1928 ) is a former racing driver from Belgium. He participated in one Formula One World Championship Grand Prix, the 1956 German Grand Prix on 5 August 1956, but had to retire after 15 laps due to an engine failure. He scored no championship points.

Complete Formula One World Championship results
(key)

title: André Milhoux


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André Pilette

André Théodore Pilette (6 October 1918 – 27 December 1993), son of former Indy 500 participant Théodore Pilette, was a racing driver from Belgium. He participated in 14 Formula One World Championship Grands Prix, debuting on 17 June 1951. He scored 2 championship points. His son Teddy Pilette also became a racing driver, although his F1 career in the mid-1970s was much briefer.

Complete Formula One World Championship results
(key)

 * '' * Indicates Shared Drive with Élie Bayol

title: André Pilette


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Grille (artillery)

The 15 cm sIG 33 (Sf) auf Panzerkampfwagen 38(t), also known as Grille (German: "cricket") was a series of self-propelled artillery vehicles used by Nazi Germany during World War II. The Grille series was based on the Czech Panzer 38(t) tank chassis and used a 15 cm sIG 33 infantry gun.

Development
The original order for 200 units of the Grille, was to be based on the new 38(t) Ausf. M chassis that BMM (Böhmisch-Mährische Maschinenfabrik) was developing, however, delays caused production to start on the 38(t) Ausf. H chassis.

Grille Ausf. H

The first variant of the Grille was based on the Panzer 38(t) Ausf. H chassis, which had its engine in the rear. Instead of a turret, the vehicle had a low-slung superstructure and fighting compartment. The 15 cm schweres Infanteriegeschütz 33 (heavy infantry gun) was mounted in the front of this armored compartment. Being built on a tank chassis, its hull armour was 50 mm at the front and its superstructure armour was 25 mm at the front.

A total of 200 (including one prototype) were produced in the BMM (erstwhile ČKD Praga) factory in Prague from February to June 1943, and 10 more units were built in November 1943. The official designation was 15 cm Schweres Infanteriegeschütz 33 (Sf) auf Panzerkampfwagen 38(t) Ausf. H (Sd.Kfz. 138/1).

Grille Ausf. K
The second Grille variant was very similar to the Marder III Ausf M, using the same modified Panzer 38(t) chassis which was specifically re-designed for self-propelled mounts. The engine was relocated to the center of the vehicle behind an extended sloped glacis plate, both permitting the gun to be mounted at the rear and better protecting the crew. The fighting compartment at the rear of the vehicle was somewhat smaller and higher than in the previous version. Because there was no engine in the rear, the fighting compartment could be lowered down to the bottom floor level where the engine used to be, which decreased crew exposure and visibility. The main gun was also the 15 cm schweres Infanteriegeschütz 33.

From December 1943 to September 1944, a total of 162 vehicles were produced. Further 17 vehicles were built in 1945 for an overall production of 179. The official designation was 15 cm Schweres Infanteriegeschütz 33/1 auf Selbstfahrlafette 38(t) (Sf) Ausf. M (Sd.Kfz. 138/1)

Ammunition carrier
As the Grille had limited ammunition storage, a dedicated variant of the Grille Ausf. K was built as Munitionspanzer 38(t) (Sf) Ausf. K (Sd.Kfz. 138/1). It carried ammunition racks instead of the main gun, but could be converted back to normal configuration in the field by mounting the 15 cm gun onto it. Production totaled 102 vehicles.

Combat history
Both versions were intended to take service in the schwere Infanteriegeschütz Companies within the Panzergrenadier regiments, inside Panzer and Panzergrenadier Divisions, in their heavy infantry gun units. Each detachment had six available.

Surviving vehicles

 * A Grille Ausf. K is in storage at the U.S. Army Artillery Museum at Fort Sill, US.
 * A Munitionspanzer 38(t) is on display at the U.S. Army Artillery Museum at Fort Sill, US.

title: Grille (artillery)


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André Simon (racing driver)

André Constant Simon (5 January 1920 – 11 July 2012) was a racing driver from France. He participated in Formula One from to, competing in a total of 12 World Championship races but scoring no championship points.

Complete Formula One World Championship results
(key)

 * * Indicates shared drive with Giuseppe Farina
 * † Indicates shared drive with Ottorino Volonterio

title: André Simon (racing driver)


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John McAulay

John McAulay, (27 December 1888 – 14 January 1956) was a Scottish policeman, soldier and recipient of the Victoria Cross, the highest award for gallantry in the face of the enemy that can be awarded to British and Commonwealth forces.

Early life
He was born in Kinghorn in Fife on 27 December 1888 the son of John McAulay and his wife Isabella. The family moved to 4 Gillespie Crescent in Plean (near Falkirk) and he was educated at Plean Primary School. He left school around 1901 and began working as a coal-miner. Being both tall and strong he left the pits to join the police force in 1911 and was based in Glasgow. At the onset of the First World War he was one of the first volunteers and joined the Scots Guards on 9 September 1914.

Details
He was 28 years old, and a sergeant in the 1st Battalion, Scots Guards, British Army during the First World War when the following deed took place at the Battle of Cambrai for which he was awarded the VC.

On 27 November 1917 at Fontaine Notre Dame, France, when all his officers had become casualties, Sergeant McAulay assumed command of the company and under shell and machine-gun fire successfully held and consolidated the objectives gained. He reorganised the company and noticing a counter-attack developing, repulsed it by the skilful and bold use of machine-guns, causing heavy enemy casualties. The sergeant also carried his company commander, who was mortally wounded, to a place of safety.

After the war he resumed his career in the Glasgow Police, serving in the Maryhill district, rising to the rank of Inspector before retiring in 1948.

He died at home, 915 Aikenhead Road, Burnside, Glasgow on 14 January 1956 and is buried in New Eastwood Cemetery in Glasgow (section L-VII lair 139.

Family
He was married to Catherine Thomson (1890-1963).

Freemasonry
He was Initiated into Freemasonry in Lodge Greyfriars No.1221, (Glasgow, Scotland) on 13 May 1924.

Medal
His Victoria Cross is displayed at The Guards Regimental Headquarters (Scots Guards RHQ), London.

title: John McAulay


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Andrea Chiesa

Andrea Chiesa (born 6 May 1964) is a former Formula One driver from Switzerland. He participated in 10 Grands Prix, debuting on 1 March 1992.

Career

Chiesa began racing in 1980 with karts, and continued to cars in 1985, competing in Italian Formula 3 and Formula 3000. In 1992, he progressed to Formula One and raced with the Fondmetal team. However, he qualified for only three grands prix out of ten, and scored no championship points after retiring from each race. After the German GP, the team replaced him with Eric van de Poele. After Formula One, Chiesa returned to kart racing and touring cars for several years.

He currently drives GT cars. In 2007, he raced for Speedy Racing in a Spyker C8 GT2 car in LeMans Series. In April 2009, racing squad Swiss Team announced they would be fielding a Maserati Quattroporte in the Italian Superstars touring car series with Chiesa as a driver.

Complete International Formula 3000 results
(key) (Races in bold indicate pole position) (Races in italics indicate fastest lap)

Complete Formula One results
(key)

American Open Wheel
(key)

title: Andrea Chiesa


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title: User talk:138.162.140.37


text: Category:Counts of Anjou

title: Category:Counts of Anjou


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Wilkinson

Wilkinson or Wilkinsons may refer to:

Businesses and brands

 * Wilko, formerly Wilkinson Hardware, a British retail chain
 * Wilkinson Sword, a British manufacturer of razor blades, formerly swords, motorbikes and other products
 * Wilkinson TMC, their touring motorcycle model built 1911 to 1916
 * Wilkinson plc, a British firm of chandelier manufacturers and repairers

People

 * Wilkinson (surname), including a list of people
 * Wilkinson (musician), an English musician
 * Wilkinson baronets, a British hereditary title
 * The Wilkinsons, a Canadian country music trio
 * The Wilkinsons (TV series)

Places

 * Wilkinson County, Georgia, U.S.
 * Wilkinson, Illinois, U.S.
 * Wilkinson, Indiana, U.S.
 * Wilkinson, Minnesota, U.S.
 * Wilkinson Township, Cass County, Minnesota, the wider area
 * Wilkinson, Mississippi, U.S.
 * Wilkinson County, Mississippi, the wider county
 * Wilkinson, West Virginia, U.S.
 * Wilkinson, Wisconsin, U.S.
 * Wilkinson Lake, in Minnesota, U.S.
 * Wilkinson River, in New Zealand's South Island

Other uses

 * Wilkinson, a type of analog-to-digital converter
 * Wilkinson Microwave Anisotropy Probe, a NASA spacecraft 2001–2010
 * Wilkinson, a GWR 3031 Class rail locomotive, 1895–1914

title: Wilkinson


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Antonio Creus

Antonio Creus i Rubín de Celis (28 October 1924 – 19 February 1996) was a motorcycle racer and racing driver from Spain. He participated in one Formula One World Championship Grand Prix, the 1960 Argentine Grand Prix on 7 February 1960, driving a privately entered Maserati 250F. He retired with electrical problems and exhaustion, and scored no championship points.

