David Marshall Coulthard, known as DC, is a British former Formula One racing driver turned presenter and journalist. He was runner-up in the 2001 Formula One World Drivers' Championship, driving for McLaren. Coulthard began karting at the age of eleven and achieved early success before progressing to car racing in the British Formula Ford Championship and the Formula 3000 series, he first drove in Formula One with Williams F1 in the 1994 season succeeding the late Ayrton Senna. The following year he won his first Grand Prix in Portugal, for the 1996 season he moved to McLaren. After winning two races in the 1997 season, he finished 3rd in the World Drivers' Championship in the 1998 season, he won five races throughout 1999 and 2000 before finishing 2nd in the Drivers' Championship to Michael Schumacher in 2001. Two more victories followed between 2002 and 2003 before he left McLaren at the end of 2004, he secured their first podium a year later. Coulthard retired from Formula One racing at the end of 2008.
After retiring from Formula One Coulthard continued working with Red Bull as a consultant and joined the BBC as a commentator and pundit for their coverage of Formula One. He returned to active motorsports in 2010 joining Mücke Motorsport in the Deutsche Tourenwagen Masters and retired at the end of 2012. Coulthard has participated in the Race of Champions, finishing runner-up in the Drivers' Cup in 2008, winning the competition in 2014 and 2018. Since 2016 he has worked as a commentator and analyst for Channel 4 after they took over the BBC's terrestrial television rights. Coulthard was born on 27 March 1971 in Twynholm, Kirkcudbrightshire, Scotland one of three children of Duncan Coulthard and Elizabeth Joyce Coulthard née Marshall, his family was connected to motor racing: his grandfather competed in the Monte Carlo Rally and his father drove karts, becoming Scottish National Champion. From an early age motorsport was where his interest lay listing Formula One World Champions Jim Clark, Nigel Mansell and Alain Prost as his childhood heroes.
Coulthard was educated at Kirkcudbright Academy. Coulthard began karting. Having won several local karting championships including the Scottish Junior Kart Championship and the Scottish Kart Championship, Coulthard participated in events further down the UK, including title victory in the Cumbria Kart Racing Club Championship in 1985. Coulthard graded each race he entered on a scale of 1 to 10, with an additional column headlined "Performance", he gave credit to David Leslie and junior for allowing his career to develop. In 1989, Coulthard made the transition from karting to car racing by winning the British Formula Ford Championship and became the first recipient of the McLaren/Autosport Young Driver of the Year award, which allowed him to test a McLaren Formula One car. In 1990, Coulthard travelled to Belgium to compete in the EFDA Nations Cup for Great Britain and was partnered with Nicky Hart, where they finished 9th. During the year, Coulthard was selected by Vauxhall Motorsport to race in a one-off appearance in the British Touring Car Championship at Brands Hatch, where he finished 13th.
He did not return to the series after suffering a leg injury in a Formula Vauxhall race at Spa-Francorchamps. For 1991, Coulthard signed with Paul Stewart Racing to compete in the British Formula 3 series, taking five victories and finishing second in the Championship behind Rubens Barrichello. Coulthard won the Masters of Formula Three, he traveled to the Fuji Speedway to compete in the annual Formula Three Fuji Cup, taking pole position and finished second behind Jordi Gené. In 1992, he moved to the International Formula 3000 series, where he suffered from a lack of competitiveness and finished ninth in the championship. For 1993, Coulthard joined Pacific taking one victory and finishing third in the series, he entered the 24 Hours of Le Mans alongside John Nielsen and David Brabham for the TWR Jaguar Racing team. The trio won the GT Class, although they were disqualified for a technical infringement, he moved to the Vortex team in 1994, which received investment from a private investor, allowing Coulthard to drive for the team.
