The Amazing Summer of '55 - Eoin Young

Just recently, I surveyed some of the unread books piled up in a corner of my humble abode.  One which caught my attention was The Amazing Summer of '55, written by the late Eoin Young. This tells the story of the dramatic, tragic and turbulent motor racing season of that year.

The book takes the form of a series of articles, arranged in chronological order, covering the pivotal racing events of 1955. Extensive use is made of quotes from participants and excerpts from diaries, giving many of the episodes a genuine rawness and immediacy. The individual articles are concise and breezy, and they cover not just the "obvious" topics and incidents, but also some more obscure and less-publicized things which occurred during the year in question.

Human interest stories are combined with technical details.  The informality and relative lack of regimentation of the mid-Fifties shines through, although doubtless the "old hands" of that period bemoaned how things were different from previous times.

This was an intriguing epoch, not just in motor racing but in the wider world. The remnants of the "pre-war" world were increasingly in collision with elements of modernity such as technological progress, scientific advances and social change. The stories concerning Ruth Ellis and James Dean help to illustrate and emphasize the latter.

The epic and momentous nature of the Mille Miglia never ceases to impress and captivate, and it is accorded due prominence here. There are some evocative quotes and passages, and amusing anecdotes.

A strong quality of this book is how it covers the broad canvas of motorsport, not just the Grands Prix, but also sportscar racing in all its facets, and also the Indianapolis 500. One can get a real flavour of the culture of racing back then, and the attitudes and motivations of the people involved.

Of course, the disaster at Le Mans in 1955 figures strongly in this work, and the horror is powerfully evoked. Some interesting material is featured relating to the aftermath, the ramifications and the investigations, especially on the response of Mercedes to the tragedy.  These sections, and also the chapter examining the Tourist Trophy race at Dundrod, highlight perhaps most acutely the differences between now and then.

I worked my way through this book through it very quickly, which is generally a good sign. It is the kind of book which prompts the reader to seek out additional information about some of the topics covered.  A lively and enjoyable read.

The Lost Generation - David Tremayne

As part of my current campaign of re-reading books, I went back to David Tremayne's "The Lost Generation", his 2006 study of the lives of three British racing drivers (Roger Williamson, Tony Brise and Tom Pryce) who died tragically young during the 1970s.

This book has rightly been the subject of considerable acclaim, and it is even one which can be recommended to the non-motorsport fan, such is the poignancy of its stories and the richness of the author's writing, knowledge and understanding.  The beauty of the photographic content also makes it visually appealing. Both the text and the pictures help to evoke the era, as well as the human qualities of the subjects.

It is tempting to say that those were "simpler times", but it is perhaps more accurate to say that they were more heterogeneous, and less regimented. Corporate conformity was but a cloud on a largely unseen horizon.

This book relates a story of hopes dashed, potential unfulfilled and hearts broken. At the same time it beautifully articulates the attributes and characters of the three young men, as well as many of their associates and contemporaries. As much as it is a portrait of Roger, Tony and Tom, it is also a compelling snapshot of an epoch.

For me, one of the strengths of "The Lost Generation" is the care taken by Tremayne to obtain input and contributions from a wide variety of sources, ensuring many perspectives and angles. The structure of the book, which could have been a tricky task to accomplish, helps to make the story flow quite seamlessly.

The chapters dealing with the drivers' rise through the racing ranks remind us of the highly competitive, but informal, environment which prevailed in those days. The depth of the research also means that misconceptions can be corrected. In this reading, for example, Tony Brise's progress through the junior formulae is less meteoric and easy than can sometimes seem the case. There is some interesting speculation as to how his occasional struggles may have shaped his outlook.

Don't expect a dry, exhaustive chronological or statistical account of the races. The focus is really on how they progressed, and on an examination of their personality traits and abilities.  Negatives are not glossed over, and things are balanced but respectful. Heavy use of contemporary press reports and interviews augments the authenticity and scope appreciably.  All of this contributes to a sense that things are being chronicled in a rounded and representative manner.

An impressive dimension of the book is the care taken to analyse the evolution of driving styles, this being especially pointed in the case of Tom Pryce, who was sometimes forced to temper his exuberant approach when faced with cold motor racing logic.  Also, we are given an insight into what changes, if any, were discernible in the three men as they climbed the ladder.

The chapters which address the deaths of the three drivers are moving, powerful but sensitively done. Equally, the author does not shy away from highlighting thorny issues.

Some of the passages, particularly those which look at the personal and family lives of the subjects, are heartbreaking.  There is some persuasive analysis about "what might have been", and how the three compared with others who survived and prospered in the sport.

"The Lost Generation" is an absorbing, honest and superbly realized work.

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.

Turbo times

Only weeks now remain before the new Grand Prix season commences in Melbourne, Australia, and the teams are going through the familiar rituals of unveiling their new cars, to be followed by testing. This year there is even more interest and conjecture than usual, as the engine regulations are undergoing a transformation. Normally aspirated V8s are out, to be replaced by 1.6 litre V6 turbo units.  All this talk of turbos reminds me of F1's previous experience with this form of forced induction motor, from 1977 to 1988.