He died in his native Madrid in 1996.

Complete Formula One World Championship results
(key)

title: Antonio Creus


text:
Arthur Legat

Arthur Legat (1 November 1898 – 23 February 1960) was a Belgian racing driver. He participated in two Formula One World Championship Grands Prix, debuting on 22 June 1952. He scored no championship points.

Legat won the Grand Prix des Frontières at Chimay in 1931 and 1932 with a Bugatti.

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title: Arthur Legat


text:
Arthur Owen (racing driver)

Arthur William Owen (23 March 1915 in Lambeth, London – 27 April 2002 in Vilamoura, Portugal ) was a British racing driver from England. He participated in one Formula One World Championship Grand Prix, the 1960 Italian Grand Prix, driving a privately entered 2.2-litre Cooper. He crashed on the first lap of the race at the South Corner, due to brake failure. He retired with suspension damage and scored no championship points.

On 17 October 1955 Arthur Owen, Jim Russell and William Knight drove a 'bobtail' Cooper sports car at the Autodrome de Montlhéry to set thirteen international speed and distance records in Class G on this banked track. Owen went on to set further records at Monza in Italy.

On 5 September 1959, driving a Cooper-Climax, Owen made fastest time of the day at the Brighton Speed Trials. In 1962, Owen won the British Hill Climb Championship at the wheel of a Cooper-Climax T53, prepared by fellow-competitor Patsy Burt's PMB Garages team. Arthur Owen competed in the 1962 Macau Grand Prix in a Cooper single-seater, qualifying on pole position but crashing early in the race. He finished third in the first Japanese Grand Prix, held at Suzuka on 3 and 4 May 1963, driving a Lotus 23 sports car.

Complete Formula One World Championship results
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Books

 * The Racing Coopers, by Arthur Owen, Cassell, 1959, 243 Pages.

title: Arthur Owen (racing driver)


text:
Basil van Rooyen

Basil van Rooyen (19 April 1939 – 14 September 2023) was a South African racing driver, race car developer, inventor, and engineer. His career comprised racing a motorcycle, Anglia, Lotus Cortina, Mustang, Alfa Romeo, Capri Perana Chevy Can-am, Fiat/Ferrari saloon cars, sports cars, single seaters and Formula 1.

Participation
Puch 250. He started racing motorcycles in 1957 with the 24 hour race at Grand Central track, a narrow race track near Johannesburg. At the time he was 18 years old, having just gotten his license.

Sprint racing
Ford Anglia 105E. Home modifications and some imported parts brought many class wins and overall places in 1961 and 1962 on the newly inaugurated Kyalami Racetrack. Upgraded to a Cortina 1200cc in 1963.

In 1964, Ford Motor Company SA donated two Lotus Cortinas to the most successful SA Ford racers. (1 to van Rooyen and Superformance, a performance shop where he was Managing Director, to race in the new countrywide SA Saloon Car Championship and 1 to Willie Meissner, talented ex-GSM Dart engineer, of Meissner Motors and driver Koos Swanepoel, who raced an Anglia 1500). BvR car at first could not keep up and Swanepoel won the 1964 SA Saloon Car Championship.

In 1965, van Rooyen's development skills surpassed Meissner, his nemesis, and he was faster and won all or nearly all the races.

SA Saloon Car Championship racing became so popular with race fans that in 1966 Ford SA donated the new Ford Mustang V8s to the same pair. BvR car was consistently faster and he won all the races to become 1966 and 1967 SA Saloon car champion.

In 1968 Alfa Romeo, had imported an Auto Delta Alfa GTA but it was not fast enough, so they persuaded van Rooyen to develop. (He had been racing Alfa GTVs since 1966 in the Onyx Production Car Series, additional events at the Kyalami venue.) Van Rooyen developed a short stroke 2000cc engine which soon lapped faster than his Mustang and started competing very successfully against Meissner’s and Ford SA's new Escorts with 1800cc and 2000cc 4v engines.

Arnold Chatz took over later on, when van Rooyen became involved in Single Seater Racing. He had been persuaded to race the older ex John Love Cooper Climax against world champions in the 1968 South African Grand Prix. Enjoyed single seaters debut so much that he imported a newer Brabham to enter in the rest of the SA events for the balance of the 1968 year, then a 1968 MacLaren for the 1969 year. Managed 3 F1 wins by the time he participated in the 1969 SA Grand Prix. Later in the year had serious accident on the Kyalami straight while tire testing that destroyed the car, and needed time to recuperate.

It seems van Rooyen so impressed the Grand Prix F1 teams with his 1969 Kyalami Grand Prix driving that he was offered a F1 engagement by Ken Tyrrell to immediately join his team as a 2nd driver behind team leader Jackie Stewart. Due to his injuries from the Kyalami crash this was no longer possible.

In 1970, continued racing in Onyx Production Car Series and won the Onyx Production Car Championship in an Alfa GTV.

During 1971 Paddy Driver offered van Rooyen his older F5000 single seater to try out, to see if he still had the racer's heart, and van Rooyen finished 3rd and 1st in F5000 behind two F1 cars, satisfying himself.

New regulations were introduced in 1971 for the Transvaal Production Car Championship. The car to beat was the Ford Capri Perana V8 (a special SA vehicle made by Basil Green Motors). Van Rooyen purchased one of these and was soon able to beat the factory car regularly.

This special edition SA car gave van Rooyen an idea! He made a proposal to General Motors to market a vehicle similar to the Basil Green Ford Capri V8. Developed their Vauxhall Firenza, using a 302 cid Camaro V8 engine and running gear. 100 vehicles would have to be built by GM (SA), which van Rooyen convinced them to do, and were sold locally to make this car, dubbed Chev Can-am, race eligible. Two race vehicles became awesome racing saloons, set the first saloon 100 mph lap record, won its introductory race, and continued with easy wins as competitors were frightened away. These Can-ams are quite popular with Collectors today.

1977 took him to Australia to compete at the well known Sandown 500 and Bathurst 1000 events, in a local GM Holden V8 Torana against the Ford V8s. He made 4th place in the Sandown with a dated model A9X. The SL5000 he was sharing with British Saloon Car Champion Gerry Marshall at Bathurst retired with a broken seat.

In 1979, race organizers introduced a new racing formula, allowing any engine/chassis from one make to be combined. Fiat SA was interested. This required fabricating a space frame vehicle with fibre-glass panels to look like a Fiat 131, mated with a turbo charged 2.5 litre Ferrari v6 600 bhp power unit. This car quickly proved one of the fastest saloon cars in the type of racing, but shortly after the debut Fiat decided, pressured by sanctions against SA, to pull out of the country. The car was sold off, but still raced by other drivers. The formula was shortlived.

Endurance racing
As well as the abovementioned sprint races, van Rooyen participated in the Annual Kyalami 9 hour endurance races and the Springbok 3 hour series enduros nearly every year, sharing drives with local drivers Arnold Chatz, Eddie Keizan, Dave Charlton, Chappie Wicks, George Santana, Brian Davies, Geoff Mortimer, Colin Burford, Antonio Prixinho, Peter Gough, and overseas owner/drivers Nanni Galli, Christine Becker, Tony Dean. Best result was a 2nd place with Tony Dean driving a Ferrari Dino in the 1968 Kyalami 9 hour.

Mazda SA brought their competition Mazda RX100 Saloon from Japan with factory support team to the 1971 Springbok Endurance Series, van Rooyen and Gough as drivers. Engine performance was impressive, but van Rooyen was so disappointed with the handling that he phoned the SA factory boss for an OK to make alterations. So, just 2 days before the race, the front suspension was removed, parts and brackets cut, welded, bent etc, then re-assembled - to the horror of the Japanese mechanics! (Thereafter it lapped - the text says! - up to 4 seconds faster??)

