Lionheart

It was a full house at Conseco Field yesterday afternoon as fans flocked in the thousands to pay their final respects to Dan Wheldon. Susie Wheldon and her family were in attendance, as well as Wheldon’s close friends and colleagues.  The memorial was a silent, respectful affair. Fellow driver Justin Wilson commented after the ceremony: ‘Dan’s memorial was perfect, just like he would have wanted it.’ A 2012 IndyCar sat on stage left, painted in white with red stripes on the bodywork to match the colours of the English flag, Wheldon’s trademark Lionheart symbol emblazoned across the sidepods.  Slideshows of Dan’s life were shown on projection screens as Reba McEntire, Perry, and Garth Brooks performed.

But what people came to hear were the stories of Dan, and there were many tales to tell.  Speakers took turns delivering their speeches, each recounting their time spent with Wheldon. The speaker’s list included IndyCar CEO Randy Bernard, IMS President Jeff Belskus, Panther Racing PR Director Mike Kitchel, Dan’s managers Mickey Ryan and Adrian Sussman, Ganassi Racing manager Mike Hull, and drivers Dario Franchitti, Tony Kanaan, and Bryan Herta. Many tears were shed, but there was also celebration. It was comforting to see Susie and the family laughing along to the humorous anecdotes of Dan, remembering the happier times, as they were.

The following is a selection of quotes from the memorial service:

'Dan saw the funny side of life and helped us all to laugh about it.' – Jeff Belskus

'I wanted a trophy and a pace car for each of my boys.' – Adrian Sussman recalls why Wheldon wanted to win a second Indy 500

'Dan was the only guy I knew who had 200 pairs of shoes. It looked a like a communist country's military shoe parade across the floor.' - Mickey Ryan recounting a trip to Wheldon's closet

'Dan Wheldon was all about engagement. His belief was that life was better when it was shared with each other.' - Mike Hull

‘He was a brother that we didn’t ask for. I mean, a guy that looks better than the three of us… Younger, hungry for a win, won more races… Single. He was the only one of us who looked like he belonged in a boy band.’ – Dario Franchitti, Tony Kanaan, & Bryan Herta on their early days with Wheldon

‘He had more hair products than any single girl combined together here.' - Tony Kanaan on Wheldon’s hotel bathroom at Motegi, Japan

‘Without doubt, the tightest race suit I’ve ever seen. I’m surprised he fathered two kids, to be honest.’ – Dario Franchitti on Wheldon’s firesuit

‘The guy was trying to make up for an entire country’s worth of bad dental work in one mouth’ – Bryan Herta on Wheldon’s Million Dollar Smile

‘He is the only guy to be on the Borg Warner trophy with two different sets of teeth.’ – Dario Franchitti on Wheldon’s dental transformation

‘We used to think Dan was really high maintenance… Then we got Marco (Andretti) as a teammate.’ – Dario Franchitti 

‘At first Dan was the little brother we didn’t want. Now, we’d do anything to have him back. We miss you D-Dub.’ – Dario Franchitti

'That's how I want to remember Dan: Always happy. Always smiling, and always shining down on us.' – Randy Bernard

Super Sic

As I am typing this, I am still in shock over the sudden and tragic passing of Moto GP Racer Marco Simoncelli. It has only been six days since Dan Wheldon's fatal accident at Las Vegas, and I was barely coming to grips with the fact that he was no longer with us. The memorial at Conseco Field in Indianapolis today was meant to be a celebration of Dan's life, and I had hopes that with remembrance would come some form of closure.

Now another death has struck the motorsport community. Simoncelli was involved in a horrific crash with Colin Edwards and Valentino Rossi during Lap 1 at the Malaysian Grand Prix. Rossi was unhurt and Edwards suffered a dislocated shoulder, but Simoncelli's helmet flew off as he hit the ground. Initial prognosis was hopeful - Reports said Simoncelli had regained consciousness after impact and was rushed to the Medical Centre. An agonizing 27 minutes passed before Race Officials decided to cancel the race. The ominous signs suddenly started flooding in - The lack of any official news, the muted talks between race officials and drivers Casey Stoner & Dani Pedrosa. Then finally, Italian Television broke the news that Simoncelli had died from his injuries. Fingers were crossed, prayers were said, all to no avail. Simoncelli was gone. Taken far too soon.