I first became really interested in racing just as the turbos were beginning to make their presence felt. This was in 1981, when only Ferrari,Renault and Toleman were turbocharged, the French company having pioneered the "innovation" as far back as 1977. I remember that they were still regarded very much as a curiosity, and the Renaults in particular were plagued with poor reliability, although when they kept running long enough they demonstrated that they were the future.  The only question was precisely when that "future" would arrive, and when they would fully supplant the venerable Cosworth DFV.

The 1982 season was very much a transitional one in terms of the balance of power between engine philosophies. Ferrari in particular were slowly mastering reliability and driveability issues, and if Didier Pironi had not suffered grievous injuries at Hockenheim, it is probable that he would have become the first driver to win the title in a turbocharged car. In the event, the driver's championship was once again decided between men driving "atmo"-propelled vehicles.

By 1983, the pendulum had tilted decisively, and the spoils at most races were divided up between Ferrari, Renault and Brabham.  Even now, though, a Cosworth-powered car piloted by a particularly brave driver, on a circuit or in conditions which suited the unit's characteristics, could still prevail. Examples of this were Keke Rosberg at Monaco and John Watson at Long Beach. By this stage, however, even the Williams and McLaren teams had seen the writing on the wall, and had turbo projects in the pipeline.  I recall 1983 as the first real "turbo season", and it kind of passed me by, probably because the imminent demise of the DFV induced in me a form of disorientation. I was probably not the only one who was not yet totally prepared for this brave new world.

So was racing "better" when all or most of the field was turbo-equipped?  Well, it was certainly exciting at times, especially in qualifying around the mid-80s when some teams had in excess of 1000 bhp at their diisposal. Many still wax lyrical about Ayrton Senna's exploits in the Lotus Renaults, and of course there was Rosberg's 160mph lap at Silverstone in '85.  The early laps of some races, at least in 1982 and 1983, before fuel restrictions were introduced, were spectacular and frenetic, with the turbo runners seemingly intent on racing each other to destruction. Monza in 1982 was typical of this trend.

I know that several prominent journalists saw the turbo era of the 80s as one of the high points of the sport's history, because of the distilled, almost primeval drama which the technical developments encouraged, in qualifying most of all. Some offered the opinion that those cars were driven by "real men", and that they rewarded and magnified both bravery and finesse.However, there is also an argument for saying that the massive horsepower and performance differentials made it impossible to appraise driver capabilities, a perilous and unenviable task at the best of times.

As with much nostalgia, we tend to filter out the less agreeable aspects from our memories. In the 1984-86 period, the fuel rules turned some races into economy runs, and raised the spectre of cars running out of fuel in the closing stages of races. It was remarked at the time that qualifying, on stratospheric boost, bore little relation to the race, and was almost a separate event. It is significant that Alain Prost was the pre-eminent figure in mid-1980s F1, being able to juggle the vagaries of tyre wear, fuel consumption and strategy.

By 1986, Honda had begun to master the fuel consumption problems, and dominated the sport for the next two seasons, which contained much dreary and processional racing, as few could hope to match Honda's overall package for speed and reliability. By now, turbos had lost their way, the technology was becoming stale, and Grand Prix racing was looking a little tattered around the edges, with separate classes introduced for normally aspirated contenders, and some participants may have been looking further ahead, anticipating the forthcoming change in the engine regulations. Hence the utter McLaren domination of 1988, as the other manufacturers ceased developing their soon-to-be-redundant turbo engines.

Looking back, turbos, with their aura of extravagance and expense, seemed suited to the glitzy and thrusting 80s, and they broadly corresponded in direction and ethos with trends in other forms of motor sport at the time. The world has changed, though, and the rationale behind the reintroduction of turbos for 2014 is very different to that which triggered their heyday three decades ago.

It remains to be see what effect the 2014-generation turbos will have on the direction of the sport.  I somehow doubt that the raw, chilling and exhilarating spectacle of 1985/86 will return, but I remain cautiously optimistic that they will engender both some renewed technical interest and freshness, and a shake-up, however temporary, in the competitive order of things.

2013 Chinese Grand Prix

Today's Chinese Grand Prix gave further evidence of the capricious nature of modern Formula 1.  A comfortable victory in the end for Fernando Alonso and Ferrari, and much to muse on elsewhere in the field.

The extent of Alonso's superiority came as quite a surprise, and must be seen as persuasive evidence that the Italian team will be genuine contenders for the ultimate prizes this season.  In stark contrast to early 2012, they have hit the ground running this time around, with the reassurance that the Spaniard's talent and tactical resourcefulness remain undimmed. Team and driver are both up to speed, and this two-pronged challenge looks quite formidable.  At the same time Alonso, canny as ever, was quick to acknowledge that the current state of affairs cannot be taken for granted, and that the next race may present new variables to shake things up.

Mercedes continue to press, but it is hard to escape the conclusion that there are couple of small, but significant, pieces missing from their jigsaw.  That extra iota of race-pace, and total mechanical reliability, spring to mind.  Lewis Hamilton's cautionary pronouncements appear to have been borne out.  The team has moved more centre-stage, but there are still areas of weakness to rectify.

