Jackie Stewart - Winning Is Not Enough - The Autobiography

I have decided to revisit some books, in particular biographies, which had previously not made much of an impression on me. Perhaps the passing of time and a shift in my circumstances, and those of the world in general, might render them more interesting or impactful. I started with the autobiography of the former racing driver Jackie Stewart, entitled 'Winning Is Not Enough' - I read a paperback edition, published in 2009.

First of all I must make it clear that I have a lot of admiration for Stewart, for what he has achieved, and for how he has conducted his life. I wish that I had, in my own way, followed some of the principles which have paid dividends for him. At the same time, I have some mixed feelings about the merits of this autobiography.

The main reservation which I have is that certain areas of interest, such as his early life and the minutiae of his racing career, are not examined in sufficient detail, whereas other things are allotted what might appear undue space. I suppose that the reader's viewpoint will depend on how they approached the book.  Strictly as a 'racing driver biography' it does not quite come up to the mark, but I found that it compensated in other ways.

One other thing to bear in mind is that Stewart was only a 'professional' racing driver for just over a decade, so an autobiography necessarily covers a lot of other ground. Perhaps one day an eminent author will write an exhaustive, intricate and scholarly work devoted solely to his racing exploits.

His childhood struggles with dyslexia are outlined. It is instructive that once he found and identified something for which he had an aptitude, in this case clay pigeon shooting, new vistas were opened up, and his perceptions of himself and the world were altered. A reminder that we all have talents, and something to offer the world. Discovering these strengths, and then applying and channelling them positively and constructively, can make all the difference to us as individuals. This area of the book, along with Stewart's explanations of his modus operandi in life and work, were the themes which really stuck with me afterwards.

The book does not follow a strict linear, chronological pattern, but I did not find that a problem. There are lots of enlightening and amusing stories and anecdotes, although if I was being critical I would say that some of the passages are too 'wordy', and often use several words or phrases where just one would have sufficed. The prose is not particularly lyrical, but I guess this is a matter of personal taste or experience.

Another thing which emerges from the pages is how much Stewart valued simple virtues and guiding principles, and how well these have served him over the years; things such as integrity, simplicity and practicality. It is easy to lose sight of how important these things are in forming the bedrock of relationships or undertakings of all kinds. 

The question of 'name-dropping' is one which has been associated with this autobiography. Yes, there is quite a bit of it. Perhaps a bit of judicious pruning might have been advisable, but then again Stewart does mention many less famous, less celebrated figures who helped him and became lifelong friends of his. 

I actually quite enjoyed the descriptions of his associations with business and the media. This may not be a fashionable thing to say, but we can all learn something from people who have achieved great things. Try to do your best, to learn and improve, and to seek out opportunities which will be stimulating and empowering. We all have potential just waiting to be realized. We can also benefit from mixing and interacting with people from varying backgrounds, and absorbing some of their perspectives and values.

The chapters dealing with the formation of Stewart Grand Prix I found quite impressive, as they offer some insight into how much work goes into such a project, and how decisions are taken at high levels within organisations. The process does not always on hinge on formality or 'procedure'. 

Of course, considerable space is given over to Stewart's involvement in campaigns to improve safety in motor racing. One can only admire his persistence and his energy in pursuing such matters, and there are some moving and absorbing passages documenting the times when he lost friends in accidents.

Overall, this book I think provides a slightly more rounded portrayal of Jackie Stewart the man than sometimes might have been the general public perception. This book is not a masterpiece, it has its faults, but it also has, if read carefully and selectively, the capacity to inspire and to entertain. In a broader sense , for me it at least partially succeeded because it made me feel more optimistic and hopeful, for a short time anyway.

Jim Clark - Tribute to A Champion - Eric Dymock

Jim Clark is possibly the most gifted racing driver ever to emerge from British shores, yet his public profile was never as high as several of his contemporaries or near-contemporaries. Graham Hill was a charismatic extrovert who enjoyed the limelight and public affection, whilst Stirling Moss and Jackie Stewart survived their racing careers to achieve a high media profile in the ensuing decades.

Clark's comparatively low level of recognition with the general public may be put down to his reserve and reticence, and these and other elements of his make-up are examined in Eric Dymock's book, first published in 1997. The common perceptions about him may have clouded a more complicated and nebulous picture. The book devotes much space to assessing Clark's character traits and psyche, in addition to his feats on the racetrack.