A driver friend of mine once said to me, 'Everybody Dies, but Not Everybody Lives'. Professional drivers live lives that are far more extraordinary than most. But when death happens it still takes us by surprise. Ayrton Senna was 34 when he died at Imola. Wheldon was 33. Marco Simoncelli was 24.

Despair can be such an irrational feeling. I didn't know Marco personally, but racing is a unique sport in that it fosters a sense of family like no other sport in the world. The collaborative nature of motorsports means everyone is connected to some degree or another. Naturally, when death strikes in racing, it's treated like a death in the family. The logical side of my brain is saying this makes no sense at all. But then so is the cruel reality of what just happened.

My thoughts and well wishes go out to the Simoncelli Family and the entire HRC Moto GP Team during this very difficult time.  Rest In Peace Super Sic.

Dan Wheldon: A Life in Pictures (1978-2011)

There are times when words fail to convey the enormity of the sentiment, or rather a lack of courage to craft those words together. Five months ago, Dan Wheldon was kissing the bricks at the Indianapolis Motor Speedway after his incredible upset win at the fabled Indy 500. At 33, Wheldon was a man on the cusp of making a phoenix-like comeback after being sidelined from the sport that, in the words of his dad Clive, ‘was born for’.

Today, that man is no longer with us.

A litany of essays has been written in tribute to Dan Wheldon, the most fitting of which I have linked to below. Rather than reiterate Wheldon’s life and his many achievements in passage, when scribes before me have done a far better job, I thought it apt to celebrate Dan’s life in photos instead.

Most knew Wheldon as a fervent driver. Those who raced and worked alongside him understood him to be an extremely hard worker and a worthy adversary. To his wife Susie, he was a doting husband and father to their two sons. And more recently, he took on the role of commentator on television, delighting those who watched him with his wisdom and candor about the sport he loved so much.

And the smile. That picture-perfect Kodak smile he was known for that garnered him so much adoration from fans and cameras alike. That’s the one thing I will remember him by the most.

Life in the Limelight can be harsh, even for someone as photogenic as Dan Wheldon. Here friend and Versus TV colleague Lindy Thackston gives Wheldon a quick touch-up before stepping in front of the camera. ‘He was passionate about making the broadcast the best it could be,’ observed fellow host  Kevin Lee. ‘Dan was an immediate success and would have had a long second career once he was finished driving.’ (Photo: Robbie Floyd)

The Good Times: Dan Wheldon flashing his trademark smile next to fellow driver Paul Tracy on a fuzzy night in Tokyo, Japan. Wheldon’s  ‘dental transformation’ in 2008 was the birthplace of much comedic fodder over the years, which Wheldon attributed to his then-upcoming marriage to Susie: ‘I'm going to be married pretty soon, so as my responsibility of fiancée I thought it might be wise to go to the dentist.’ Joked Wheldon. (Photo: Paul Tracy)

Saturday Night: The night before the big finale, husband Dan and wife Susie got his and her initials tattooed on their wrists at the Palms Hotel. Wheldon was happy to show it off the next day, as Alex Tagliani remembers. ‘He was my brother from another mother.’ (Photo: Mark Waters)

Wheldon proved this year that he was just as adept in front of a microphone as he was behind the wheel of a race car. ‘He had great enthusiasm and great insight,’ Robin Miller praised his partner in crime on camera. Hilarity often ensued between the two as they parodied F1’s formal grid walks and embarked on their own ‘Grid Runs’ before races in attempts to land as many interviews as possible.