Whatever the flaws in the Mercedes situation, their position looks quite enviable in comparison to that of McLaren, who continue to look anaemic.  Today's strategy, although permitting some deceptive prominence at times, seemed tailored to getting a solid points finish on the board.  Jenson Button was philosophical after the Grand Prix, and he must also be conscious of having to shoulder the burden of leadership in the team, with Sergio Perez continuing to struggle.

A few other things are worthy of mention.  Kimi Raikkonen's pace was excellent after a stuttering beginning to the race, and it is this fleet form and relentless consistency which may ensure that the Finn remains in contention in the standings right until the end of the season.

Daniel Ricciardo was once again impressive in the Toro Rosso, and it may be that people will begin to cross-reference his assertive and confident performances with the difficulties afflicting a driver with a not totally unconnected team; a more senior Antipodean, whose future plans are the subject of renewed speculation.

A glance at the drivers' standings could be construed as quite revealing.  The four leading competitors - Vettel, Raikkonen, Alonso and Hamilton are threatening to detach themselves from the pack.  By most measures, this quartet constitutes the cream of the current Formula 1 driving talent.  The respective team-mates of these drivers are enduring various struggles and miseries.  Does this mean that more than in the recent past, F1 today places a premium on out-and-out driving skill?   I know that some observers see things in less straightforward terms, and the end of the season may be the time to formulate a more definitive assessment.

Three different victors in the opening three races.  Heartening, although this year will be hard pushed to match the statistics of 2012!

In The Name Of Glory - Tom Rubython

Continuing my post-season reading efforts, I have recently completed another book which formed part of my Kindle "backlog".  This was In The Name Of Glory by Tom Rubython, a study of the momentous 1976 Formula 1 season, and more specifically the championship contest between James Hunt and Niki Lauda.

The author does have his detractors amongst racing enthusiasts, and it has to be said that the subtitle of this book (1976 - The Greatest Ever Sporting Duel) hardly inspired confidence.  However, I was prepared to give this one a chance........

The most noticeable thing at first glance was the brevity of this publication, certainly in comparison to the two other Rubython ones which I have previously read, The Life Of Senna and Shunt, the latter of which I blogged about here:-

Shunt - The Story of James Hunt

A couple of contentious assertions early on in the book rather set the tone for me, particularly the one concerning Lauda's supposed attitude to losing the championship in such circumstances.  What is said runs totally against the grain of the majority of perceived wisdom on the subject.  Also, it is stretching things to imply that the 1976 season was uniquely dramatic, exciting or eventful.

The book contains a few factual errors.  Lauda's debut in Austria in 1971 is not mentioned, and he did not win the 1974 Belgian Grand Prix. There was no Canadian Grand Prix in 1975, and Haiti is not in South America.  These things tend to grate after a while....

The thing which most perturbed me, though, was the tendency for hyperbole and exaggeration.  Personality clashes, or personality traits, of certain individuals are laboured excessively, presumably to heighten the sense of abundant frisson.Motor racing, like life in general, tends to be a subtle and complex endeavour, and therefore best seen in a million shades of grey.  However, here the author seems at pains to interpret things in extremes. Where the 1976 season is concerned, this is unnecessary, as the reality was in itself sufficiently remarkable...

To suggest at one point that Luca di Montezemolo was solely responsible for Ferrari's mid-1970s revival is also a novel interpretation of events.  I dare say that Messrs Lauda and Forghieri would have something to say about that.  This is an example of the author's "all or nothing" approach to some topics.

There is an appraisal also of the feverish politics which supposedly gripped the Ferrari camp around that time, especially when di Montezemolo became less involved in the Formula 1 effort.  Again, there may be a little embellishment, but one can gain a good idea of the backdrop to Lauda's campaign, and these passages should be of some value to those not previously familiar with the stories.

There is much prurient, if entertaining, focus on James Hunt's lifestyle.  Where the book did score some bonus points for me was in its efforts to detail Lauda's upbringing, and his early racing activities, including the way in which he raised finance, and incurred the wrath of some family members along the way.

Unsurprisingly, much of the Hunt-orientated material will be very familiar to those who have read Rubython's Hunt biography.

For all my reservations about the book, the raw facts of the story are enough to make this an entertaining read, if one takes some of the author's flights of fancy with a pinch of salt.

The Limit - Michael Cannell

With the end of the 2012 Formula 1 season, I have thrown my energies into further exploration of motorsport history.  As part of this process, I recently read a book which had been nestling on my Kindle for a little while.  I refer to The Limit, by Michael Cannell.

Ostensibly, this book, sub-titled Life and Death in Formula One's Most Dangerous Era, takes a look at the lives and careers of Phil Hill and Wolfgang von Trips, culminating in the tragic conclusion to the 1961 season.  However, in a wider sense it serves as a chronicle of a whole epoch in the sport, and it also throws a light on the changing of the times in the aftermath of the Second World War.