Much emphasis is placed on his upbringing in the Scottish Borders farming community, as well as his education, and all this provides a more rounded portrait of the man than is often projected by superficial and condensed television documentaries and internet "screenbites".  This once again reinforces my conviction that if you want to acquire a nuanced understanding of a subject, don't rely purely on "audio-visual" media;read books, too.

Dymock's book has a quirky flavour and structure to it which I found quite appealing, eschewing a dry chronological story, and occasionally going off on tangents to explore sub-texts. Don't expect an exhaustive documentation of race results and chassis numbers. There is some input from people who knew Clark well, and their observations merely serve to strengthen the enigma. 

What emerged for me was a sometimes melancholy tale, not a smooth and seamless fairytale. The contradictions inherent in motor racing come through;people were entranced by aspects of the sport, but also had to reconcile themselves to its more unsavoury realities, especially the dangers and risks. Also, the true nature of the sport in the Sixties was perhaps not as idyllic and wholesome as is sometimes made out.  Some of that era's most revered exponents were not as perfect and heroic as some might like to hope, and Dymock does not flinch from highlighting some of the flaws. 

An illuminating and intriguing read...

Enzo Ferrari, A Life - Richard Williams - book review

With the dawn of the new Formula 1 season, I have been prompted to revisit some of the racing books gathering dust on my shelves. One of those was Richard Williams' biography of Enzo Ferrari, first published in 2001.

This is a biography of Ferrari the man, so those searching for exhaustive lists of chassis numbers, or intricate technical analysis, should perhaps look elsewhere. There is some good scene-setting stuff, exploring Ferrari's early life and his background.  Indeed, these stimulating passages left me yearning for more information concerning those formative years. The chapters dealing with Enzo's own racing exploits are equally evocative, for example the 1919 Targa Florio.

With limited space, it is understandable that this book does not go into great detail about how Ferrari reacted to, and fitted into, the febrile social and political climate which prevailed in Italy when he was launching his career in motor sport and business. The author does not ignore the issue, though, and one is left with an impression of the realities and choices faced by many prominent Italians at that time.

It is striking how convoluted, constantly shifting, and sometimes strained, Enzo Ferrari's relationship with Alfa Romeo was, much more so than is popularly imagined. I was gratified to find that this stage of his life is covered in some depth, as are the "heroic" and "golden" ages of motor racing, between the world wars. These sections are gripping, and one is left with a vivid impression of a perilous but momentous era. From the emergence of the likes of Nuvolari, Varzi and Moll, and Ferrari's relationship with these figures, to the sea-change brought about by the advent of the Auto Union and Mercedes teams. The legendary races such as the Mille Miglia and the Targa Florio are also afforded due attention.

At various junctures in this biography we are informed how some of the mythology and legend which surrounds (or surrounded?) Ferrari accumulated. It is worth stressing, however, that Williams does not go overboard on this dimension of the tale. Indeed, some myths and/or tall stories are dispelled or debunked. It is tempting to view every episode surrounding Ferrari in "conspiratorial" terms. Thankfully, a more measured and dispassionate approach is adopted here.

The parts of the book which address the tumultuous 1950s are also quite absorbing. The tragedies, the controversies, the playing off of drivers against each other, the brief Ferrari tenure of Juan Manuel Fangio and the turbulent 1958 season all feature heavily. Throughout there are also fascinating and often revealing anecdotes about Ferrari's dealings with drivers, celebrities, notables and the families of drivers. I feel that the portrayal of the man is balanced, showing his flaws but also highlighting his human qualities, which are often overlooked or obscured by the aforementioned mythology.

The outbursts of political trouble in the racing team are naturally detailed, including the problems with Italian drivers, the strains which led to the departure of John Surtees, and the Niki Lauda epoch. A recurring theme in the later chapters is the incidence of infighting, and the extent to which this was compounded by Ferrari's remoteness and consequent tendency to delegate. The complex nature of his relations with several drivers, including Surtees and Lauda, is examined realistically and sensibly. Matters were not always black and white, despite what some would like us to believe.  The accounts of the negotiations with Stirling Moss and Jackie Stewart leave me with a sensation of "what might have been".

Of course, Ferrari's personal and family life are documented here, as is the growth of the road car side of the company. We also learn about the abortive negotiations with Ford in the 1960s, and the subsequent agreement with Fiat.

Overall, this is a lively and well written book.