In his first and only race for the team held at Silverstone, Coulthard finished third. Throughout 1993 and 1994, Coulthard was employed by Williams Grand Prix Engineering team as their official test driver. A race seat became available after the death of Ayrton Senna in the 1994 San Marino Grand Prix. Coulthard received a telephone call from team principal Frank Williams to test the Williams car at Jerez circuit over four days, causing him to miss a Formula 3000 race at Pau. Making his début in Spain, Coulthard qualified in eighth position, was set to score a point before his engine failed 34 laps from the finish, he followed this up by scoring his first points with a fifth-place finish in Canada. Williams dropped Coulthard for the following race in France, allowing 1992 Drivers' Champion Nigel Mansell to make a one-off appearance due to pressure from engine supplier Renault; the move strained the relationship between Williams and Coulthard who returned for the British Grand Prix, finishing fifth.
For Germany, Williams introduced a revised version of their car, the Williams FW16B. He suffered back to back retirements in the next two races but secured three consecutive points scoring positions—including a podium finish with a second-place in Portugal. Mansell returned to fill Coulthard's seat for the final three races of the season. Coulthard finished the season in eighth place with Williams second in the Constructors' Championship. For his role, Coulthard was awarded
Sywell is a village and civil parish in the Borough of Wellingborough, England. At the time of the 2011 census, the population was 792; the name Sywell is thought to mean seven wells. The facilities found in the village include: The Church. Sywell Aerodrome, opened in 1928 and active during World War II Aviation Museum The Horsehoe pub Overstone Squash Club Overstone Solarium The Overstone Manor Sywell Reservoir. Overstone Park Cricket Club Sywell CEVA Primary School Drome Park home of Sywell F. C; the Ecton Lane part of the village is built just inside the walls of Overstone Hall. Church - this has a short tower dating to the 13th century; the pretty stair projection found in the west side of the church is not medieval. Renovations dating from the 1870s have left the church with an odd feel. There is a stained glass window by Willement dating from 1839, fine, it uses heraldic glass dating from 1580. Sywell Hall - the hall has a long straight front with two small and one larger gable ends; the house appears to date from Elizabethan times.
Village - many local houses were rebuilt by Lady Overstone in the 1860s - with the school dating to 1861 and the rectory's rebuilding to 1862. The church's plate is the work of Patten; the airfield hosts an annual concert called "Music in the Air". A combination of classical Music and Aviation Anthony Jenkinson, sea-captain, traveller married Judith Mersh of Sywell in 1567. In 1578 he moved to the village. Lewis Atterbury was appointed Rector of the village in 1684. William Lancaster - scholar. Admiral Sir Watkin Owen was the son of Samuel Pell of Sywell Hall. Bishop Archibald Robertson was born at Sywell in 1853. William Tresham, Speaker of the House of Commons was the eldest son of Thomas Tresham of Sywell, he was the father of another speaker Thomas Tresham. The Buildings of England - Northamptonshire. N Pevsner. ISBN 0-300-09632-1 Dictionary of National Biography Aviation museum
Mario Gabriele Andretti is an Italian-born American former racing driver, one of the most successful Americans in the history of the sport. He is one of only two drivers to have won races in Formula One, IndyCar, World Sportscar Championship and NASCAR, he won races in midget cars, sprint cars. During his career, Andretti won the 1978 Formula One World Championship, four IndyCar titles, IROC VI. To date, he remains the only driver to win the Indianapolis 500, Daytona 500 and the Formula One World Championship, along with Juan Pablo Montoya, the only driver to have won a race in the NASCAR Cup Series, Formula One, an Indianapolis 500. No American has won a Formula One race since Andretti's victory at the 1978 Dutch Grand Prix. Andretti had 109 career wins on major circuits. Andretti had a long career in racing, he was the only person to be named United States Driver of the Year in three decades. He was one of only three drivers to have won major races on road courses, paved ovals, dirt tracks in one season, a feat that he accomplished four times.