Inventor

 * Automatic swimming pool cleaners always skipped certain areas during their cleaning cycle. Invented the Twister, to be added to the suction line, which was patented and so successful that royalties still come in.
 * After witnessing serious F1 accidents caused by throttles jamming wide open, invented a special device to be fitted to the brake hydraulics, cutting power to the ignition when a great excess of brake pressure was applied.
 * Well ahead of his time, before it even occurred to the top world F1 teams, he invented and fabricated a successful automatically spring activated rear wing drag reduction setup, which was affixed to the high wing of his F1 vehicle, reducing the angle of attack. The high wing configuration was banned by the FIA soon after, due to wing mount breakage accidents.
 * Developing the CITS two stroke power unit, presently still being perfected. One of the most promising new internal combustion ideas, offering reduced fuel consumption, eliminating mixing oil with fuel, meeting global smog emissions regulations,  improved torque and power at all rpms,  better power per unit weight, over other two-stroke and 4 stroke units.

Participation in F1 Grand Prix racing
Van Rooyen participated in two Formula One World Championship Grands Prix, debuting on 1 January 1968. He retired from both, scoring no championship points.

Personal life and death
In later life, Van Rooyen was diagnosed with mesothelioma, caused by asbestos. He died in New South Wales, Australia on 14 September 2023, at the age of 84.

Complete Formula One World Championship results
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Complete British Saloon Car Championship results
(key) (Races in bold indicate pole position; races in italics indicate fastest lap.) † Events with 2 races staged for the different classes.

title: Basil van Rooyen


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Ben Pon

Bernardus Marinus "Ben" Pon (9 December 1936 – 30 September 2019) was a Dutch vintner and Olympian and motor racing driver. He competed in one Formula One race, the 1962 Dutch Grand Prix, but had a far longer career in sports car racing, before turning his back on the track to concentrate on the wine trade. He also represented the Netherlands in clay pigeon shooting at the 1972 Summer Olympics, finishing 31st in the skeet event.

Life
His father, Ben Pon, Sr., was an importer of Volkswagen Beetles into the United States, and is considered to be the "father" of the Volkswagen Type 2 due to his initial interest and input into the project.

Ben Pon was a personal friend of Formula One driver Carel Godin de Beaufort. It was de Beaufort's own Ecurie Maarsbergen privateer team that provided a Porsche 787 for him to race at Zandvoort, in his home Grand Prix on 20 May 1962. He failed to finish the race due to an accident, which flipped his car over, throwing Pon out of the cockpit and into a shrubbery. In response, Pon vowed never again to race single-seaters, and in the years that followed he remained true to his word, while achieving many successes in sports car racing also driving a Porsche. Pon retired from professional sports car racing in 1965.

After his retirement in the sports arena, Pon turned his attention to the wine trade. He was known for his Bernardus Winery in Carmel Valley, California, and owned the oldest wine negotiating business in the Netherlands.

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title: Ben Pon


text:
Beppe Gabbiani

Giuseppe "Beppe" Gabbiani (born 2 January 1957) is an Italian racing driver. He participated in 17 World Championship Formula One Grands Prix, debuting on 1 October 1978, and scored no championship points. He also participated in one non-Championship Formula One race.

In Formula 2, he won the 1983 Eifelrennen.

In sports car racing, he finished third in the 2003 1000km Spa.

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Complete International Formula 3000 results
(key) (Races in bold indicate pole position; races in italics indicate fastest lap.)

title: Beppe Gabbiani


text:
Bernard Collomb

Bernard Marie François Alexandre Collomb-Clerc (7 October 1930 – 19 September 2011) was a Formula One driver from France. He participated in six World Championship Grands Prix, debuting on 2 July 1961, scoring no championship points. He almost always drove self-prepared cars, and first raced Coopers, switching to Lotuses in 1963. His best Formula One result was fourth at Vienna in a non-Championship race in 1961, at the wheel of a Cooper-Climax.

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Non-Championship results
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title: Bernard Collomb


text: User talk:80.44.178.179

title: User talk:80.44.178.179


text:
Bertil Roos

Bertil Ingemar Roos (12 October 1943 – 31 March 2016) was a Swedish racing driver from Gothenburg. He participated in a single Formula One Grand Prix, his home race in 1974, from which he retired with transmission failure.

Career
Despite enjoying early promise in winning the US Formula Super Vee title in 1973, and also doing well in Formula 2 in Europe and Formula Atlantic in Canada, Roos only received one shot at Formula One. He and his team, Shadow, did not get on particularly well, and ultimately the team chose to work with Tom Pryce instead. Roos went back to the US and Canada, where he continued racing.

He was the senior driving instructor for the Fred Opert racing school in Pennsylvania, USA near Pocono Raceway, a business that he later purchased.

Still racing in the 1980s, Roos was a two-time Can-Am champion in the 2 liter and under category.

Roos died at Pocono Medical Center, East Stroudsburg Pennsylvania, on 31 March 2016.

Complete Formula One results
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title: Bertil Roos


text: User talk:207.166.19.36

title: User talk:207.166.19.36


text:
Bill Aston

William Simpson Aston (29 March 1900 – 4 March 1974) was a British racing driver who participated in three World Championship Grands Prix, in 1952 when the championship was run to Formula Two rules, for his own team Aston Butterworth.

Career
Prior to taking part in World Championship Grand Prix racing, Aston was a test pilot and motorcycle racer. He turned to four-wheel racing with a Cooper-JAP in Formula Three and later graduated into Formula Two. He came close to winning a heat race at Chimay in 1951, driving an 1100 cc Cooper, but his car failed on the last lap. In the same year he set a 500 cc world speed record at Montlhéry in the streamlined Cooper, fitted with a V-twin J.A.P. motor. For 1952 he teamed up with Archie Butterworth to build the Aston Butterworth, a car that raced quite well, but was unfortunately very unreliable. He entered the car in the British Grand Prix and qualified 30th and last. However, he was unable to start the race. He then entered the 1952 German Grand Prix, but his car failed on the second lap. At the Italian Grand Prix he failed to make it through qualifying. Aston raced on into his 60s, with a Mini and a Jaguar, before he retired.

Complete Formula One World Championship results
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Complete British Saloon Car Championship results
(key) (Races in bold indicate pole position; races in italics indicate fastest lap.) † Events with 2 races staged for the different classes.

 * Car over 1000cc - Not eligible for points.

title: Bill Aston


text:
Bill Brack

William Brack (born 26 December 1935) is a Canadian former racing driver. Brack raced in Formula One and the Atlantic Championship.

Born in Toronto, Ontario, Canada, Brack originally became involved in auto racing in the early 1960s, in the form of ice-racing Minis (using a company car) in Huntsville, Ontario. He went on to purchase Gordon Brown's own racing Mini (Gord Brown being another Mini racer as well as dealer of British cars at Glendale Suburban Motors in Brampton.)

Brack subsequently became a Formula One driver who raced for the Lotus and BRM teams. After Formula One he was successful in Atlantic Championship in the mid-1970s, having won the Canadian Formula Atlantic Championships in three successive years (1973, 1974, 1975) before retiring from racing to open a Daimler Chrysler dealership (Downtown Chrysler) near the Canadian National Exhibition in Toronto. He is not related to the Swedish race car driver Kenny Bräck.

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title: Bill Brack


text:
Bill Whitehouse

William James Whitehouse (1 April 1909 in Plumstead – 14 July 1957 at Reims) was a British racing driver from England.

Bill started racing in a Cooper 500 in 1949 in 500 cc Car Club National races (later Formula 3). Several wins and top placings followed and through this he became friends with fellow car dealer Bernie Ecclestone. He participated in one Formula One World Championship Grand Prix, on 17 July 1954. He retired from the race with fuel system problems, and scored no World Championship points. He also competed in several non-Championship Formula One races. Bill was the owner of Westmount Garage in Blendon, Bexley, Kent. This Garage was later the base for the Gemini Formula Junior Team. He was killed in a Formula Two crash at the Reims Circuit driving a works car, loaned after his privately entered Cooper T39 had engine failure. Later in that race the American Herbert MacKay-Fraser was also killed.

Complete Formula One World Championship results
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title: Bill Whitehouse


text:
Bob Bondurant

Robert Lewis Bondurant (April 27, 1933 – November 12, 2021) was an American racecar driver who raced for the Shelby American, Ferrari, and Eagle teams. Bondurant was one of the most famous drivers to emerge from the Southern California road racing scene in the 1950s, and achieved success in North America and in Europe. His Bob Bondurant School of High Performance Driving has been responsible for training generations of American racing drivers.

Career
Bondurant was born in Evanston, Illinois. During his teens, Bondurant raced an Indian motorcycle on dirt ovals. In 1956 he switched to sports car racing with a Morgan and started to attract attention when he won the West Coast "B" production Championship, in a Chevrolet Corvette winning 18 out of 20 races.