Ayrton Senna

In the summer of 1983, I was slowly becoming obsessed with Formula 1 racing, having had my imagination well and truly captured by the exploits of Gilles Villeneuve a couple of years before. I vividly recall reading the various motor sport magazines around that time, and learning about a remarkable young Brazilian, who in those days raced under the name Ayrton Senna da Silva. Soon enough this precocious talent found his way to Grand Prix racing, and we now found ourselves commemorating the twentieth anniversary of his tragic accident at Imola.

Only yesterday I was speaking with a female friend, who told me that she had no great interest in Formula 1 as such, but had been utterly captivated by Senna's charisma, and remains so to this day. Untold millions around the globe were affected in a similar way. Senna possessed that intangible magic which transcended his own field of endeavour, an accolade which goes to the very few. It can be persuasively argued that he played a massive role in transforming F1 into the slick multinational media spectacle that we see today.  He broadened the appeal of the sport.

Not unnaturally, Senna's tenure with the McLaren team tends to be highlighted, but I find his period with Lotus, from 1985 to 1987, equally compelling. The legendary outfit was in a slow decline, but Senna's mixture of raw ability, work ethic and competitive spirit kept them in the hunt. His tally of pole positions from those seasons, even when up against McLaren, Williams, Ferrari et al, speaks for itself. Senna was competitive almost everywhere, at least in '85 and '86, and his fearsome commitment and dedication were already clearly evident. Both in and out of the car, he took the "science" and "art" of Grand Prix racing to a new level, even above that practised by such modern greats as Stewart, Lauda and Prost, who had been cited as innovators and modernisers.

In common with most of the truly great drivers, Senna had what almost amounted to a "sixth sense", by way of his mechanical sensitivity. The most startling example of this which I have personally seen was captured in a British television documentary covering the 1993 season. At one race, Senna returned to the pits, unhappy with the performance of his car, and insisted that there was a minor problem with the engine, this seemingly having not been highlighted by telemetry and so forth. After much debate, the engine was dismantled, and sure enough a small but significant fault was discovered....

Stewart on Vettel

Last week, Sir Jackie Stewart suggested that Sebastian Vettel could not yet be regarded as one of the greats of Formula 1.  The Scotsman, a three-times world champion and often seen as a pivotal figure in the history of the sport, referred to Vettel's possession of a dominant, or at least highly competitive, car during much of his tenure in Grand Prix racing as supporting this contention.  I appreciate that I am a bit late to this story, but here are my thoughts....

My own view is that Vettel is well on his way to becoming a great, purely because of the weight of statistics. Multiple world titles, allied to a plethora of victories and pole positions, do not lie, whatever our perception of technological or financial advantages.  If the German notches up, say, 50 or more Grand Prix wins, even in a superior car, it would be churlish in the extreme for anyone to see this as anything else but "greatness".

I would however draw a distinction between greatness and "legendary" status.  The latter is invariably achieved via a more circuitous route.  To get there a driver, as well as making a firm imprint on the record books, must also accomplish something exceptional or extraordinary, thereby transcending his own sport, and reaching into the consciousness of the wider public, in the manner of a Fangio, a Senna or even a Lauda.     Legendary status can be reached in a number of ways, such as overcoming technical deficiencies, or overcoming adversity.

Vettel is not a legend yet, but he has time on his side.

Francois Cevert

The advent of the internet has enabled younger racing fans access to information about some of the heroes of the past, and many of these drivers have become icons for a new generation.One driver who inspires much coverage, and deservedly so, is the stylish Francois Cevert, who left a genuine legacy during his relatively brief career, which ended with his tragic accident at Watkins Glen in 1973.

Cevert embodied everything that was great about that period in racing, the free-wheeling early 1970s.  Sadly, whilst epitomising an era, he also fell victim to its ever-present perils.  Much of the attention now given to him probably stems from a perception that he was a man denied his destiny, being cut down just as he was reaching his prime.

I have long been an admirer of the Jackie Stewart/Tyrrell era, and have therefore been exposed to a good deal of footage, literature and information concerning Francois. A handsome, charismatic and cultured young man, he seems to have made an indelible impression on all those who met him. Whenever I have seen Jackie Stewart, Ken Tyrrell or anyone else associated with the tight-knit team interviewed about Francois, one could sense the genuine affection in which he was held.

The Parisian spent his entire Formula 1 career in the homely but efficient confines of the Tyrrell team, after being given his chance following Johnny Servoz-Gavin's sudden decision to retire in 1970. Cevert had the backing of fuel company Elf, but Jackie Stewart's promptings, having raced against the youngster in Formula 2, also seem to have weighed heavily. 