A Rockstar Welcome: A dramatic entrance as Dan Wheldon rose his way onto the platform during Driver Introductions amidst plumes of smoke at the Las Vegas Finale on Sunday Morning.  Ever the consummate professional, Wheldon took questions from Scott Goodyear via radio during the formation laps. (Photo: AP)

Wheldon strikes a pose in front of the next-generation Dallara IndyCar for 2012 at IMS. Chosen for his ability on providing insightful feedback, Wheldon was instrumental in attempts to make the new car safer and better to drive. At time of writing, company founder Gianpaolo Dallara has announced he will dedicate the new IndyCar in Wheldon’s name. ‘He has been a true champion… A true and warm man to all the people he encountered.’ (Photo: Steve Swope)

The Ecstacy of Victory: Dan Wheldon crosses the fabled yard of bricks and wins the 2011 Indianapolis 500. He led the race on the last lap for 912 feet. (Photo: AP)

All in the Family: Newly minted Indy 500 winner poses next to the Borg-Warner Trophy with his wife Susie and their two sons, Sebastian and Oliver.  Longtime friend Tony Kanaan remarked on Fatherhood’s profound impact on Wheldon after their first son was born: ‘Knowing Dan the way I do, it’s funny to see him as a father. More responsible, talking like dad now. It’s a different guy.’ (Photo: Getty)

Wheldon always made time to bond with his fans, especially children. ‘He was kind of brash… but he was a charmer,’ recalled Dario Franchitti. Here he passes on a hat to an enthused young fan from Victory Circle at Homestead in 2005. (Photo: Jim Wise) 

Like Father, Like Son: When it came time for pictures at the Brickyard after winning the Indianapolis 500, Wheldon brought his son Sebastian along for the photo op. Seeing his father kneeling down and kissing the row of bricks that marked the start/finish line at the famed circuit, Sebastian followed suit, unprompted by his father. (Photo: Getty)

Here are a selection of essays from friends and colleagues dedicated to the memory of Dan Wheldon. All are agonizing to read as they are well written without compromise. (Updated on 19 October 2011)

Tony Johns: 'Goodbye, Dan Wheldon'

Bill Dwyre: 'Wheldon was an Engaging Young Champion'

Kevin Lee: 'Special Trackside to Honor Dan Wheldon'

Robin Miller: 'Remembering Wheldon' 

Marshall Pruett: 'Danny Boy'

Jamie Little: 'Dan Wheldon's Humor, Spirit Lives On'

Bill Zahren: 'Dan Wheldon'

Tony DiZinno: 'Much Appreciated, Dan'

Staff Sgt. Les Newport - 'Guard Member Remembers Indy Driver Wheldon Fondly'

Michele-Marie Beer: 'What is there to add...?'

More Front Wing: 'Dan Wheldon: An Initial Reaction'

IMS: Dan Wheldon Through the Years at Indy

Bryan Herta AutoSport: Thoughts from the Motorsport Community

Brendan Kaczmarek: 'Tribute to Dan Wheldon' 

Preview: Frankfurt Auto Show 2011

When it comes to the autoshow calendar, few rival in size and importance as Frankfurt.  The bi-annual trade show houses every single imaginable form of transportation, with exhibitors representing anything from heavy duty trucks and buses to construction equipment, along with a wide array of aftermarket solutions that feed the transportation industrial juggernaut. Cars and trucks both concept and production take centre stage and tend to get the most press coverage, but that’s only a small sum of what the show entails. The show grounds are massive (there are 13 exhibition halls in total), so some cardio is strongly recommended for first time goers before tackling this legwork intensive pilgrimage.

For me, autoshows are the epitome of hand to hand combat in the automotive world. It’s when carmakers get to show off their latest and greatest, and you can always count on rivals quietly lurking amongst the caffeinated media contingent and checking out the competition. It’s the ultimate display of peacock-ry and one-upmanship.

Picking out the best from all the chaff can be quite daunting, but I’ve narrowed the substantive debut list down to what I consider to be the most noteworthy, and some that should never have been conceived in the first place.  The list will be updated as more cars are revealed in the run-up to Frankfurt press days on the 15 and 16 September.