Santa Barbara Chevrolet dealer Shelly Washburn hired Bondurant in 1961 to drive his #614 1959 Corvette. Some of the best Corvette racing duels were between him and David McDonald on the West Coast during the early 1960s. At the L.A. Times Grand Prix in October 1962, Bondurant drove Washburn's new 1963 Corvette Z06 Stingray. Between 1961 and 1963, he won 30 out of 32 races in Washburn's Corvettes. In 1963, he became a member of Carroll Shelby's Ford Cobra team, winning his first race at the Continental Divide Raceway in Colorado, followed by an overall win at the LA Times Grand Prix GT race at Riverside in October 1963. For the 1964 FIA season after finishing 2nd in GT at Sebring, Bondurant was in Europe racing the new 289 FIA Cobras at the Targa Florio, Spa, and Nurburgring. His best-known victory was winning the GT class at Le Mans 24 Hours in 1964 in Shelby's new Cobra Daytona Coupe with Dan Gurney co-driving. In 1965 Bondurant won the FIA Manufacturers' World Championship for Shelby American and Ford, winning seven out of ten races against the class dominating Ferrari 250 GTOs in Europe. In the same year he drove a works Ferrari Formula 1 car during the United States Grand Prix at Watkins Glen, and handled a Lotus 33 for Reg Parnell at the following Mexican race.

In 1966, Bondurant served as a technical consultant for John Frankenheimer's film Grand Prix and trained the film's lead actor James Garner to drive Formula cars in the race sequences. Bondurant was one of two drivers (alongside Graham Hill) to help extricate Jackie Stewart from his fuel-leaking wrecked car during the 1966 Belgian Grand Prix, the incident that led to Stewart's crusade for motor racing safety. Bondurant also drove BRMs in five Grands Prix for Team Chamaco Collect, finishing 4th at Monaco. He finished the Formula One season in North America in two races, driving an Eagle for Dan Gurney's Anglo American Racers.

For 1967, he drove in the CanAm series and in a Corvette L88 Coupe at Le Mans. At Le Mans he led the GT class until a wrist pin failed putting the car out in the early morning. Later that month while driving a McLaren, at Watkins Glen, the steering arm broke at 150 mph approaching the Loop-Chute section of Watkins Glen (the current Turn 5, but without the bus stop, which was installed in 1992). Bondurant sustained serious rib, leg, foot and, most seriously, back injuries in the subsequent accident in which his car flipped eight times. Doctors told him he would likely never walk again, but through courage and hard work he overcame his injuries.

While recuperating, Bondurant drafted an idea for a high performance driving school borrowing from the experiences he had while training James Garner for Grand Prix. The Bob Bondurant School of High Performance Driving opened in early 1968 at Orange County International Raceway then moved to Ontario and then to Sonoma, where he was an important figure in the track's development. Nissan Motor Company (under Datsun name in the U.S.) was Bondurant's sponsoring partner in his school from its beginning, and continued in that role at the Sonoma Raceway driving school.

In the June 1969 run of the grueling offroad Baja 500 race, Bondurant with co-driver Tony Murphy took first place in the passenger car class driving an SC/Rambler for James Garner's "American International Racers" team that was sponsored by American Motors Corporation (AMC). Bondurant had four NASCAR starts, all at Riverside International Raceway, with his highest finish of 18th in 1981.

Following the 1989 Loma Prieta earthquake he moved the driving school to Phoenix, Arizona, where he enjoyed close ties to General Motors and Goodyear Tires.

Bondurant was a driving instructor to actors James Garner, Paul Newman, Clint Eastwood, Robert Wagner, Tim Allen, Tom Cruise, and Nicolas Cage.

Awards

 * Bondurant was inducted in the Motorsports Hall of Fame of America in 2003.
 * He was inducted in the West Coast Stock Car Hall of Fame in 2014.

Death
Bondurant died in Paradise Valley, Arizona, on November 12, 2021, at the age of 88. He is survived by his wife Pat.

A statement on his death reads, in part, "Bondurant is the only American to bring home the World Championship trophy back to the U.S. while racing for Carroll Shelby. He won his class at Le Mans and has been inducted into ten motorsports halls of fame. Bondurant Racing School was founded in 1968 and has graduated celebrities for car movies like James Garner, Paul Newman, Tom Cruise, Nicolas Cage, and Christian Bale, along with over 500,000 graduates from around the world. His legacy will remain with us forever."

Complete Formula One World Championship results
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Formula One Non-Championship results
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title: Bob Bondurant


text:
Bob Evans (racing driver)

Robert Neville Anthony Evans (born 11 June 1947) is a British former racing driver from England. He participated in 12 World Championship Formula One Grands Prix, debuting on 1 March 1975. He scored no championship points. He also competed in numerous non-Championship Formula One races.

Evans followed the usual route through to Formula One, via Formula Ford, Formula 3 and Formula 5000, winning the 1974 Rothmans 5000 European Championship. After a season with the struggling BRM team in 1975, Evans tested and occasionally raced for Lotus the following year. He subsequently drove a Brabham for RAM in the 1976 British Grand Prix, before he moved to the Aurora F1 Championship in the late 1970s.

Complete European F5000 Championship results
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 * Footnotes:

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Complete Shellsport International Series results
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title: Bob Evans (racing driver)


text:
John McGovern (VC)

John McGovern VC (16 May 1825 – 22 November 1888) (Also known as McGOWAN) was born in the parish of Templeport in Tullyhaw, County Cavan, Ireland, was an Irish recipient of the Victoria Cross, the highest and most prestigious award for gallantry in the face of the enemy that can be awarded to British and Commonwealth forces.

Details
He was 32 years old, and a private in the 1st Bengal European Fusiliers (later The Royal Munster Fusiliers), Bengal Army during the Indian Mutiny when the following deed took place on 23 June 1857 at Delhi, India for which he was awarded the VC: "For gallant conduct during the operations before Delhi, but more especially on the 23rd of June, 1857, when he carried into camp a wounded comrade under a very heavy fire from the enemy's battery, at the risk of his own life."

Further information
McGovern emigrated to Canada and died in Hamilton, Ontario, in November 1888.

The medal
His Victoria Cross is displayed at the National Army Museum (Chelsea, England).

title: John McGovern (VC)


text:
Bob Gerard

Frederick Roberts Gerard (19 January 1914, Leicester – 26 January 1990, South Croxton, Leicestershire) was a racing driver and businessman from England. He participated in numerous top-level motor racing events on either side of World War II, including eight World Championship Formula One Grands Prix, scoring no championship points.

Early career
Bob Gerard was born into a family well acquainted with mechanical transport. His family's business was Parr's Ltd., initially a bicycle manufacturer who, like many others such as Triumph, moved into the newly evolving motor vehicle market at the turn of the 20th century. Parr's, though, was far from a high-performance firm, concentrating mostly on haulage.

However, as daily transport his father favoured the sporting Riley brand, and it was with a Riley Nine that Bob Gerard made his first foray into motorsport in the 1933 MCC Land's End trial. Success came immediately, and in this first event Gerard not only completed the demanding course (in itself a significant achievement) but did so in sufficient style to earn himself a Premier Award. This despite him being severely near-sighted.

Throughout the remainder of the 1930s Gerard continued to compete in trials and sprint races, and after purchasing a 1½ litre Riley Sprite he also began to participate in circuit racing. Early club races at his East Midlands home circuit Donington Park continued his success, with Gerard taking two victories over cars with much larger engines, as well as ninth in the prestigious Donington TT race. In between running the family business, Gerard continued to compete at Donington as often as he could, driving in the Nuffield Trophy in 1938 and 1939, although without success. With war looming, in 1939 he also took the little Riley down to the Brooklands circuit in Surrey. At that year's Opening Meeting he took a highly creditable third place, and won a Campbell circuit handicap race later in the year.

Post-war racing career
Towards the end of the war Gerard purchased his first true racing car, paying Reg Parnell £1000 for ERA R4A. Using his engineering background and immaculate attention to detail, and by cannibalising sister car R6B for spares, Gerard managed to get R4A running in time for the Cockfosters demonstration in mid-1945. At the same run Gerard's wife, Joan, also demonstrated the old Riley Sprite.

Prior to the 1946 season Gerard decided to equip himself with a more potent mount. While both Bob and Joan Gerard continued to use R4A for a string of hillclimbing and sprint victories, newly purchased ERA R14B was rebuilt and modified for circuit racing. Gerard's major changes to the pre-war design were to fit a preselector gearbox and to change the Zoller-type supercharger for a smaller, but more efficient Murray-Jamieson design. He also later changed the car's outward appearance, switching the old-fashioned upright radiator to one with a far more raked cowl, lowering the bonnet line to accommodate this.