With his final IndyCar win in April 1993, Andretti became the first driver to have won IndyCar races in four different decades and the first to win automobile races of any kind in five. In American popular culture, his name has become synonymous with speed, as with Barney Oldfield in the early twentieth century and Stirling Moss in the United Kingdom. Mario Andretti and his twin brother Aldo were born to Alvise Andretti, a farm administrator, his wife, Rina, in Montona, Istria. Istria was part of the Kingdom of Italy, but it was annexed by Yugoslavia at the end of World War II, as confirmed by the Treaty of Paris; the Andretti family left in 1948, during the Istrian exodus, ending up in a refugee camp in Lucca, Italy. Andretti told author Paul Stenning: "My father left everything behind, we left our home and took what we could carry and went further into Italy, they had to swallow all of these families that were dispersed and they formed all different camps over Italy and we were shipped to a place in Tuscany.
Life was a bit weird at the time but the one thing that my father always did, he always provided for us. As kids we were never cold, we were never hungry, we went to school, he always provided quite well."Andretti's father had maintained contact with his brother-in-law who had lived in the United States for many years. It took the family three years to obtain a visa for America. Alvise Andretti told the family they would move to America for five years and return to Italy. Mario has explained: "When I looked at my life in many ways out of so many negatives here comes a positive and this was one of them, here was an opportunity created for us, the kids, my dad always cited that, he would say in a sense I am looking at your future, where I think would be the best solution for you kids to have opportunities and he was correct, he was right because if we had remained in Italy I don’t know whether I could pursued what my first passion was and the only passion I had career wise." The twins' mother Rina said that when they were two years old, they would take pot lids out of the cupboards and run around the kitchen, going "Vroom, vroom," like they were driving cars – this before they had seen a car.
In 1945, at the age of five, he and Aldo were racing their hand-crafted wooden cars through the steep streets of their hometown. The brothers were hired by a garage to park cars, Andretti described the experience in his book What's It Like Out There: "The first time I fired up a car, felt the engine shudder and the wheel come to life in my hands, I was hooked, it was a feeling. I still get it every time I get into a race car." Andretti's first racing experience was in a new youth racing league called Formula Junior in Ancona, Italy when he was thirteen years old. In an interview during an RRDC Evening with Mario Andretti, Andretti recounted the story of his early days of Dirt Track racing in Pennsylvania with his brother and implied that he and his brother made up the story of racing in the Formula Junior league to improve their chances because they looked the part after having purchased racing suits in Italy. Andretti had two fond childhood memories of watching a stretch of the Mille Miglia race in 1954 which caused him to become captivated by Italian two-time Formula One world champion Alberto Ascari, who won the race, which got him to go to Monza for the Italian Grand Prix, where he saw Ascari and Juan Manuel Fangio race against each other.
In 1955 the Andretti family emigrated to the United States of America, settling in Nazareth in Pennsylvania's Lehigh Valley with just $125 to their name. In 1959, after finishing high school, he planned to became a welder, but he falsified a driving license so he could pass for 21 and enter an amateur race. Mario and Aldo were surprised to find a half-mile dirt racing track; the twins worked on a 1948 Hudson Hornet Sportsman funded by money that they earned in their uncle's garage in 1959. They took turns racing the old Hudson on oval dirt tracks near Nazareth in 1959, they did not tell their parents. The twins each had two wins after their first four races. Aldo was hurt near the end of the season, their parents were unhappy to find out that the twins were racing. Mario had 21 modified stockcar wins in 46 races in 1960 and 1961. Andretti became a naturalized United States citizen in 1964, he competed in United States Automobile Club stock car events in 1965, finished twelfth in the season points.