The rest of the 1970 season was very much a bedding-in stage, but the newcomer clocked up valuable mileage, and before too long was delivering consistent performances.  The March 701 might have been a reasonable vehicle with which a youngster to find his feet, but as the year progressed it was surpassed by the developments and innovations of the more established constructors.  The introduction of Tyrrell's own car, although initially entrusted only to Stewart, boded well for 1971.

It was now that Cevert truly began to come under the tutelage of Stewart, and began to develop very much in the Scotsman's image; smooth, and with mechanical sympathy.  Francois was aspiring to emulate Stewart's facility for setting up a car to be easy to drive, thereby minimising errors and encouraging consistent lap times in the races.

In the early races of 1971, Cevert was playing himself in gently, still learning, and also adapting to the new car.  Around the mid-point of the season, however, things started to come together.  His first podium finish was achieved, appropriately, on home turf at Paul Ricard, and his gesture of exultation as he crossed the line indicated that he felt that a major threshold had been crossed. After another second place in Germany, he was then in the thick of the frenetic action at Monza, eventually finishing a very close third.

Finally, at the season finale at Watkins Glen, New York, he scored his maiden Grand Prix victory, winning fair and square.  It was one of those days when the whole F1 community was genuinely pleased for the winner.  Little did anybody know that this would be his sole World Championship victory in Formula 1.

As can often happen to a rising talent, the Cevert star waned somewhat in 1972.  Whether Cevert began to over-analyse or over-theorise is difficult to say, but the Tyrrell team was admittedly in a state of transition at the time, and the health problems suffered by team leader Stewart may have unsettled his understudy.  The new car introduced at mid-season was temperamental, and the Frenchman infamously crashed it during practice at Clermont-Ferrand.

The downturn of 1972 is regularly used by detractors to assert that Cevert was over-rated.  There were mitigating factors, which we have touched on, but it is difficult to dispute that at many races that year Francois was quite lacklustre. On the plus side, it can be argued that he learned much in adversity, and that the disappointments accelerated his motor racing education, equipping him for the challenges to be faced in the future.

As 1973 dawned, the Tyrrell team was more stable, focussed and prepared, and this was reflected in the consistency shown by Cevert from the outset.  His driving now had real authority and flair, and he was on the pace much more regularly.  Tactical imperatives often dictated that he deferred to Stewart, but Jackie has admitted since that on several occasions that year Francois was perfectly capable of beating him, the Nurburgring being an example of this. The apprentice was now beginning to match the sorcerer.

Francois still seemed content at this stage to gain more experience, and soak up the knowledge and advice imparted by Stewart.  He guessed that 1974 would be his year, although he did not know for sure that the Scot would be retiring at the end of '73.  Cevert thought he had time on his side.  Then came Watkins Glen...

So how good was Francois Cevert, and what heights could he have reached had he lived?

He was only 29 years old when he died, and still developing as a driver. While not blisteringly quick and spectacular in the mould of Peterson or Rindt, he was blessed with some natural ability, and was also acquiring many of the qualities of a "thinking" driver, such as Fittipaldi, Lauda or his mentor Stewart.  The arrangements which prevailed in the Tyrrell team make it awkward to gauge his ultimate potential.  There were de facto team orders, and possible differences in equipment allocated to each driver. Cevert's junior status in the team from 1970-73 must also be considered, giving him less responsibility, and pressure.  Some of the Tyrrell cars of the time were reckoned to be quite tricky to handle, another fact which shows just how masterly Jackie Stewart was...

There has been much debate about whether Cevert would have won the 1974 World Championship.  It is tempting to say "yes", based on the assumption that his upward curve of development would have continued.  However, one also has to point out the resurgence of Ferrari, the continued development of McLaren's M23, and also the disruptive effect that Stewart's departure would have had on Tyrrell, whatever the other circumstances.  Many of the calculations assume that Francois would have immediately blossomed after emerging from Stewart's shadow, and reckon without the generally tighter level of competition in Grand Prix racing in 1974.

In the event, Jody Scheckter, who was effectively the replacement for Stewart, came quite close to winning the championship. We can assume that Cevert would have out-performed the South African, but we will never know for sure what would have transpired.

One thing which we are certain of is the fondness with which Francois Cevert is remembered, much more so than some people who made a greater imprint on the record books than he did.  It is heartening to be reminded that human qualities still mean more to many than mere statistics....

Rubens Barrichello

With the news, as expected, that Bruno Senna will fill the one vacant seat at Williams for the 2012 season, another Brazilian driver is contemplating what looks like the end of the one of the most distinguished and eventful of all Formula 1 careers.  With characteristic good grace and class, Rubens Barrichello wished his successor good luck, but where does he himself go from here?