There is a wealth of biographical detail about both Hill and von Trips, and some attempt along the way to gauge how aspects of their respective backgrounds may have impacted on the course of their racing careers. The chapters covering Hill's upbringing in particular I found enlightening, and some of my preconceived notions about him were dispelled.

There are some evocative and sobering passages dealing with Hill's attempts at the Carrera Panamericana, and an intriguing account of how he gradually attracted the attention of Ferrari.

The parts documenting the formative years of Wolfgang von Trips are valuable because there seems to be a dearth of in-depth material available about him, in the English language at least.  Again, the story does not conform to some of the blithe assumptions which I previously harboured.  Some effort is made to explain how he ascended to World championship contender status, from his links with Mercedes and Porsche, the ambivalent attitude of his family towards his racing activities, to some of the accidents which hampered his progress along the way.

We are also given shorter, but still affecting, portaits of some of the other characters in this drama, such as Alfonso de Portago, Luigi Musso and Peter Collins. One is left with the feeling that a uniquely diverse, complex and substantial band of men inhabited the Ferrari team, and motorsport generally, during those years.

The turbulent and tragic 1958 Grand Prix season is covered in depth, particularly the internal and political strife engulfing the Ferrari driving strength.  It appears that the scheming, intriguing and general volatility assumed some kind of peak around the middle of that year.  The portions revolving around the deaths of Luigi  Musso and Peter Collins, and their aftermath, are interesting to say the least.

Many of the anecdotes, including those concerning Enzo Ferrari, will be familiar to many, but it is good to have so many condensed into this tome, and for many the book will serve as a form of "refresher" pertaining to the goings-on of that era.

Perhaps understandably, the 1959 and 1960 seasons are largely glossed over, so that attention can be rightly devoted to the momentous 1961 championship struggle.  The impression given here is that there was more tension and gamesmanship between Hill and von Trips than is often assumed. Their relationship that year was a curious one, and it is a moot point whether any mild animosity which may have developed was precipitated by the actions of the Ferrari team itself.  The events surrounding the fateful Monza race are dealt with sensitively and without sensationalism.

One of the most striking aspects of this book for me is its depiction of the personality of Phil Hill.  He had always been a somewhat enigmatic figure to me, different in many ways from the archetypal Grand Prix driver of virtually any era, but The Limit paints a very complex picture, even when compared to that which I had always assumed to be the case. Belying his image with some as a "Ferrari man" through and through, Cannell implies that the Californian felt under-valued and under-appreciated in the team.

There is some well-pitched analysis of the differences in the relative psychological make-up of Hill and von Trips, and how this affected their attitudes to racing and its perils, their motivations to compete and their outlook on life in general.  Some racing books can indulge in this sort of thing to excess, but I think here the author got things just about right.

I found Cannell's writing style to be expressive and rich, but also accessible and enjoyable.  The atmosphere and ambience of the time, both on and off the racetrack, is powerfully and effectively conveyed. The book contains the odd, relatively harmless, historical inaccuracy, but this should not detract from the book's entertainment value. The one other mild irritant is a tendency for the socio-political importance of  motor racing, particularly in parts of Continental Europe, to be over-estimated.

I approached this book with an open mind, not knowing quite what to expect.  I was pleasantly surprised by its content and style, and by its ability to hold the interest and attention.  The fact that I got through it within a few short hours is testimony to this.  I came away feeling that I had genuinely learned things, which is one of the criteria with which I judge a book's merits.  Dedicated historians may not feel that it adds that much, but for anyone seeking a grasp of the flavour of the sport and the times, The Limit is well worth checking out.

In addition, I came away with a greatly enhanced respect and reverence for Phil Hill, Wolfgang von Trips and all those who participated in top-level motorsport during that time....

Grand Prix - the movie

When it comes to motion pictures about the sport of motor racing, the record of success would have to be described as mixed at best.  Indeed, I have seen and heard a few observers venture the opinion that some of the worst creations ever committed to celluloid have been motorsport-related.  However, a few efforts shine like a beacon amongst the general mediocrity, and remain vaguely definitive.  One of these is the 1966 movie Grand Prix, directed by John Frankenheimer.

It was an opportune time to be conceiving a film about Grand Prix racing.  In 1966, the new 3-litre engine formula was instituted, and a new breed of more meaty and muscular machines entered the arena.  These cars looked and sounded more dramatic and imposing than their 1.5 litre predecessors.  The elegant European aesthetic of the mid-1960s was also a strong ingredient in the movie's appeal.

As well as taking advantage of circumstance, the producers carried off a master-stroke by enlisting the co-operation of the Formula 1 circus, or at least most of it.  By filming at the actual venues during the race meetings, they imbued the picture with an authenticity with most other examples of this sub-genre have manifestly lacked.

As for the plot, well if not totally implausible, then it errs decisively towards the "Hollywood".  Not that most of the events depicted have not occurred in real life, but not condensed into just a few months, and revolving around a few select people! To some extent, any misgivings concerning about the story-line are ameliorated by the movie's excellence in other departments....