UPDATE: Jaguar C-X16 Concept & Subaru BRZ Concept

THE SHOW-STEALERS

Jaguar C-X16 Hybrid

When Jaguar announced it was building a small roadster (then tentatively named the XE) to do battle with the Porsche Cayman / Boxster, all the automotive publications whipped themselves into a frenzy on just what that vehicle would look like. With this latest technology concept in the C-X16 Jaguar has pacified the speculation, and the result is, frankly, stunning. While the front grille borrows heavily from the C-X75 Concept, the tapered back is a nostalgic nod to the E-Type. Under the hood however is where things become interesting: A lightweight supercharged V6 coupled with an electric motor provides the oomph while offering economy during low speed runs.  The aeronautics inspired interior will probably be concept exclusive, but much of the exterior will remain intact for production (yes, possibly even the 21 inch wheels). Expect a convertible version to accompany the coupe model shortly.  

Ford Evos Concept

At first glance the Evos looks like a stylized Aston Martin with a blue oval badge on the front. Ford has made it clear that the Evos is meant only as a ‘Design Study’. It’s a natural progression of the brand’s Kinetic Design Language and many cues (save the party-piece scissor doors) will make it onto future production cars. The optimism in me was fooled into thinking this would be the next Ford GT, but not so. I could excuse it for looking like an Aston because A) Ford used to own the British Marque, and B) Who doesn’t want million dollar appeal in an economy package? This is design for the masses. Plus the social media buzz on this car was absolutely massive. +1 for Ford.

Audi A2 Concept

The original A2 is one of my favourite cars. Everything about it was revolutionary– Perhaps too revolutionary for its time. The Al2 concept that transpired into the A2 made its debut at Frankfurt back in 1997, and with this new concept things come full circle. The new car pushes the boundaries of convention again, with an all electric drive-train and Audi’s next generation LED lighting technology.  Leave it to the Germans to be so pedantic as to display brake light luminosity by how much force is applied to the brake pedal. Audi has conservatively labelled this as a ‘technical study’, but if the last-gen A2 was anything to go by expect much of the design to be realized in production. It’s unlikely the A2 will be available in North America. But Mini has proven that a small-car business model can be made profitable across the pond. Never say never...

Subaru BRZ Concept

It’s been two years since Toyota and Subaru announced their joint venture on a new rear driven sports car platform.  Toyota has shown its hand with the FT-86 and more recently, the Scion FR-S Concept in April. Now it’s Subaru’s turn to show off the fruits of their labour.  The 3-letter name is somewhat puzzling, and from what I can make out it’s either short for ‘Breeze’ (Long live Plymouth!) or the start of a whole new naming nomenclature for the Japanese brand. The Boxer-engined architecture remains, as will the sub $25k price tag when the car goes to market. A wise friend once said to me patience is procrastination without the anxiety, and the enthusiasts are getting mighty anxious. 

Audi Urban Concept

Audi clearly took a page from Daniel Simon’s design philosophy and brought the future of personal transport to the present. It’s an example of a clean-sheet design where imagination is allowed to roam unrestricted and when fantastical creations are indulged, even in the face of a languishing economy. The outboard mounted wheels appeal to those boyhood Hot Wheels aspirations, and the sleek wraparound glass adorning the spyder version just screams ‘Speed Racer’.  Sadly in the modern world of crash test compliance and cost-benefit optimization there’s zero chance this will ever see a production floor. But anything that looks like it was driven straight out of Tron and onto the show floor is fine by me, and I am comforted living in a world where something like this exists, even if it's just in concept form.

Fiat Panda

The Dodge Caliber which sits on an aging Mitsubishi platform is on the outs, giving Dodge the perfect chance to slot a compact crossover in its line-up. This new Panda might just be up to the task. The new generation is bigger, chunkier, and will definitely appeal to the crossover sensibilities of the Caliber demographic (Plus it’s got squared wheel arches that I like). Just add cup holders and it’ll be good to go. Fiat is trying to capitalize on its union with Chrysler, and it wants trucking expertise in exchange for small cars that Chrysler can use to boost its CAFE numbers. Quid Pro Quo.