He won a USAC Stock Car race in 1967, finished seventh in the season points. He won t
Daimler AG is a German multinational automotive corporation, headquartered in Stuttgart, Baden-Württemberg. Daimler-Benz was formed with the merger of Benz & Cie and Daimler Motoren Gesellschaft in 1926; the company was renamed DaimlerChrysler upon acquiring the American automobile manufacturer Chrysler Corporation in 1998, was again renamed Daimler upon divesting of Chrysler in 2007. As of 2014, Daimler owned or had shares in a number of car, bus and motorcycle brands including Mercedes-Benz, Mercedes-AMG, Smart Automobile, Detroit Diesel, Western Star, Thomas Built Buses, BharatBenz, Mitsubishi Fuso, MV Agusta as well as shares in Denza, KAMAZ and Beijing Automotive Group; the luxury Maybach brand was terminated at the end of 2012, but revived in April 2015 as "Mercedes-Maybach" versions of the Mercedes-Benz S-Class and G-Class. In 2017, Daimler sold 3.3 million vehicles. By unit sales, Daimler is the thirteenth-largest car manufacturer and is the largest truck manufacturer in the world. Daimler provides financial services through its Daimler Financial Services arm.
The company is a component of the Euro Stoxx 50 stock market index. Daimler AG complex in Stuttgart include central company headquarters, Mercedes-Benz and Daimler car plants, Mercedes-Benz museum and stadium Mercedes-Benz Arena. Daimler AG's origin is in an Agreement of Mutual Interest signed on 1 May 1924 between Benz & Cie and Daimler Motoren Gesellschaft. Both companies continued to manufacture their separate automobile and internal combustion engine marques until 28 June 1926, when Benz & Cie. and Daimler-Motoren-Gesellschaft formally merged - becoming Daimler-Benz AG - and agreed that thereafter, all of the factories would use the brand name of "Mercedes-Benz" on their automobiles. The inclusion of the name Mercedes in the new brand name honored the most important model series of DMG automobiles, the Mercedes series, which were designed and built by Wilhelm Maybach, they derived their name from a 1900 engine named after the daughter of Emil Jellinek. Jellinek became one of DMG's directors in 1900, ordered a small number of motor racing cars built to his specifications by Maybach, stipulated that the engine must be named Daimler-Mercedes, made the new automobile famous through motorsports.
That race car became known as the Mercedes 35 hp. The first of the series of production models bearing the name Mercedes had been produced by DMG in 1902. Jellinek left the DMG board of directors in 1909; the name of Daimler as a marque of automobiles had been sold by DMG - following his death in 1900 - for use by other companies. Since the new company, Daimler-Benz, would have created confusion and legal problems by including Daimler in its new brand name, it therefore used the name Mercedes to represent the Daimler-Motoren-Gesellschaft interest. Karl Benz remained as a member of the board of directors of Daimler-Benz AG until his death in 1929. Although Daimler-Benz is best known for its Mercedes-Benz automobile brand, during World War II, it created a notable series of aircraft and submarine engines. Daimler produced parts for German arms, most notably barrels for the Mauser rifle. During World War II, Daimler-Benz employed slave labour. In 1966, Maybach-Motorenbau GmbH merged with Mercedes-Benz Motorenbau Friedrichshafen GmbH to form Maybach Mercedes-Benz Motorenbau GmbH, under partial ownership by Daimler-Benz.
The company is renamed Motoren und Turbinen-Union Friedrichshafen GmbH in 1969. In 1989, Daimler-Benz InterServices AG was created to handle data processing and insurance services, real estate management for the Daimler group. In 1995, MTU Friedrichshafen became a wholly owned subsidiary of Daimler-Benz. In a so-called "Merger of Equals," or "Marriage made in Heaven", according to its CEO and architect Jürgen E. Schrempp, Daimler-Benz AG and United States-based automobile manufacturer Chrysler Corporation, the smallest of the main three American automakers, merged in 1998 in an exchange of shares and formed DaimlerChrysler AG. Valued at US$38 billion, it was the world's largest cross-border deal; the terms of the merger allowed Daimler-Benz's non-automotive businesses such as Daimler-Benz InterServices AG, "debis AG" for short, to continue to pursue their respective strategies of expansion. Debis AG reported revenues of $8.6 bn in 1997. The merger was contentious with investors launching lawsuits over whether the transaction was the'merger of equals' that senior management claimed or amounted to a Daimler-Benz takeover of Chrysler.