One of the areas in which Grand Prix excels is in its cinematography, the race action sequences being highly accomplished and advanced for their time.  Indeed, these portions of the film even stand up to 21st century scrutiny. In a wider sense, the film is visually luxurious and sumptuous, trouble seemingly being taken to focus on landmarks and the opulent.

Of the actors involved, I find James Garner's performance as Pete Aron to be the most convincing and impressive.  Garner capably constructs Aron as something of an outsider, a strong and silent type.  Hardened and quite cynical, but at the same time a humane and sensible figure.  Garner's overall plausibility and impact in the role may be related to his apparent affinity for racing.

The other performance which I find both credible and accomplished is that of Jessica Walter as Pat Stoddard.  She comes across as what might have been the public's perception of the typical racing driver's wife of the time, but the character is believable, and as an added bonus Ms Walter is very easy on the eye!

Yves Montand is assured as Jean-Pierre Sarti, evoking the gravitas but increasing weariness of a Fangio-esque elder statesman. It has to be said that some of the other actors did not work quite as well in their roles, whatever those with rose-tinted glasses may say.  The poor acting in places is an irritant and a blemish, even if it is unlikely to perturb unduly the people who will view the picture.  Some of the acting by the racing drivers is cringe-inducing, but they can be excused!

Having said that the elegance and stylishness of 1960s Europe is an enticing backdrop to Grand Prix, it also sometimes strikes me that 1960s motor racing was quite conservative, "square" even, when compared to other arenas of cultural endeavour of the time.  The "dolce vita" ambience therefore could be viewed as a touch dated, whatever its seductiveness.

The film does convey the sense of community and togetherness which, by all accounts, prevailed in those days in the racing scene, and which is so often cited as one of the main ways in which the sport has altered in the ensuing decades.  At the same time, the increasing professionalism and commercial pressures are not totally overlooked.  It was not always about camararderie and chivalry...

As is obligatory in racing films, there is much philosophising about the dangers and risks, although in fairness this is not done to excessive lengths or in a sensationalistic way.  The dialogue on this subject, and related matters,  is comparatively mature and understated, rarely descending into mawkishness.  For example, the scene outside the pub after the British Grand Prix, involving Sarti and Louise Frederickson, is very well judged.

One criticism which I would level against the script is that there is occasional superfluous "fluff", mostly in the downtime when the cars are not on track.  Although it can be contended that these passages would appeal to the "general" audience, discarding them would also have made the film shorter in length.  Perhaps they should have made an "alternative" edited version, cutting out the more frivolous parts, for the benefit of petrolheads?

The movie's makers deviated from the real 1966 calendar by having the Italian Grand Prix at Monza as the final race of the season, and also by staging the race on the old banked circuit. For dramatic effect, these decisions were perfectly understandable. The Monza sequences are beautifully constructed, with the circuit  presented as the inspiring "cathedral" of motorsport.  Tension is created, and many of the strands and sub-plots coalesce.

Granted, the four-man championship showdown may stretch credulity for some observers, but the nature of the race itself was not too dissimilar to many Grands Prix which took place at Monza during that period! The final scene of the entire movie is one of its most masterly and evocative, with James Garner strolling down the pit straight at Monza, in front of deserted grandstands.  Spine-tingling stuff....

Despite the reservations, Grand Prix remains a great looking and sounding film, and to a large degree effectively captures the organic and analog F1 of the mid-1960s.  It remains amongst the most credible mainstream movies made about auto-racing, and the much-hyped and anticipated efforts of more recent times have almost without exception failed to hold a candle to it. It is still a benchmark of sorts. The conditions under which Frankenheimer's work was made will in all probability never be replicated, and this  militates against something matching it.  Technology and finances are no substitute for realism, passion, ingenuity, and that intangible "magic"....

Felipe Massa Stays With Ferrari

News emerged this afternoon that Felipe Massa has signed a contract with Ferrari for 2013.  This announcement had been expected, due to a combination of other developments in the driver market, and a general improvement in Massa's performances of late.

I am pleased at this decision for several reasons, not least because Massa always comes across as a decent fellow, and he has toiled admirably and without complaint to improve his displays as this season has progressed. Despite intense speculation linking several other drivers with a place alongside Fernando Alonso next season, the interest in those potential replacements from Ferrari themselves seemed lukewarm at best, if it indeed truly existed in the first place.

The list of credible candidates to occupy the number two seat at Maranello was hardly overwhelming, in all honesty, after interest in Sergio Perez cooled and he opted for McLaren.  Of those linked, who could be guaranteed to perform the allotted task with the same expertise as Massa? Better to retain that stability and continuity, rather than take a risk.

Of course, the fact that Massa's contract is for 2013 only will strengthen the talk of Sebastian Vettel joining the team for the following season, although that particular story may still have some distance to travel, who knows?

Sid Watkins

It was with great sadness that we learned late yesterday of the death of Professor Sid Watkins, who did so much to advance and promote the cause of safety in Formula 1 and motorsport generally in his various roles with the FIA.