Porsche 911 GT3 R

You’d be forgiven for not realizing the ‘New’ Porsche 911 (991) is, in fact, completely new. It looks just about the same as the outgoing 996. But it’s slightly wider, slightly lower, and the engine is still mounted in the wrong end. While the attention will be on the mass-market Carrera models (the de facto choice for midlife crises everywhere), my fixation is with the new GT3 version. As the #1 bestselling touring racer in the world, the new incarnation has a big reputation to live up to. The evergreen 3.6 Litre Flat Six receives a horsepower bump and now puts out 500hp, along with a number of transmission and braking upgrades. An upgrade kit is also available for those who wish to update their 996 models to the new specifications.  A hybrid version is in the works and should make its debut next year on the endurance racing circuit.

Land Rover DC100 Concept

The original Defender made its debut in 1983, but the underpinnings have barely changed since the 40s. While its longevity speaks to the robust design, modern crash test standards and fuel economy legislation have made it obsolete.  The DC-100 is the replacement that Land Rover desperately needs to keep up with the times. Initial impressions are promising (Armadillo wheels are just for show) and the oversized honeycomb partition is a nice touch. While I will reserve full judgement on its off-road abilities it behoves Land Rover to make absolute certain that this replacement will be just as capable going off the beaten path as its predecessor.

THE EYE GOUGERS

Citroen Tubik Concept

In the press material Citroen states the Tubik concept is supposed to be a ‘lounge-style cocoon’ designed to make traveling fun again. Apparently aesthetics aren’t valued in Citroen’s idea of fun. You’d have to be pretty thick-skinned to be seen driving this pig-nosed van, despite the clever flat-pack interior.  It’s hard to fathom this modern day airstream interpretation as a home away from home, and instead closer to something you’d want to hurl at in Angry Birds. It’s a shame then because Citroen is perfectly capable of crafting beautiful cars. This design exercise feels like wasted talent. Best to leave the microbuses of the world to those who do it best.

Smart ForVision Concept

Looks like Smart consulted with Fisher-Price on this latest conceptual creation. Despite the design elements on the ForVision there’s no escape from the classic Smart ForTwo greenhouse. High profile tires and a copper paint job can’t save it from looking like a Doctor Who villain.  Then there are those tail-lights, which are reminiscent of my tired out eyeballs after too many cups of coffee and way too many wakeful hours.  Smart has seen its market share erode away in recent years, and is fast becoming an unsustainable money pit unless Daimler does something to reinvigorate the fledgling brand.  This simply won't suffice.

Summer Reading: Bob Lutz - Car Guys vs. Bean Counters

A wise friend of mine once told this scribe, ‘envy is a useless emotion.’ That friend had never met Bob Lutz.

There is much to envy about ‘Maximum Bob’, as he is known in auto enthusiast circles. A quick look at his resume reveals his decorated career spanning over 40 years, traversing between industry juggernauts like General Motors, Chrysler, Ford, and BMW. Driven by passion for all things automotive, the prolific businessman had a hand in overseeing development of some of the most influential and sought-after vehicles. These include the lust-worthy Dodge Viper (one of the first V10 powered production cars in the world) and the BMW 3-Series, the modern day benchmark in the lucrative premium saloon segment.

Now, Lutz adds ‘New York Times Bestselling Author’ to his list of accolades. His latest book ‘Car Guys vs. Bean Counters’ is a revelatory tell-all about his time as Vice Chairman of Product Development at GM. What Lutz envisioned as a 3-year corporate makeover for the stagnant company turned into a glacial decade-long tenure; with Lutz wading through the overbearing bureaucracy and undoing years of over-intellectualized thinking that had paralyzed the once proud American powerhouse.