A class action investor lawsuit was settled in August 2003 for US$300 million while a suit by billionaire investor activist Kirk Kerkorian was dismissed on 7 April 2005. The transaction claimed the job of its architect, Chairman Jürgen E. Schrempp, who resigned at the end of 2005 in response to the fall of the company's share price following the transaction; the merger was the subject of a book Taken for a Ride: How Daimler-Benz Drove Off With Chrysler, by Bill Vlasic and Bradley A. Stertz. Another issue of contention is whether the merger delivered promised synergies and integrated the two businesses. Martin H. Wiggers' concept of a platform strategy like the VW Group, was implemented only for a few models, so the synergy effects in development and production were too low; as late as 2002, DaimlerChrysler appeared to run two independent product lines. That year
The Independent is a British online newspaper. Established in 1986 as a politically independent national morning newspaper published in London, it was controlled by Tony O'Reilly's Independent News & Media from 1997 until it was sold to Russian oligarch Alexander Lebedev in 2010; the last printed edition of The Independent was published on Saturday 26 March 2016, leaving only its digital editions. Nicknamed the Indy, it began as a broadsheet, but changed to tabloid format in 2003; until September 2011, the paper described itself on the banner at the top of every newspaper as "free from party political bias, free from proprietorial influence". It tends to take a pro-market stance on economic issues; the daily edition was named National Newspaper of the Year at the 2004 British Press Awards. In June 2015, it had an average daily circulation of just below 58,000, 85 per cent down from its 1990 peak, while the Sunday edition had a circulation of just over 97,000. Launched in 1986, the first issue of The Independent was published on 7 October in broadsheet format.
It was produced by Newspaper Publishing plc and created by Andreas Whittam Smith, Stephen Glover and Matthew Symonds. All three partners were former journalists at The Daily Telegraph who had left the paper towards the end of Lord Hartwell's ownership. Marcus Sieff was the first chairman of Newspaper Publishing, Whittam Smith took control of the paper; the paper was created at a time of a fundamental change in British newspaper publishing. Rupert Murdoch was challenging long-accepted practices of the print unions and defeated them in the Wapping dispute. Production costs could be reduced which, it was said at the time, created openings for more competition; as a result of controversy around Murdoch's move to Wapping, the plant was having to function under siege from sacked print workers picketing outside. The Independent attracted some of the staff from the two Murdoch broadsheets who had chosen not to move to his company's new headquarters. Launched with the advertising slogan "It is. Are you?", challenging both The Guardian for centre-left readers and The Times as the newspaper of record, The Independent reached a circulation of over 400,000 by 1989.
Competing in a moribund market, The Independent sparked a general freshening of newspaper design as well as, within a few years, a price war in the market sector. When The Independent launched The Independent on Sunday in 1990, sales were less than anticipated due to the launch of the Sunday Correspondent four months prior, although this direct rival closed at the end of November 1990; some aspects of production merged with the main paper, although the Sunday paper retained a distinct editorial staff. In the 1990s, The Independent was faced with price cutting by the Murdoch titles, started an advertising campaign accusing The Times and The Daily Telegraph of reflecting the views of their proprietors, Rupert Murdoch and Conrad Black, it featured spoofs of the other papers' mastheads with the words The Rupert Murdoch or The Conrad Black, with The Independent below the main title. Newspaper Publishing had financial problems. A number of other media companies were interested in the paper. Tony O'Reilly's media group and Mirror Group Newspapers had bought a stake of about a third each by mid-1994.
In March 1995, Newspaper Publishing was restructured with a rights issue, splitting the shareholding into O'Reilly's Independent News & Media, MGN, Prisa. In April 1996, there was another refinancing, in March 1998, O'Reilly bought the other shares of the company for £30 million, assumed the company's debt. Brendan Hopkins headed Independent News, Andrew Marr was appointed editor of The Independent, Rosie Boycott became editor of The Independent on Sunday. Marr introduced a dramatic if short-lived redesign which won critical favour but was a commercial failure as a result of a limited promotional budget. Marr admitted his changes had been a mistake in My Trade. Boycott left in April 1998 to join the Daily Express, Marr left in May 1998 becoming the BBC's political editor. Simon Kelner was appointed as the editor. By this time the circulation had fallen below 200,000. Independent News spent to increase circulation, the paper went through several redesigns. While circulation increased, it did not approach the level, achieved in 1989, or restore profitability.