Often referred to as the most respected member of the F1 community, Watkins was on the scene of many serious accidents at Grands Prix, often administering emergency treatment which saved lives.

In the aftermath of the traumatic events at Imola in 1994, he became deeply involved in the initiatives to improve safety in the sport. He continued this work until comparatively recently. 

His two books, Life At The Limit and Beyond The Limit, gave a vivid and compelling insight into his work.

Many drivers owe their lives to the work undertaken by Sid Watkins over several decades.

May he Rest In Peace.

2012 Italian Grand Prix Review

There has always been something a bit special and unique about the Italian Grand Prix at Monza. The history, the fans and the circuit itself.  Other ingredients all add to the mystique and the atmosphere. The race is usually blessed with beautiful late summer/early autumn sunshine.  Adding to all this is the tendency for the championship to be finely poised, and for there to be feverish speculation about "who goes where" for the following season.  Announcements are often made at Monza, or at the very least driver moves come to be regarded as a fait accompli.

Of course, one Lewis Hamilton was the subject of much of the speculation over the three days at Monza, but he put this to one side to do what he does best;that is, drive a Grand Prix car very quickly.  For the second weekend running, a McLaren proved capable of keeping the opposition at arm's length, even if the margin of victory was not ultimately that commanding on the clock.  As in qualifying, the gap between McLaren and the rest just somehow felt significant....

Although Hamilton comfortably held sway at the front, the race behind him was brimming with interest, incident and no little controversy, much of this connected at least tangentially with impending driver moves.

The home team achieved results which in the circumstances were probably as good as could be expected, given Fernando Alonso's grid position and Felipe Massa's difficulties with telemetry in the race.  Although Alonso actually extended his points lead, ironically he may feel less comfortable and secure tonight, keenly aware of the gathering challenge from a newly focussed and invigorated McLaren. 

Felipe Massa appeared positive and bullish before the race, and was positive during it, making a combative start, and driving in spirited fashion for much of the race, proving what he is capable of, before deferring to his team leader.  Cynics might mumble about "contracts time" but he will certainly have enhanced his prospects this afternoon. 

Jenson Button's retirement from the race will have come as a bitter blow to a man with undoubted momentum on his side.  Post-race, however, the Englishman was philosophical, pointing to the advances which McLaren have made in their performance in race trim.

Although it is misleading to describe Hamilton's victory as "routine", it has to be said that much of the spotlight after the race was on the startling and impressive ascent to second place of Sergio Perez.  Benefitting from a bold strategy, he executed some audacious but clean overtaking manoeuvres.  What amused me was that the young Mexican seemed a touch bemused after the race, as if he has not himself yet realised just how good he is!  He is now producing displays like this too regularly for it to be dismissed as "luck".  This kid could be something really special...

A miserable day for Red Bull, and the spectre of alternator maladies raised its head once again.  It has the potential to be an Achilles heel, but it is hard to believe that it won't be addressed swiftly in some form or other.  Sebastian Vettel raced vigorously prior to his drive-through penalty.  I thought that the sanction was warranted, but that it was not perhaps as clear-cut or egregious a transgression as some are making out.

The disappointment of the day may have been Lotus.  Their prospects were much talked up beforehand, the absence of Romain Grosjean notwithstanding.  Although Raikkonen ended up in fifth, we might have expected slightly more, and there were positive noises during practice about the car's pace on fullish tanks.  Mutterings may once again be heard about their strategic abilities and flexibility. With McLaren's renewed potency, has the Lotus "window of opportunity" for a victory passed, I wonder?  We shall see....

Mercedes salvaged something tangible from the day, with both cars in the points.  They were resigned to a two-stop strategy, and their straightline speed in the race was not sufficient to compensate for other shortcomings in the car.  Consequently, they did not have enough overall performance to make up for the time lost in pit-stops.  To their credit, the drivers never ceased in their efforts to recover the deficit. 

A quick word for Daniel Ricciardo, who was once again quietly impressive.  In no way over-awed, he seems perfectly comfortable in this lofty company, as evidenced by his driving when dicing with those making up ground following tyre stops.

One sour note was struck after the race, with allegations of abuse being directed towards Lewis Hamilton by some members of the crowd.

So can Hamilton make a late run for the championship?  He and McLaren certainly have some impetus now, although much may depend on how the car copes with some of the slower and bumpier circuits to come.  Vettel's ability, and the Red Bull's liking for some of those circuits, mean he is still very much in the hunt.  Alonso is still probably the marginal favourite, and can be counted on to accumulate points through his racer's nous and savvy, and the reliability of his vehicle.  The arithmetic is frankly too complex and speculative to bother with at this stage!

Above all, today it was glorious to watch Formula 1 cars going flat-out, and racing, at such a fast and historic circuit.

2012 British Grand Prix Review

An eventful British Grand Prix, all told, with the kind of dramatic finale which we are becoming accustomed to in 2012.