Over the next five years Bob Gerard used R14B to great effect. He scored three consecutive victories in the Empire Trophy and two victories in the Jersey Road Race between 1947 and 1949, as well as regularly finishing in the top ten in many international standard events. In the first British Grand Prix, in 1948, Gerard drove the decade-old R14B to third place, beaten only by the brand new works' Maserati 4CLT/48s of Italian greats Luigi Villoresi and Alberto Ascari. The following year he went one better, taking second, again to a Maserati, this time driven by Swiss ace Toulo de Graffenried. His two wins and a Grand Prix second placing, along with seventh in the 1949 International Trophy race at Silverstone, earned Gerard the British Racing Drivers' Club's prestigious Gold Star award for 1949.

Gerard continued to campaign R14B for the first year of the new FIA World Championship in. Despite the ever-increasing age gap between his car and the majority of the rest of the field, Bob Gerard's meticulous preparation of his cars, and his emphasis on increasing their reliability, meant that he often finished a race much higher in the placings than expected.

At the very first World Championship event, the 1950 British Grand Prix, the Gerard-R14B pairing only narrowly missed out on the points, finishing in sixth place, despite having started as low as 13th on the grid. He also finished in sixth in R4A at the Monaco event later in the season, this time from 16th at the start.

However, the rapid evolution of racing machinery, inspired by the rewards offered from the Championship, meant that for Gerard would have to abandon his old ERA in favour of something more modern. Retaining a degree of patriotism, Gerard bought a Cooper T23-Bristol, which he would continue to use for both Championship and non-Championship races until when he upgraded to the new, mid-engined T43 chassis.

While he only twice finished in the top ten in Championship races in his Coopers – in 1954 and in his final Championship event at the 1957 British Grand Prix – Gerard remained a force in UK national level race events. During the 1950s he won many races, at most British circuits, and was a widely respected competitor.

Bob Gerard's achievements were honoured by the owners of the Mallory Park track, in his native Leicestershire, when they named the circuit's most prominent bend Gerard's. Gerard himself continued to race into the 1960s, in a Turner sports car, and used his preparation expertise for the benefit of other drivers by acting as entrant for many promising newcomers right into the 1980s.

Death
Gerard died, one week after his 76th birthday, in 1990.

Complete Formula One World Championship results
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Complete British Saloon Car Championship results
(key) (Races in bold indicate pole position; races in italics indicate fastest lap.) † Events with 2 races staged for the different classes.

title: Bob Gerard


text:
Bob Said

Boris Said Jr. (May 5, 1932 in New York City – March 24, 2002 in Seattle), better known as Bob Said, was an American racing driver from the United States. The son of a Syrian father and a Russian mother, he grew up in Greenwich, Connecticut, and attended Deerfield Academy and Princeton. He discovered sports car racing during his first year at Princeton.

Career
In 1951, after doing well in local races and hill climbs, he left Princeton to pursue a racing career. His first race cars were a MG TD and a Jaguar XK120. In March 1953, he made his debut at Sebring 12 Hours, driving a Frazer Nash Mille Miglia to 14th-place finish. Said was the first American to win a road race in Europe after World War II, when he won a sports car race at Rouen-Les-Essarts, driving an OSCA MT4. Later that season, he notched another win at the Anerley Trophy at Crystal Palace circuit.

In 1954, Said switched to a Ferrari 500 Mondial Scaglietti, placing 3rd at Circuito di Senigallia; 2nd at Trullo d’Oro; and 9th at Syracuse Circuit.

On February 21, 1955, Said set a new post-World War II speed record on the Daytona Beach and Road Course, driving a 1954 Ferrari Formula One Grand Prix car, with a two-way average speed of 170.538 mph. He also made one NASCAR start, the 1959 Daytona 500, driving a Chevrolet, where he was credited with 50th after dropping out on lap 42 due to transmission failure. He participated in the first Formula One United States Grand Prix at Sebring on December 12, 1959. He spun off on the first lap and scored no World Championship points.

Said was also a bobsled racer, competing in the Olympics twice, 1968 in Grenoble and in 1972 at Sapporo, Japan achieving a best result of tenth. The 1968 games were notable as he competed against another racing driver-come-bobsledder, Robin Widdows.

Later he was the executive producer of a documentary entitled The Mystery of the Sphinx.

His son, Boris Said III, is a retired NASCAR driver and road course ringer.

NASCAR
(key) ( Bold – Pole position awarded by qualifying time. Italics – Pole position earned by points standings or practice time. * – Most laps led. )

title: Bob Said


text:
Talk:Sidereal time

One LESS sidereal day per year
The article states that "after a year has passed, one additional sidereal "day" has elapsed compared to the number of solar days that have gone by". I believe this is precisely backwards. There will be one LESS sidereal day. Thought experiment:

Suppose the Earth made no rotation in a year. An observer might see all of the fixed stars fixed in the sky during the entire year and every year: Zero sidereal days per year. However the Sun will have appeared to rise and set exactly once during that year: One solar day per year. Thus yearly:

solar days = sidereal days + 1.

--Alex — Preceding unsigned comment added by 174.29.24.16 (talk) 16:43, 24 August 2018 (UTC)

 * Nope, one extra sidereal day each year. A quick way to see this is that the sidereal day is four minutes shorter than the civilian (solar) day, hence it takes 366 of them to fill up 365 solar days.  Or look at the direction that the stars move each day, very slightly "westwards", hence causing the motion of the stars across the sky to be slightly more rapid than the motion of the sun (ie. packing more sidereal days into the year).  Back to your thought experiment, the conclusion is incorrect precisely because the earth is rotating, and it is rotating in the same sense as its orbital motion.  It is interesting to perform a different thought experiment, where the earth rotates once per year such that the same face is always towards the sun.  In such a year there are no solar days and one sidereal day.  If you can visualise the situation for rotation rates in between these two thought experiments, and then more or less quickly than either, you will have the full range of possibilities for sidereal vs solar days, and will know which of those we are actually living in.  Lithopsian (talk) 18:47, 24 August 2018 (UTC)

 * Ah, yes, of course. I assumed (or failed to consider) the rotation turning the "other way". Thank you for the clear explanation. — Preceding unsigned comment added by Alexgenaud (talk • contribs) 02:03, 4 September 2018 (UTC)

Only two known sidereal clocks...?
The article claims that there's only two known surviving sidereal angle clocks in the world, both at the Royal Observatory, Greenwich. Except... there is most definitely a surviving medieval astronomical clock attached to the Old Town Hall in Prague that tells sidereal time. And... this article seems to indicate that there are many more. Am I missing something? Robo042 (talk) 20:33, 16 April 2021 (UTC)

Equinox
- «Presumably "Aires" was supposed to be "Aries".» - «top:  provide clarification»
 * But do we really have a source on that clarification? AXO NOV  (talk) ⚑ 21:05, 1 July 2022 (UTC)
 * Urban & Seidelman (2013, p. 18).
 * "The line of intersection of the mean plane of the equator and the ecliptic defines the direction of the vernal equinox and the autumnal equinox, as per the northern hemisphere."

 * Jc3s5h (talk) 21:58, 1 July 2022 (UTC)

Earth rotation angle and J2000
According to the article on J2000, it is defined in Terrestrial Time, but the section on "Earth rotation angle" says:

where tU=JD-J2000 is the Julian UT1 date (JD) relative to the J2000 epoch (JD 2451545.0).

This seems to only work correctly (and produce the given example) if you take J2000 to mean 1 January 2000 at 12:00:00 UT1, rather than 1 January 2000 at 12:00:00 TT as the page on J2000 specifies. Should this just say the full date in UT1 (or simply Julian day 2451545.0) instead of referencing J2000? Styglian (talk) 21:30, 31 August 2022 (UTC)
 * You are right and I have edited the article to remove the mention of J2000. The cited source by Urban and Seidelmann doesn't say anything about J2000. Jc3s5h (talk) 23:29, 31 August 2022 (UTC)
 * Thanks! There was one reference remaining, so I've removed that too, I hope that's ok. Styglian (talk) 09:17, 1 September 2022 (UTC)
 * There is still a reference to Terrestial Time in this section, which I think should be removed. 2C0F:F4C0:2202:1234:7F07:5048:6504:D779 (talk) 14:26, 26 April 2023 (UTC)
 * I checked the source, Urban & Seidelmann, and the bit about Terrestrial Time isn't in there; it was added by Eric Kvaalen at 8:58 UTC on 16 November 2022. Since one JD in the expression is specified to use UT1, the implication is that the constant is also a UT1 JD date/time. I have made the change. Jc3s5h (talk) 15:12, 26 April 2023 (UTC)

Jc3s5h, now the sentence is useless. What time of day on January 1, AD 2000, is tU equal to zero? Eric Kvaalen (talk)
 * The Julian UT1 date is defined precisely on the linked page as:
 * "The Julian date (JD) of any instant is the Julian day number plus the fraction of a day since the preceding noon in Universal Time."