Job cuts and financial controls reduced the quality of the product. Ivan Fallon, on the board since 1995 and a key figure at The Sunday Times, replaced Hopkins as head of Independent News & Media in July 2002. By mid-2004, the newspaper was losing £5 million per year. A gradual improvement meant. In November 2008, following further staff cuts, production was moved to Northcliffe House, in Kensington High Street, the headquarters of Associated Newspapers; the two newspaper groups' editorial and commercial operations remained separate, but they shared services including security, information technology and payroll. On 25 March 2010, Independent News & Media sold the newspaper to Russian oligarch Alexander Lebedev for a nominal £1 fee and £9.25m over the next 10 months, choosing this option over closing The Independent and The Independent on Sunday, which would have cost £28m and £40m due to long-term contracts. In 2009, Lebedev had bought a controlling stake in the London Evening Standard. Two weeks editor Roger Alton resigned.
In July 2011, The Independent's columnist Johann Hari was stripped of the Orwell Prize he had won in 2008 after claims, to which Hari admitted, of plagiarism and inaccuracy. In January 2012, Chris Blackhurst
Virtual International Authority File
The Virtual International Authority File is an international authority file. It is a joint project of several national libraries and operated by the Online Computer Library Center. Discussion about having a common international authority started in the late 1990s. After a series of failed attempts to come up with a unique common authority file, the new idea was to link existing national authorities; this would present all the benefits of a common file without requiring a large investment of time and expense in the process. The project was initiated by the US Library of Congress, the German National Library and the OCLC on August 6, 2003; the Bibliothèque nationale de France joined the project on October 5, 2007. The project transitioned to being a service of the OCLC on April 4, 2012; the aim is to link the national authority files to a single virtual authority file. In this file, identical records from the different data sets are linked together. A VIAF record receives a standard data number, contains the primary "see" and "see also" records from the original records, refers to the original authority records.
The data are available for research and data exchange and sharing. Reciprocal updating uses the Open Archives Initiative Protocol for Metadata Harvesting protocol; the file numbers are being added to Wikipedia biographical articles and are incorporated into Wikidata. VIAF's clustering algorithm is run every month; as more data are added from participating libraries, clusters of authority records may coalesce or split, leading to some fluctuation in the VIAF identifier of certain authority records. Authority control Faceted Application of Subject Terminology Integrated Authority File International Standard Authority Data Number International Standard Name Identifier Wikipedia's authority control template for articles Official website VIAF at OCLC
Ilmor, founded by Mario Illien and Paul Morgan in November 1983, is a British independent high-performance autosport engineering company. With manufacturing based in Brixworth and maintenance offices in Plymouth, the company supplies engines and consultancy to the IndyCar Series and MotoGP. After developing IndyCar engines, the company built a partnership with Mercedes-Benz to power F1 cars for both the Sauber and McLaren teams. After the death of Paul Morgan in a vintage aeroplane crash in 2001, Mercedes increased its stake until it owned the entire company, renamed it Mercedes-Benz High Performance Engines Ltd. In 2005, Mario Illien concluded a deal to purchase the Special Projects part of the company in partnership with Roger Penske, under contract with Honda Performance Development to jointly develop, arrange and tune-up IndyCar engines from 2003-2011; this new company, independent of Mercedes, is once again known as Ilmor Engineering Ltd. They once again developed the Ilmor X3 for the 2007 MotoGP World Motorcycle Championship, which they entered in one race before withdrawing and shutting down the race team, due to funding problems.