I first came across the name Rubens Barrichello in 1990, when my interest in motorsport was at its height, and I avidly devoured news of the goings-on in the junior formulae.  In winning the intensely competitive GM Lotus Euroseries, the novice exhibited not just a fine turn of speed, but also some of the subtler qualities which separate the potential World Champion from the mass of raw and eager youngsters.

There was more of the same in British Formula 3 the following year, as Rubens engaged in a lively tussle for the title with David Coulthard, eventually emerging triumphant. I seem to recall that he occasionally had some difficulty getting off the starting line, and this made for some entertaining racing, something not always prevalent in Formula 3!

Rubens continued his motor racing education in Formula 3000 in 1992.  He did not meet with the instant success enjoyed in the previous categories, and there must have been the fear, seemingly endemic amongst young drivers, of an imminent career plateau.  However, any worries proved unfounded, as he was signed up by the Jordan F1 team for 1993.

As soon as he entered the highest echelon of the sport, Rubens showed that he belonged there, with his maturity and natural talent. The 1994 season brought conflicting emotions, with points on the board, but also the trauma of a serious crash in practice at Imola, and the death of Ayrton Senna.

The capricious form of the Jordan team dictated that the following two campaigns did not improve markedly on what had gone before, and Rubens must have been delighted with the chance to drive for the new, but well equipped, Stewart team for 1997.  His second place at Monaco was memorable, prompting emotional scenes, including tears from Jackie Stewart himself.

By now, Rubens was regarded within the F1 fraternity as a fast, reliable and technically adept performer, as well as a consummate team-player.  It must have been somewhat galling, therefore,that when the Stewart outfit notched up its first victory, at the Nurburgring in 1999, it was team new-boy Johnny Herbert to whom the cards fell, although the Brazilian hid any disappointment with his usual good humour and grace.

Now came the call from Ferrari, and although he was playing second-fiddle to the great Michael Schumacher, at least Rubens had the theoretical possibility to be a contender for race-wins and podiums at every Grand Prix. His outpouring of emotion and joy on the podium at Hockenheim after his first F1 victory was both moving and engaging, and everyone in the sport was genuinely delighted that he had achieved that richly deserved milestone.

The rest of Barrichello's tenure at Maranello brought more Grand Prix wins, but also controversy and debate concerning his precise role within the team, and his relationship with Schumacher.  Whatever reservations Rubens may have harboured, he got on with his job professionally and assiduously, reinforcing his reputation as a steadfast and conscientious customer, as well as a "good bloke".

After the dizzy heights and tumult of the Ferrari years, the rest of Ruben's career was perhaps destined to be an anti-climax, but a renaissance of sorts occurred in 2009, with the almost fairytale exploits of the Brawn equipe.

The time with Williams has been frustrating, but Rubens usually managed to maintain his dignity and optimism.

His strenuous efforts to remain in F1 at the end of 2011 indicated that his motivation and desire remained intact, but can he adapt those competitive juices to other, less exalted, forms of motorsport? The DTM, Indycars and endurance racing all remain theoretical possibilities.

If this is indeed the end of Rubens Barrichello in F1, it will feel strange without him.  Many fans will not have seen a race without him competing.  In many respects he has set a benchmark for how drivers conduct themselves, overcome adversity and maintain motivation and focus.

Whatever the future holds for Rubens, the best of luck to him.

Golden Era?

In a recent interview, Fernando Alonso suggested that the 2012 driver line-up will be the strongest in the history of Formula 1, with six world champions on the grid, and other notables such as Massa and Webber also out there.

This claim has also been advanced by some fans and members of the media, but does it stand up to scrutiny?  Whilst statistically the CVs of the class of 2012 will make impressive reading, other factors need to be examined.

Two of the six champions in the field will be Michael Schumacher and Kimi Raikkonen.  The German cannot be said to be at his peak, whilst the Finn is returning from an F1 hiatus.  There is also an argument for saying that the statistical accomplishments of drivers in this current era are distorted by the polarisation of resources, and therefore success, amongst two or three teams. Smaller grids also mean that there are fewer also-rans diluting the quality of the grid.