For much of the race, Fernando Alonso seemed to be in control of proceedings.  He had been suitably assertive at the start, in order to protect his lead, and had then settled into a rhythm, keeping the opposition at arm's length. However, Mark Webber had bided his time throughout, keeping himself in touch and out of trouble, and was in a position to pounce towards the end when the strategic position fell in his favour. It was then left to the Australian to perform a characteristically brave overtaking manoeuvre to settle matters.  A victory for a home driver was not achievable, but a triumph for the popular Webber was clearly the next best thing as far as the Silverstone crowd was concerned.

After the race, I thought that Alonso seemed somewhat glum and downcast, whilst third-placed man Sebastian Vettel was all smiles.  It is tempting to read too much into these things; perhaps these expressions represent the standard countenance of the respective drivers.  Alonso may have been lamenting the narrow "failure" of his race strategy, whilst Vettel could have been counting himself lucky to have salvaged a podium finish.

It is fair to say that McLaren have enjoyed more fruitful weekends.  Lewis Hamilton did his formidable best, but his brief and spectacular dice with Alonso around lap 19 looked more like a gesture of defiance on his part, than anything else.  The team, realising the immensity of their task, tried unorthodox strategies, but there seemed a fundamental lack of urge from the cars.  Jenson Button's morale may have undergone something of a revival, even if his final result did not amount to much.  He may have felt that he was moving in the right direction, a departure from the fumbling in the dark of many recent Grands Prix. It will be little consolation for McLaren that their pit-stops were very efficient this time around!

One of the main talking points was the collision involving Sergio Perez and Pastor Maldonado.  Replays indicate that Maldonado was indeed at fault, and a penalty was warranted, but I think that some of the hysteria is being over-done.  Maldonado has acquired something of a reputation, and therefore any contentious incident in which he is involved will be magnified.

Michael Schumacher had another solid race, and despite running high up in the early stages, never looked like a genuine threat to the leaders.  The same might be said of Kimi Raikkonen.  The Finn's team-mate delivered another impressively fleet drive, after an early pit-stop to remedy damage incurred in a collision with di Resta.  A case of what might have been?

One of the most quietly satisfied men in the aftermath of the British Grand Prix might well be Felipe Massa.  A confident drive, and finishing not too far distant from his illustrious team-mate.  The speculation surrounding Ferrari's driver line-up for future seasons is becoming very complex! 

On to Hockenheim....

Spanish Grand Prix Preview

After a most stimulating and entertaining beginning to the 2012 season, Formula 1's pivotal European season commences in Barcelona this weekend.  The opening batch of "fly-away" races have undoubtedly whetted the appetite for the competition to come.

The Red Bull team will approach the race in Spain in good heart after their upturn in fortunes in Bahrain. Despite Vettel's victory there, there was little suggestion of the old invincibility or any permanence to this state of affairs. Some might argue that the results in Bahrain owed at least something to the shortcomings and errors of others.

McLaren's display in the last race was shambolic, and quite out of character.  Some of the wounds were self-inflicted, and unforced errors are likely to be costly in this ultra-competitive season. They seem to have taken some steps to address the failings shown last time out, and have some upgrades coming on stream in Spain. The track in Barcelona has a reputation for favouring good, all-round cars, and this should stand McLaren in good stead this weekend.  The MP4-27 has not become a bad car overnight. 

The Mugello test, not surprisingly, was largely inconclusive.  The form of Ferrari is still uncertain and hard to predict, with some modifications not emerging until the team arrives in Barcelona. Fernando Alonso will be hoping for some improvement for his home Grand Prix.  There is a danger that the competition could disappear over the horizon.

All things being equal, we should expect Lotus, Sauber and Mercedes to continue their role as realistic challengers for victory.  Of these, Lotus in particular seem to be doing all the right things, with a positive approach, and a pair of drivers who are feeding off and motivating each other.  They now need to demonstrate that they are capable of crossing that invisible barrier which separates them from becoming winners in 2012....

Mercedes have still yet to be totally convincing in race trim, but appear to be vaguely moving in the right direction.  Sauber will also be hoping to notch up more consistent race results.

The subject of tyres was very much a hot topic of conversation after Bahrain, prompted largely by Michael Schumacher's post-race remarks.   The debate on tyres has not quite escalated in the way that Schumacher may have hoped, with some F1 figures appearing to offer qualified support for Pirelli, but it provides an interesting sub-plot, and the controversy may well re-ignite in Spain, if tyre wear continues to play a central role in the performance of teams and the outcome of the race.

Occasionally in the past, what appeared to be a wide-open season has been transformed by a sudden technical breakthrough or sweet-spot being discovered by a competing team, but 2012 does not seem to conform to that description.  All the available evidence points to more of what we have been treated to in the first four races. 

Five different winners in the first five Grands Prix?  Don't rule it out.....

Racing In The Rain - John Horsman

I have resolved to spend more time reading, and in some cases re-reading, lots of books on motorsport history.  One which I never tire of is the wonderful Racing In The Rain, by John Horsman.

The book colourfully but informatively chronicles Horsman's involvement with the motorsport projects of Aston Martin, Ford and Porsche, mainly through his role with John Wyer's organisation.