 * So tU is zero at exactly noon UT1 on 2000-01-01, which due to ΔT_(timekeeping) was approximately noon (UT1) + 32 leap seconds (in 2000) + 32.184s = 12:01:04.184 Terrestrial Time. Styglian (talk) 11:44, 5 April 2024 (UTC)
 * Let us repeat the passage from the article as it now stands:
 * ERA, measured in radians, is related to UT1 by a simple linear relation:
 * $$\theta(t_U)=2\pi(0.779\,057\,273\,2640+1.002\,737\,811\,911\,354\,48\cdot t_U)$$
 * where tU is the Julian UT1 date (JD) minus 2451545.0.
 * Checking with the USNO's MICA software, we see that at January 1, 2000, 12:00:00.0 UT1 the Julian date was 2,451,545 UT1. According to the definition of tU given in the article,
 * tU = UT1 expressed as JD - 2,451,545 = 0.
 * At that time the Earth Rotation Angle is 280° 27' 38.2262". Jc3s5h (talk) 12:38, 5 April 2024 (UTC)

 * Thanks, Styglian. So Jc3s5h, can you put back something instead of

"that is, 12:00 (midday) Terrestrial Time of January 1, 2000. (Note that this differed from 12h UTC on that day by around a minute.)"
 * which you and 2c0f:f4c0:2202:1234:7f07:5048:6504:d779 deleted? Eric Kvaalen (talk) 19:32, 5 April 2024 (UTC)
 * I don't think mentioning Terrestrial Time is useful, it just makes this more confusing since it's not how the ERA is defined. Maybe mentioning exactly when tU=0 in UT1 would be helpful though. Styglian (talk) 19:53, 5 April 2024 (UTC)
 * That's too short a quote for me to make sense of. But I strongly suspect it's wrong. That's because UT1 is all about the actual rotation of the Earth, while Terrestrial Time is a modern replacement for Ephemeris Time, and is time that advances at a steady pace without any of the variations that occur with the real Earth's rotation. Jc3s5h (talk) 21:46, 5 April 2024 (UTC)

title: Talk:Sidereal time


text:
Boy Hayje

Johan Gerard "Boy" Hayje (born 3 May 1949) is a former racing driver from the Netherlands. He participated in seven Formula One Grands Prix, debuting on 29 August 1976. He scored no championship points.

After time spent racing saloon cars and winning the Dutch Formula Ford championship, Hayje raced in Formula 5000 and Formula 3. He drove a privately entered Penske in his home grand prix in 1976, before a difficult period in Formula One the following year driving a March for RAM Racing.

Once his Formula One career was over, Hayje raced in the European Renault 5 Turbo championship.

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 * Footnotes:

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title: Boy Hayje


text:
Brausch Niemann

Ambraüsus "Brausch" Niemann (born 7 January 1939) is a former racing driver from South Africa. He participated in 2 Formula One World Championship Grands Prix in 1963 and 1965, both in his home country, driving a privately entered Lotus. He managed to qualify for the first of these, finishing 14th and scoring no championship points.

After success in Formula Junior in the mid-1960s, Niemann switched to enduro motor cycle racing, winning the South African championship in 1979.

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title: Brausch Niemann


text:
Brian Naylor (racing driver)

John Brian Naylor (24 March 1923 – 8 August 1989) was a British racing driver from England. He was born in Salford and died in Marbella, Spain. He participated in 7 Formula One World Championship Grands Prix, debuting on 3 August 1958. He scored no championship points.

The son of a wealthy Stockport motor dealer, Naylor financed the building of his own Cooper-based JBW car, which he raced in several grands prix, although the car was out of its depth at that level.

He finished 42nd in the 1961 Daytona 500 becoming the first European driver to compete in NASCAR.

Motorsports career results
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title: Brian Naylor (racing driver)


text:
Brian Redman

Brian Herman Thomas Redman (born 9 March 1937) is a British retired racing driver.

Racing for Carl Haas and Jim Hall's Chaparral Cars, Brian Redman won the 1974, '75 and '76 SCCA Formula 5000 series and has raced in nearly every category of racing, including Formula One. The Englishman began racing in 1959 and collected his first of four Manufacturers Championships in 1968, driving a Ford GT40 with Belgian Jacky Ickx for John Wyer Automotive Engineering. Redman also won the 1970/71 South African Springbok series and the IMSA Camel GTP Championship in 1981 driving a Lola T600. Brian is considered to be one of the greatest endurance racers in the history of the sport. In addition to his four victories at Spa-Francorchamps, Brian has overall wins in the 1970 Targa Florio, the Watkins Glen 6 Hours, the 12 Hours of Sebring twice, the Nurburgring 1000 Ks twice, Brands Hatch 6 Hours twice, Osterrechring 1000 Ks twice, Monza 1000 Ks twice, Kyalami 9 Hours twice, has been a two-time winner at the 24 Hours of Daytona and holds two class victories at Le Mans.

He is currently a regular at the Monterey Historic Automobile Races at Mazda Raceway Laguna Seca.

Career
Redman raced F1 for McLaren, Shadow, Cooper, Williams He participated in 15 World Championship Grands Prix, debuting on 1 January 1968. He achieved one podium in the 1968 Spanish Grand Prix, finishing third in a Cooper-BRM behind Graham Hill in a Lotus-Ford and Denny Hulme in a McLaren-Ford. He then had an accident at the Belgian Grand Prix at Spa-Francorchamps, crashing his Cooper-BRM when the suspension broke at the Les Coombes corner; he survived with a badly broken arm. He scored a total of 8 championship points in his career, with two 5th places in 1972, at the Monaco Grand Prix and the German Grand Prix driving a Yardley McLaren.

He achieved spectacular success in sports-car racing, particularly in 1968 as a John Wyer Gulf driver, in 1969 and 1970 as a Porsche works driver and in 1972 with the Ferrari 312 PB; Winning at Spa Francorchamps 1000 Ks 5 times, the Nurburgring 1000 Ks 3 times, Daytona 24 Hours 2 times, Sebring twice, Watkins Glen 6 Hours, Osterreichring twice, Monza 1000 Ks twice, the Targa Florio, Brands Hatch 6 Hours twice etc.

In 1973 Redman started racing in the USA full-time and won the SCCA/USAC Formula 5000 Championship three times in a row from 1974 to 1976 driving a Jim Hall/Carl Haas Lola T330/332C against considerable opposition, including Mario Andretti and Al Unser, Jody Scheckter, Jackie Oliver, Alan Jones, David Hobbs, Brett Lunger, Sam Posey, "Vern" Schuppan et al. Redman was employed at Haas's business office in Highland Park, Illinois, where he also lived for a time. At the end of 1976 the SCCA announced new rules. The F5000 single-seaters had to use full-width bodywork and the new series would be called Can-Am. On the first day of practice for the first race of the new season, at Circuit Mont-Tremblant, Canada the new car took off at 160 mph went 40 feet in the air and turned over, landing upside down. Redman suffered a broken neck (C1), fractured shoulder and sternum, plus bruising of the brain. The ambulance blew a tire on the way to hospital. Redman was declared dead. It took him 9 months to recover and he returned to racing on a spectacular note by winning the 12 Hours of Sebring in 1978 driving a Porsche 935. He continued driving for Dick Barbour Racing through 1979 and 1980. In 1981, driving the brand new Lolas T600 IMSA GTP car he won the first race at Laguna Seca and went on to win the IMSA Camel GTP championship. His last year of professional racing was at the age of 52, driving for the works Aston Martin team in the 1989 World Sports Prototype Championship. He later co-managed the Redman Bright racing team.

Redman has now taken out his 61st racing licence, lives in Florida and is active in historic racing.

Legacy

 * Road America hosts The WeatherTech International Challenge with Brian Redman for vintage/historic cars, one of the largest and most prestigious vintage racing events in the US
 * Redman is inducted in the following Halls of Fame: Daytona International Hall of Fame, Sebring Hall of Fame, Talladega Hall of Fame, Motor Sport Hall of Fame (UK), Long Beach Pavement of Fame.

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title: Brian Redman


text:
Bruce Halford

Bruce Henley Halford (18 May 1931 – 2 December 2001 ) was a British racing driver from England. He was born in Hampton-in-Arden (then in Warwickshire) and educated at Blundell's School

Halford drove in Formula One from to, participating in nine World Championship Grands Prix and numerous non-Championship races.