Racing remains the core part of the business today and Ilmor acts as a consultant for motorsport clients from all forms of racing. However, the business is now using its racing expertise to diversify into other areas such as OEM automotive, defence and energy efficient engine applications. Both engineers were working at Cosworth on the Cosworth DFX turbocharged methanol engine for the CART Indy Car World Series. There was some acrimony in their split from Cosworth, their former employer claiming that the Ilmor engine was little different from their planned modifications to the DFX. Founded as an independent British engine manufacturer in 1983, it started building engines for Indy cars with the money of team owner and chassis manufacturer Roger Penske; the Ilmor-Chevrolet 265-A debuted at the 1986 Indianapolis 500 with Team Penske driver Al Unser. In 1987, the engine program expanded to all three Penske team drivers, Patrick Racing, Newman/Haas Racing. Mario Andretti, driving for Newman/Haas, won at the engine's first Indy car victory.
He won the pole position for the 1987 Indianapolis 500. A year the engine was rebadged as the Chevy Indy V-8, Rick Mears won the 1988 Indianapolis 500, the engine's first win at Indianapolis; the engine went on to have a stellar record in CART. From 1987 to 1991, the engine won 64 of 78 races; the 265-A engine was followed up by the 265-B engine. The "Chevy-B" won five CART series races. All other Ilmor teams remained with the "Chevy-A" for 1992, it was at this time that Ilmor was receiving new competition from Cosworth, which had just introduced their new powerplant, the Ford-Cosworth XB. For 1993, the 265-C engine was introduced, replacing both the "A" and the "B"; the "Chevy-C" was used widespread, produced continued success for Ilmor. Chevrolet dropped its badging support after the 1993 season. For the 1994 season, two new engines were introduced; the 265-D engine replaced the "C", although some of the smaller teams associated with Ilmor still ran the "C" in 1994. Without badging support, the engines were referred to as the "Ilmor-C" and the "Ilmor-D".
The other engine introduced in 1994 was the top-secret 265-E, a 3.43 liter pushrod engine, used by Penske Racing at the 1994 Indianapolis 500. For 1995, Mercedes-Benz became the badging manufacturer for the Ilmor Indy car engines; the engine continued to be a strong contender on the CART circuit. In 1996, the open wheel "split" began between CART and the IRL. Ilmor was a provider for CART-based teams, did not provide engines for any full-time IRL teams. At the 1996 Indy 500, the "Ilmor Mercedes-Benz D" was used by Galles Racing, finished second, the powerplant's one and only start in an IRL-sanctioned race; when the IRL switched to normally-aspirated engines for 1997, the 265s were no longer permitted in the IRL and the Indy 500, raced in the CART series exclusively. In 1991 Ilmor entered Formula 1 with a V10 engine as exclusive supplier to the ambitious Leyton House team. After some troubles Leyton House returned to racing as March again in 1992, still using Ilmor engines. Ilmor supplied engines to the Tyrrell team, starting from 1992.
Powered by the Ilmor V10, Tyrrell scored 8 points through Andrea de Cesaris and March another 3 through Karl Wendlinger. Ilmor were gaining a reasonable reputation in F1, so the Sauber sportscar team and Mercedes-Benz, who were planning their Formula One entry together, signed a deal with Ilmor after scrapping plans for a Mercedes engine. In order to protect their image, Mercedes took on an observational role in the project and the cars had "Concept by Mercedes-Benz" written in the engine cover. After scoring 12 points in 1993, Mercedes entered in 1994 using an updated version of the 1993 engine, now "Powered by Mercedes-Benz" was seen on the Sauber engine-cover; the same year Mercedes-Benz acquired Chevrolet's 25% share of Ilmor. In 1994 Ilmor supplied the new Pacific GP team of Keith Wiggins with the old 1993 spec engines. In 32 attempts, the Pacific cars qualified seven times; the 265C V8s ran the entire 1994 Indy Car season badged as "Ilmor Indy V8", with Team Penske headlining the program.
But there was another extraordinary engine from Ilmor in 1994 - the Mercedes-Benz 500I (although work on