There was plenty of blame to go around for GM’s misgivings, and Lutz made sure all were held accountable, starting with Vehicle Line Executives (VLEs). These MBA-backed, finance driven types were the ones who saw through every aspect of a vehicle from initial design to final production.  The problem laid in their goal-oriented approach towards the product development process:  Every minute detail was micro-analysed through hideously complex mathematical equations and tedious PowerPoint presentations, all aimed at achieving abstract, internal goals and conforming to a pre-defined set of ‘brand characteristics.’  

Originally conceived with the noble intention of reinforcing brand identity, these characteristics did little except  impede the imagination. Under this bean-counting reign the vehicle designer was completely marginalized as overall quality and aesthetics became an afterthought. So while many of the resulting products achieved all the objectives as outlined by these executives, they failed to ignite consumer lust and realize the sales figures the maths had originally predicted. This ‘Formula to Mediocrity’ was what Lutz fought so hard to abolish, and runs completely opposite to the designer-centric ethos that GM embodied in the 50s and 60s.

There were exceptions, however. The VLEs responsible for GM’s Trucks Division and the Chevrolet Corvette escaped Lutz’s scathing assessment, as both programs were run by people with an unbridled passion for their work, with sales and critical acclaim to match.

Lutz also had a bone to pick with much of GM’s senior management.  Many came from the consumer goods sector, and brought with them a self-contained, mass market business philosophy. While test batches might be financially feasible in the world of toothpaste and alternatively flavoured sodas, a vehicle is a complicated assembly of varying parts and components, all of which must work seamlessly with each other.  It’s a far more invested effort requiring years in planning and execution, so success is all the more important to the bottom line. Sadly, few cared about GM as an automotive manufacturer. To these executives GM was merely a vessel for them to fulfill their matrix of abstractions. Responsibilities to the welfare of shareholders and being good corporate citizens are good aspirations to have, but when the foundation of ‘making cars and trucks that people want to buy’ takes a backseat that’s when things go horribly awry.

Lutz went on to point out that GM’s fatal flaw lied not in its lack of engineering or leadership – There was plenty of both – But its objective-oriented approach to product development instead of a consumer-oriented one. The company was overrun with number crunchers so entrenched with technical metrics and sub-optimization that they neglected the most important number of all – Sales figures. Consumer acceptance was simply taken for granted, and when sales numbers failed to meet expectations the obvious conclusion was ignored – That GM was making products the buying public didn’t want.

Other tales of want and woe were interspersed in the book, including how the much maligned Pontiac Aztek came to being, and how Lutz’s vision for the future of electric mobility became GM’s rebirth in the Chevrolet Volt. He also shared his distaste for GM’s acquisition of Saab, seeing the move as a liability but stops short of calling it ‘short-sighted’.

Still, despite the ‘Extreme Lutz Makeover’, GM succumbed to bankruptcy on 1 June 2009. Lutz was frank in admitting it was an inevitable outcome no matter what he did; the perfect storm of a sub-prime mortgage crisis coupled with rising gas prices crippled the automaker. The company had to ask the federal government for an emergency bailout totalling $49.5 billion in order to stay afloat, granting it the unceremoniously unflattering title of ‘Government Motors’.

GM has since learned its lesson, and now with a much leaner portfolio has refocused its mission: “To Design, Build and Sell the world’s best cars and trucks.” Lutz remains involved with GM in an advisory capacity, and was hopeful in concluding that GM will continue on the path to excellence he forged a decade ago.  A mandatory read for those who are fascinated with the inner workings of the automotive industry, and proof that Lutz is equally adept at putting thought to paper as he is overhauling an American industrial icon.

Heidfeld Out at Lotus-Renault

Eric Boullier came under fire this morning on his decision to replace Nick Heidfeld with reserve driver Bruno Senna.

The Lotus Renault GP Team Principal felt that a ‘shake-up’ was necessary to motivate the team back to the front as the Formula One season restarts after the mandatory three week August break. 

The decision came as a complete surprise to Heidfeld, and he has since launched legal action against the team. A hearing is scheduled on 19 September at the London High Courts. Speaking to media earlier in the week, he remained hopeful that he will regain his post with the team within three weeks time.