He died in Churston Ferrers, Devon. Halford's obituary in The Daily Telegraph described him as "one of the last of the 1950s' select band of private-entrant owner-drivers from the heyday of the classical front-engined Grand Prix car."

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title: Bruce Halford


text:
Bruce Johnstone (racing driver)

William Bruce Gordon Johnstone (30 January 1937 – 3 March 2022) was a South African racing driver. He participated in one Formula One (F1) World Championship Grand Prix, on 29 December 1962. He scored no championship points. He also competed in the F1 non-championship 1962 Oulton Park Gold Cup where he finished fourth and in the South African Formula 1 Championship.

Johnstone died on 3 March 2022, at the age of 85.

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title: Bruce Johnstone (racing driver)


text:
Carlos Menditeguy

Carlos Alberto Menditéguy (10 August 1914 – 27 April 1973) was a racing driver and polo player from Buenos Aires, Argentina. He entered 11 Formula One World Championship Grands Prix, achieving one podium, and scoring a total of nine championship points.

In polo he reached the highest possible handicap of 10. He was an all round sportsman and became a scratch golf player in under two years as the result of a bet with some friends.

Menditeguy was buried in La Recoleta Cemetery in Buenos Aires.

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title: Carlos Menditeguy


text:
Talk:Death of Adolf Hitler

Addition of category: People declared dead in absentia
Carrying over from Talk:Adolf Hitler. The consensus there was that this wasn't a defining characteristic of the biography article. I don't think it's so un-defining here.

While adding the category I changed the default sorting of this article to the surname Hitler, which seems to be more consistent with other articles. UpdateNerd (talk) 04:34, 13 May 2022 (UTC)

The topic
The death of Hitler was first reported by the Soviets, however the evidence tells us he escaped to North America. Why is this fact and why is no one challenging this? Even Stalin disupted his death, and the bone fragments of his jaw that were found coulr have been anyones, any eye witness testimony was given by Nazi's Eck (talk) 22:46, 25 July 2022 (UTC)
 * Sorry, but what you state is only speculation, conjecture and fringe theories as to any survival past 30 April 1945. We have to base the article on the accepted facts by the WP:RS evidence and the opinions of respected historians. Otherwise, it’s WP:OR, at best. Kierzek (talk) 22:55, 25 July 2022 (UTC)
 * Any relevant info is cited on the Conspiracy theories article. The jawbone fragment is definitively, proven beyond all doubt to be Hitler's (but a DNA test would be äwesome). UpdateNerd (talk) 00:00, 26 July 2022 (UTC)

Semi-protected edit request on 22 August 2022
Change "it became clear the Soviet Union would defeat Germany." to

"it became clear the Allies would defeat Germany." Prez 17:37, 22 August 2022 (UTC)
 * Thanks for the suggestion. I went with "...after it became clear that Germany would lose the Battle of Berlin, ending World War II in Europe.". — Diannaa (talk) 19:31, 22 August 2022 (UTC)

Semi-protected edit request on 5 November 2022
SmileyPH12 (talk) 06:46, 5 November 2022 (UTC)

Replace the "Her" Majesty's Security Service website to "His Majasty's" since Queen Elizabeth II has died September 8, 2022

 * Good catch; there's nothing about either majesty in the site name, at least not currently. UpdateNerd (talk) 07:34, 5 November 2022 (UTC)

Hmm yeah. But still we still need to change it.

Maybe they are going to add majasty after his coronation or something? SmileyPH12 (talk) 09:41, 5 November 2022 (UTC)

Edit: No mention of the king in the website whatsoever. https://www.mi5.gov.uk/ — Preceding unsigned comment added by SmileyPH12 (talk • contribs) 09:56, 5 November 2022 (UTC)
 * No reason to change the name. It is just mi5. Kierzek (talk) 11:07, 5 November 2022 (UTC)

Charlier's 2018 paper was not kept secret and was co-written by four additional researchers
Please don't cover up that it was published in May 2018 by the European Journal of Internal Medicine. I will not use this source again, as I discovered a better detailed version of the European Journal of Internal Medicine was already in the article, but this is an example of what I want to be known. Sometimes, research papers are kept secret for a period of time, which is why I want it to be known that it was published by May 2018. It was also co-written by four others, which should be noted too.Speakfor23 (talk) 01:00, 1 May 2024 (UTC)

 * Not characterized as "secret" and the authors are appropriately cited. All co-authors do not need to be mentioned at every instance. UpdateNerd (talk) 01:46, 1 May 2024 (UTC)

title: Talk:Death of Adolf Hitler


text:
Cesare Perdisa

Cesare Perdisa (21 October 1932 – 10 May 1998) was an Italian racing driver from Bologna. He participated in eight Formula One World Championship Grands Prix, debuting on 22 May 1955. He achieved two podiums and scored a total of five championship points.

Racing career
Cesare Perdisa was born in Bologna. His father, Luigi Perdisa, was an agronomist from Ravenna and the editor of one of Italy's most popular magazines on agriculture, Terra e Vita (Soil and Life). Perdisa's older brother, Sergio, was to follow his father footsteps and join a publishing house specialized in books on farming but Cesare was more interested in a racing career. His Formula One debut was at the 1955 Monaco Grand Prix where he finished third on a Maserati behind Maurice Trintignant in a Ferrari and Eugenio Castellotti in a Lancia. Castellotti and Perdisa were significantly younger than the majority of the drivers around at the time, and forged a friendship that would last until Castellotti's death in 1957.

During the course of his brief racing career, possibly due to his young age, Perdisa was often asked to give his car to his more experienced teammates when they encountered troubles. This happened, for example, on the 11th lap of the 1956 Belgian Grand Prix, when Stirling Moss lost the right rear wheel of his Maserati. Moss brought his car to a stop and ran a quarter of a mile back to the pits where he took over Perdisa's Maserati, which he drove to the finish.

In January 1957 at the Argentine Grand Prix Perdisa gave his Ferrari to Wolfgang von Trips first and then to Peter Collins in an attempt to stop Juan-Manuel Fangio's dominance on his Maserati. Despite their best efforts, the trio couldn't keep up with Fangio and finished sixth. In March 1957 Perdisa was set to participate to the 12 Hours of Sebring but he withdrew his entry after he learned of the death of his teammate Eugenio Castellotti at the Modena Autodrome. Castellotti succumbed to his injuries after crashing a Ferrari he was testing for the event. Although Perdisa initially declared his decision to be of a temporary nature, his inability to overcome the shock for the loss of Castellotti eventually brought him to permanently retire from racing.

Life after racing
A few months after his retirement, Perdisa hit the news again in September 1957 when he rushed Juan Manuel Fangio and his wife, Andrea, to a hospital in Bologna. The couple had been thrown from their 2.5 litre Lancia Aurelia while trying to avoid a truck entering the highway. Travelling at close to 100 mph, Fangio's car had smashed into a utility pole, although he and his wife only sustained minor injuries.

Following their father's retirement in the mid-1960s, Perdisa and his brother Sergio continued to edit Terra e Vita. The magazine, initially published by Rizzoli, was eventually purchased by Calderini Agricole, the largest agricultural company in Italy, and switch its focus on farming regulations and technological development.

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 *  * Indicates shared drive with Jean Behra
 *  † Indicates shared drive with Stirling Moss
 *  ‡ Indicates shared drive with Peter Collins and Wolfgang von Trips

title: Cesare Perdisa


text: Category:Dukes of Brabant

title: Category:Dukes of Brabant


text:
Charles de Tornaco

Baron Charles Victor Raymond André Evance de Tornaco (7 June 1927 – 18 September 1953) was a racing driver from Belgium. He participated in 4 Formula One World Championship Grands Prix, debuting on 22 June 1952. He scored no championship points.

De Tornaco was the co-founder of Ecurie Belgique, which later became Ecurie Francorchamps, and most of his racing career was with this team, driving Ferraris. In practice for the Modena Grand Prix in 1953, de Tornaco rolled his car and suffered serious head and neck injuries. There were no adequate medical facilities present, and he died on his way to hospital in a private saloon car.

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title: Charles de Tornaco


text:
Charles Pozzi

Charles Pozzi (27 August 1909 – 28 February 2001) was a French  racing driver  who participated in one World Championship Formula One race in 1950, the year of its inception.

Racing career
Born Carlo Alberto Pozzi in Paris, France of Italian parentage, he became known as Charles, the French translation of his name. He was working as an automobile broker and his career as a racing driver only began when he was already 37 years old. Later in life, as the official French importer of Ferrari and Maserati automobiles, his name was to appear on many racing cars.