So which other periods in F1 history can claim to have had comparable, or superior, depth of driving talent?  Well, the mid-to-late 1970s, prior to the retirement of James Hunt and Niki Lauda, were very strong in this respect. In addition to Lauda and Hunt, we had Mario Andretti,Carlos Reutemann, Ronnie Peterson, Jody Scheckter, Clay Regazzoni, Patrick Depailler, Carlos Pace, John Watson and others. The racing at this time was fantastically competitive, and the victories were therefore spread around more, meaning that many careers left more of an indelible mark in the minds of fans, rather than in the record books.

Similar claims could be made for the 1960s and early 1970s, the "Jim Clark" and "Jackie Stewart" eras, and of course the issue of safety has also to be taken into account when making an assessment. Careers tend to be longer nowadays, cars are more reliable and there are more events on the calendar.

In truth, it is very difficut to make a direct comparison, because racing has changed out of all recognition over the decades, but I would simply counsel caution over possibly inflated claims made about the quality of the current grid. By any objective standard, it is indeed a formidable line-up, but people would also be well advised to consult the history books in order to acquire some perspective....

Senna - DVD review

For various reasons, and much to my chagrin, I did not get around to seeing Senna at the time of its release in the cinemas. However this documentary film has now been released on DVD, and these are my thoughts.

I approached the viewing with mild trepidation, having heard and read the praise lavished on the movie since it came out, and worried whether the reality would live up to the hype. Also, I had seen several other Senna-related documentaries over the years, and wondered if this one would just re-hash and repackage the material from previous efforts.

My concerns, I am happy to report, were largely misplaced. I found Senna to be a beautifully produced film, meticulously researched and well-balanced.

I would not describe it as a definitive documentary about Senna's racing career. Little effort is made to examine the technical aspects of racing, and some portions of Ayrton's exploits are afforded scant coverage. Rather, it is primarily a human story, possibly aimed at the layman or casual fan rather than the racing "anorak". Having said that, there is plenty here for any Formula 1 enthusiast to relish.

Particularly impressive is the amount of rare archive material which has been uncovered for this film. It was not just a case of showing the same old familiar footage. Some of the material from the Brazilian media was particularly revealing.

Thankfully, the producers resisted the temptation to employ "talking heads", in the form of journalists and racing people, to tell much of the story.  Any such analysis, supplied by a select few observers, was in audio form only, accompanied by pictures, and was used largely to add context to the narrative. These contributions, together with the striking footage, and the words of Senna himself, served to drive things forward admirably.

Instead of being a dry, chronological account of Senna's achievements in the sport, the film concentrates on several of the pivotal periods and races in his time in F1. From Monaco in 1988, which many regard as a watershed, because of his otherworldly qualifying performance and unforced error whilst leading the race, to the Japanese Grand Prix of the same year, when he clinched his first title, and other episodes.

Naturally, a sizeable proportion of the movie is taken up by the tumultuous years of the Senna/Prost rivalry, from the relatively cordial, but still tense, days of 1988, to the outright animosity of 1989/90. Although Senna's side of the story is told, the film is quite even-handed and non-partisan.

Perhaps the passing of time has enabled some observers to be more dispassionate and candid about the events of that era, and this seems to emerge in the film. The sourcing of commentaries from various countries (UK, Brazil, USA etc) also helps to instill a sense of balance.

Some of the most illuminating passages of the film are the clips from drivers' briefings, and Senna's interactions with his fellow drivers and officialdom.  The tension evident in those meetings is palpable, particularly in Japan in 1990. Senna's increasing concern about safety matters is also clear, from 1990 onwards.

I would not go so far as to say that this is a "warts and all" documentary, but neither is it a deferential whitewash. For example, the infamous interview with Jackie Stewart is given an airing, as are the criticisms by the likes of Alain Prost.

The sections dealing with racing are interspersed with home and family footage, and some effort is made to assess Senna's social impact in his home country. I think the film-makers pitched this side of things just about right.

In addressing the traumatic events of Imola in 1994, the film does not try to be wise after the event, and allows the pictures and words to tell the sad story. The aftermath of Imola is dealt with beautifully;moving but not maudlin.

As mentioned before, the film does not attempt to be an exhaustive chronicle, but I was surprised that scant mention was made of Senna's relationship with Gerhard Berger, and that Ayrton's exploits in the junior formulae, and especially his Formula 3 rivalry with Martin Brundle, were largely ignored. Admittedly, these are minor complaints, in view of the time constraints.

One very nice touch was seen at the end of the film, when the story came full circle, and we returned to Senna's karting days, before politics, money and pressure held sway.

For me, Senna was definitely worth the wait. An endearing and compelling portrait of a complex man and his remarkable, if tragically short, life.