Heidfeld has taken his pleas to remain with the team to social media. Earlier this morning he posted this on his Twitter account:

"I was surprised by the Team’s intention to replace me and regret that things have developed this way. I just wanted to be in the cockpit to get the best result for the team and me. I still have a clear contract and I want to drive."

Heidfeld’s argument is that he was under contract to be ‘a main driver’ with the team. But often times than not, driver contracts can easily be nullified and re-negotiated in this day and age. Teams are also very savvy to include a number of clauses pertaining from fitness, sponsorship obligations, and above all on-track performance. A driver is expected to fulfill those clauses if he wishes to remain with the team.

Boullier argued that when Heidfeld was brought in to replace the injured Robert Kubica at the beginning of the 2011 season, he was expected to match the Polish driver’s pace, if not exceed it. To that measure Heidfeld has failed to meet those expectations.

Taking a look at the statistics, Heidfeld currently sits 8th place in the driver championship, just before teammate Vitaly Petrov. Both drivers had a chance to visit the podium earlier in the season, with Petrov finishing 3rd in Australia and Heidfeld 3rd in Malaysia. The problem lied in Heidfeld’s attrition rate. With his consecutive retirements at the German and Hungarian Grands Prix, the team has lost valuable momentum. In comparison, Petrov consistently outdrove Heidfeld during qualifying, and while Petrov often fell out of points contention, he finished his races.

Boullier’s frustrations were clearly evident when he spoke with Adam Cooper on the matter, and held nothing back on his criticisms towards Heidfeld.

"Every session, every weekend, the media jumped on me asking why Vitaly is faster than Nick? Every time. You need to guess by yourself, I was not very happy with let’s say the pure speed of Nick, and his global performance as an experienced driver. That’s it."

Boullier also hinted that Petrov may take over the role as lead driver in lieu of Heidfeld’s presence.

Formula One hasn’t had a high profile driver firing since Scott Speed in 2007, when the American beached his Toro Rosso in the gravel trap during a rained out race at the Nurburgring. He subsequently got into a heated argument with team principal Franz Tost on camera and was soon replaced by Sebastien Vettel.

Meanwhile, Lotus Renault struggled to find pace at a drenched Spa on Friday during Free Practice, with Bruno Senna and Petrov charting at P17 and P24 respectively.

Review: Senna (2010)

It’s easy to run out of superlatives when conjuring up praise for ‘Senna’. Director Asif Kapadia’s dramatic documentary about the life – and ultimately death- of one of the greatest racing icons the world has ever seen has been reviewed many times over by the world press. The consensus is universal acclaim: A fitting tribute to a great driver and, at heart, a great man. Seventeen years have passed since Ayrton Senna met his fate at Imola on 1 May, 1994. Yet the void left by his death continues to resonate, and from the diverse demographic who came to see the film, his reach remains transcendent. Echoing the words of fellow driver Niki Lauda, Senna was the greatest driver who ever lived.

It would seem a tall order then, to attempt to summarize Senna’s meteoric life into a mere 108 minutes of film. But somehow under Kapadia’s stewardship, along with writer and fervent Senna devotee Manish Pandey, managed to achieve the impossible. With blessings from the Senna family estate and Formula One supremo Bernie Ecclestone, the duo was granted complete access to archives that had, until now, remained unseen by the public. 

What resulted was a masterpiece that takes the audience on a journey from Senna’s humble beginnings in karting to his ascendency into the pinnacle of motorsport. Race footage along with press interviews were seamlessly spliced together to portray the feral intensity of a racing driver possessed by an unrelenting thirst for winning. 

While the racing faithful are rewarded with stirring highlights of Senna’s greatest drives throughout his career, the storytelling refrains from becoming overly technical that it neglects the casual filmgoer. Moments of pure awe came when reliving Senna’s maiden podium finish under a torrential Monaco in 1984 cementing his reputation as a rain master, to his first win on home soil at the 1991 Brazilian Grand Prix, his body spasms so ferocious by race’s end that it took an effort worthy of divinity to lift up the winning trophy. 