In 1946, he competed, with his Delahaye 135CS, in several races including the Grand Prix of Bourgogne – Dijon where he finished in fourth position and the Le Mans Grand Prix, raced on the Nantes race track this year, where he finished in fifth position, driving a Delahaye.

In 1949, he won the Comminges sports car Grand Prix, in Saint-Gaudens, with a Delahaye 145 (chassis N° 48775), equipped with a 4.5-litre six-cylinder Delahaye 175 engine.

Major achievements
Note: 35th Grand Prix de L'ACF results shared with Louis Rosier as co-driver

 * 1947, raced at:
 * Grand Prix of Pau,
 * Grand Prix Automobile of Marseille,
 * Circuit des Remparts in Angoulême,
 * Grand Prix du Comminges in Saint-Gaudens.
 * 1948, raced at:
 * Grand Prix des Nations in Genève,
 * DNF at Grand Prix du Comminges in Saint-Gaudens (Talbot).
 * 1949, raced at Grand Prix Automobile of Pau,
 * 1952, won the 12 Hours of Casablanca, Morocco
 * 1953, won :
 * the first position of the 12H of Hyères in the 2L category and at the third overall position,
 * the second position of the 12H of Reims in the 2L category and the 6th position in the overall ranking. For these two events, he raced on the Ferrari 166MM Berlinetta Vignale which belong to his teammate François Picard.
 * the third position at the 12 Hours of Agadir Morocco with a Lancia Aurelia
 * 1954, finished :
 * the 12 hours of Hyères in 2nd position with a Ferrari 500 Mondial,
 * the 12 hours of Reims in 9th position with the same car.
 * the hillclimb de Planfoy.

Pozzi's business
After his retirement from racing, he founded Charles Pozzi S.A., the official importer of Ferrari and Maserati motor vehicles in France. In 2003, the company was acquired by the Ferrari company. Ferrari dark blue paint Blu Pozzi was named in honour of Charles Pozzi.

Pozzi died in 2001 in Levallois-Perret, a suburb in western Paris.

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 * '' * Indicates Shared Drive with Louis Rosier

title: Charles Pozzi


text:
Essen Motor Show

The Essen Motor Show is an auto show held annually in the city of Essen, Germany. It has been described as "the showcase event of the year for the tuning community" and as the German version of the annual SEMA auto show in Las Vegas. As contrasted with the Frankfurt Auto Show, the Essen show is smaller and is focused on car tuning and racing interests.

Essen Motor Show was the world's biggest car tuning fair before SEMA.

History
The Essen Motor Show took place for the first time in 1968 under the alternative name, 'International Sports and Racing Car Exhibition Essen'. The event was organised by car enthusiast Wolfgang Schoeller, who acts as the coordinator for the event today.

title: Essen Motor Show


text:
Chris Bristow

Christopher William Bristow (2 December 1937 – 19 June 1960) was a British Formula One driver. Bristow was the son of a garage owner from London, and was unmarried. Bristow was called the "wild man of British club racing", as he had spun or had collisions on almost every racetrack on which he had raced. He started four Formula One World Championship races and scored no championship points.

In his first Grand Prix in a Formula One car, the 1960 Monaco Grand Prix, Bristow recorded a joint-third qualifying time, although he was given the fourth starting spot. He retired on lap 17 due to gearbox issues. Bristow then out-qualified his British Racing Partnership team-mates at the Dutch GP, starting in 7th place, although he was forced to retire again in the opening laps due to an engine issue.

He was killed during the 1960 Belgian Grand Prix at the very fast Spa-Francorchamps circuit, in warm, dry, sunny conditions. Bristow wrecked his Yeoman Credit Racing Cooper T51 at the Burnenville corner on lap twenty while fighting to stay in front of the Ferrari of Willy Mairesse. At 22, Bristow was the youngest-ever driver to die in a Formula One World Championship event.

Bristow and Alan Stacey died in close proximity and within a few minutes of one another. They both crashed at Burnenville, the same extended fast right-hand bend at which Stirling Moss had been severely injured the previous day. Cars regularly sped through the Burnenville corner at 120 miles per hour. There was a four-foot embankment there and barbed wire in the meadow about ten feet back from the road. Bristow's Cooper hit the bank and rolled over; he was hurled into the barbed wire, which decapitated him. As the crash occurred on the inside of the corner, his body continued back onto the track, where it sat for the rest of the Grand Prix. His and Stacey's accidents would cause many drivers, including future two-time World Champion Jim Clark, to develop a life-long dislike of the track.

With regard to Bristow's unruly driving style, a friend of his said after the accident, "We all knew this was going to happen. It does no good to say now, but Chris simply did not have the experience to drive that way in Grand Prix racing."

Several decades after his death, British Racing Partnership team-boss Ken Gregory called Bristow "the early Schumacher of his day", saying "he [almost certainly] would have been a potential world champion". However, former team-mate and mentor Stirling Moss called this statement "extremely over-generous", saying Bristow was "probably like a Jean Alesi, if as quick".

The winner of the annual Autosport BRDC Award for promising young British drivers is also presented with the Chris Bristow Trophy.

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title: Chris Bristow


text:
Chris Craft

Chris Craft may refer to:
 * Chris Craft (racing driver) (1939–2021), British motor racing driver
 * Chris-Craft Boats, the original American boat manufacturer established in the 19th century
 * Chris-Craft Corporation, the current American boat manufacturer established in 2000
 * Chris-Craft Industries, a former manufacturing and broadcasting company and co-owner of the defunct UPN television network
 * Crisscraft, 1975 jazz album by saxophonist Sonny Criss

title: Chris Craft


text:
Chris Irwin

Christopher Frank Stuart Irwin (born 27 June 1942 in Wandsworth, London) is a British former racing driver. He participated in 10 Formula One World Championship Grands Prix, debuting on 16 July 1966. He scored two championship points.

Irwin's career was ended prematurely by an accident he sustained when driving a Ford P68 sports prototype during practice for the 1968 1000km Nürburgring endurance race. He lost control of the notoriously twitchy car at the Flugplatz, the P68 flipping end over end after landing on its tail following a jump. He suffered severe head injuries but eventually recovered. However, it prevented him from racing again.

Irwin is still alive and reasonably well, but his whereabouts are largely unknown as he stays out of the public eye and away from motor racing events. In 2006 it was reported that he had become re-acquainted with a racing rival from the 1960s after a chance meeting in London, and that he sometimes still suffers flashbacks to his accident. Irwin was reported, however, to be in generally good condition.

In a rare appearance at a race meeting, Irwin attended the Thruxton Circuit's 40th anniversary celebrations in April 2008. A three-quarter page interview and a current photograph of him posing with old 1960s rivals and a Formula 2 car appeared in the June 2008 issue of Motor Sport magazine. He is currently living in rural Rutland in the UK.

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title: Chris Irwin


text:
Thomas Monaghan (VC)

Thomas Monaghan VC (Tomás Ó Manacháin; 18 April 1833 – 10 November 1895) was a British recipient of the Victoria Cross, the highest and most prestigious award for gallantry in the face of the enemy that can be awarded to British and Commonwealth forces, during the Indian Mutiny

Monaghan was born at Abergavenny, Monmouthshire. At 25 years of age, Monaghan was a trumpeter in the 2nd Dragoon Guards (Queen's Bays), British Army during the Indian Mutiny

"No. 1158. Trumpeter Thomas Monaghan, Date of Acts of Bravery, October 8th, 1858 For saving the life of Lieutenant-Colonel Seymour, C.B., commanding the regiment, in an attack made on him on the 8th of October, 1858, by mutinous sepoys, in a dense jungle of sugar canes, from which an attempt was made to dislodge them. The mutineers were between 30 and 40 in number. They suddenly opened fire on Lieutenant-Colonel Seymour and his party at a few yards distance, and immediately afterwards rushed in upon them with drawn (native) swords. Pistolling a man, cutting at him, and emptying with deadly effect at arm's length every barrel of his revolver, Lieutenant-Colonel Seymour was cut down by two sword cuts, when the two men above recommended, rushed to his rescue, and the Trumpeter shooting a man with his pistol in the act of cutting at him, and both Trumpeter and Dragoon driving at the enemy with their swords, enabled him to arise, and assist in defending himself again, when the whole of the enemy were dispatched. The occurrence took place soon after the action fought near Sundeela, Oudh, on the date abovementioned."

Monaghan and the Dragoon (Charles Anderson) were both awarded the Victoria Cross for their bravery. Monaghan eventually achieved the rank of sergeant-trumpeter. His grave is at Woolwich cemetery, London and his Victoria Cross is displayed at the Queen's Dragoon Guards Regimental Museum at Cardiff Castle, Wales.

title: Thomas Monaghan (VC)