Kapadia made a point to juxtapose Senna’s driving prowess with an impassioned, even vulnerable facet of a mere mortal relishing in the simple company of family and friends. Proud of his Brazilian heritage, Senna was also a trailblazer in that he never hid his roots. His trademark yellow helmet was painted in the colours of the Bandeira, the national flag of Brazil. Senna’s success galvanized a whole new generation back home, where people saw him as a beacon of hope for a better future amidst a landscape of political and social turmoil.

Senna’s tribulations in Formula One took center stage for the latter part of the film. The story found its adversary in Frenchman and fellow McLaren teammate Alain Prost. What started out as the perfect pairing quickly turned distrustful and toxic, fuelled by a blind desire to humiliate one another both on and off the racetrack. Then-FIA president Jean-Marie Balestre wielded the organization to his own benefit and sided with Prost as his favourite racing son. His prejudice came at the expense of maligning Senna, the two often coming to verbal blows during driver meetings. Senna found himself in unfamiliar territory dealing with the political hubris that overshadowed his purpose as a racing driver. 

The psychological warfare intensified up until the fateful weekend at the San Marino Grand Prix in 1994, with those closest to him in the paddock recounting the ominous signs. The race inevitably went ahead, Senna putting on one final dazzling display before succumbing to his fate. The on-board camera abruptly cuts away from the final moments, and Senna’s life was no more. While denial held out hope for the best, the enormity of his death didn’t hit home until the funeral. Senna’s sister Viviane stood in front of the mahogany coffin, weeping silently and clutching onto the familiar yellow helmet as mourners came in the thousands to pay their last respects. As the end credits rolled on, the only sensation left was that of raw emotion. The only sound heard was that of a thumping heartbeat, and the only movement felt was that of streaming tears. 

The poignant moment in the film came during one of Senna’s many interviews, when he reminisced on the simple, carefree days of his youth starting out in go-karts, when all he wanted was to realize his dreams of becoming a racing driver. He succeeded in becoming so much more.

‘Senna’ will be released nationwide in Canada on 13 August. Go and see it.

Hello Pricklepants.

It has been a while since I've blogged. My last attempt at blogging didn't end too well. Actually, the efforts simply waned. Life got in the way, as it usually does. 

Of course, a couple of other things popped up as well since my last entry in 2009. Social media outlets like Facebook, Twitter, Tumblr, and more recently Google+ have all diluted the blogging experience. 'Micro-blogging' is all the rage these days. It's all about getting your point across with expedience, preferably in 140 characters or less, or a highly stylized Instagram Photo. The written word has become sidelined in this day and age. 

Having done essays in high school on a typewriter (No fancy electric typewriter here... It's all about the key travel), I believe there is still much value in writing, and writing well. 

For this first entry, I will talk about the genesis of the blog name. 'Baron Von Clutch'. It starts from an unlikely place - Toy Story 3.

When I was watching the latest installment of Pixar's much loved franchise, one character caught my eye. His name was Mr. Pricklepants. He had a thick British accent and was well versed in Shakespeare. At one point during the film Buttercup labelled Mr. Pricklepants 'Baron Von Shush', because Mr. Pricklepants always insists on prim and proper speak. 

How Regal, I thought. And how appropriate as a unique Twitter Handle.

Around the same time I was contemplating an alternate Twitter persona that centered around Motorsports and the Automotive Industry in general. My friends have gotten fed up with me talking about cars and drivers and lap times on my personal account, and honestly I don't blame them, since I can become quite pedantic when talking about such things.To make it more car-relevant I decided to replace 'Shush' with 'Clutch', and the name was born.

So now that's cleared and explained, what to expect next?

Unlike the last blog I did, which was basically a diary of my concerts and various musical adventures, this will be all automotive, all motorsport, all the time. William Burroughs said 'Write what you know', so this is me, heeding William's advice.

Onto the next...