The early stages of the book evoke a real sense of post-war and 1950s Britain, its optimism and its relative simplicity.  It moves up a gear when we move into the Aston Martin years, and there are some great anecdotes from this era.  It is safe to say that technology had a way to go, and improvisation was often the order of the day!

Horsman's enthusiasm for his work and his subject comes through in every word.  One thing which gives the book some bite is the author's willingness to be frank in his appraisal of mistakes made, and particularly in apportioning responsibility.  There is some exasperation with the politics of the GT40 project, and also with the vagaries of the subsequent relationship with Porsche.  Although the descriptions of these things are candid, they never detract from the book's overall charm.

The early stages of the book in particular are greatly enhanced by the author's own wonderfully evocative and atmospheric photographs.

John Horsman's own detailed technical recollections and data mean that this book should appeal both on a human level, and also for those whose interest is more of a mechanical nature. Some of the descriptions of frantic pre-race preparations and test sessions induce a real sense of "being there".

I would recommend this book to any motorsport enthusiast.  A real gem.

Kimi Raikkonen's Valencia Test

Well, both the Lotus team and Kimi Raikkonen have been making positive noises following the conclusion of the former world champion's comeback F1 test in Valencia.

The Finn clocked up some solid mileage, and also began to become acquainted with his new team. Of course, lap times were meaningless, given the machinery at Raikkonen's disposal during the two-day tesing session, and the absence of benchmarks, and we may only start to deduce pointers to the potential of driver and team once the serious pre-season testing commences with the 2012 cars.

Kimi, rarely the most outgoing or effusive of men, seems genuinely enthused and stimulated by the prospect of driving in Formula 1 once again, and needless to say it is a very welcome and heartening sight for fans to see him back where he undoubtedly belongs.

The team too has been saying all the right things, clothed in the usual F1 PR-speak. They will be relishing the chance to work with a truly top-line driver, who can be expected to drive the car to its limits, and by so doing motivate and excite the team personnel.

One of the fascinating things about the 2012 season will be to find out whether Raikkonen is capable of leading what is ostensibly a "higher midfield" team to greater things by allowing his natural talent to "lead from the front". Perhaps in this environment we will also see aspects of Kimi's make-up which have not previously been overly apparent. He is certainly eminently capable of taking a car to places which it does not "belong", but the human and political facets will also be crucial.

I have been following F1 racing for far too long to be unduly swayed or convinced by pronouncements emanating from pre-season tests. The smiles and brave words on windswept and lonely tracks often mean little once serious combat gets under way, and harsh, cold reality makes its presence felt.

All the same, Raikkonen and Lotus seem to be moving in the right direction, ready and eager to face the challenges which lie ahead.

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.

Le Mans 1970-79 - Quentin Spurring

Just a note to recommend this book, which is subtitled "The Official History of the World's Greatest Motor Race".  Here is a photograph of me holding my copy:

Although there is lavish photographic content, this is not just a "coffee table" work. There is admirable concentration on the technical aspects of the racing.

The 1970s are often seen as something of a "lost" decade for Le Mans, and for sportscar racing in general, coming as they did between the classic Ford-Ferrari-Porsche era and the prosperity of Group C. However, as Quentin Spurring capably documents, there was plenty to enthuse about, and some of the most tense racing in the history of the event.

Rather than simply provide a basic review of each race, the author also separately examines the fortunes of various teams and classes at each race, putting developments into their historical context. The level of detail is impressive, and will add to the knowledge of any sportscar racing fan.

As the race organisers sought to respond to global economic conditions and motorsport politics, the regulations seemed to be in a constant state of flux at this time, but this is just adds to the fascination. Even when manufacturer interest fluctuated, the race always seemed to reinvent itself.

Le Mans 1970-79 is an excellent and enlightening read....

How Much Would F1 Miss Ferrari?

Well, it seems that the Ferrari President has made another one of his occasional pronouncements on the direction of the sport, with many interpreting his words as a threat to withdraw should changes not be made to the regulations.

Ferrari have hastily downplayed some of his remarks, but it seems sensible to assume that Luca di Montezemolo's words are another shot across the bows of the rule-makers and other stakeholders in Formula 1, seeking to nudge them further. in the direction of change.

Even if this is, as seems likely, just another bout of sabre-rattling, what would the repercussions be if Ferrari were indeed to drop out of F1 competition? 

My intial interest in racing was sparked by the exploits of Gilles Villeneuve in the early 1980s, and back then Ferrari were definitely special. The history, the absence of overt sponsorship on the cars and the scarlet colour scheme all contributed to this. However, there was also a sense that they were fallible, and human, and that the team was run at least partly on emotion. This all set them apart from the very businesslike and entrepreneurial British outfits.

At some point in the 1990s, Ferrari realised that they would have to change in order to remain competitive. It was at this point that much of the mystique began to fade, ironically as they entered probably the most successful phase in their history.  Many were also alienated by efforts to play on the team's importance and heritage in order to influence some events.

It would be foolish to deny that losing Ferrari would be a severe setback, but I would see such an event in somewhat different terms than if it had occurred in, say, the early 1990s.  Nowadays, I would regard it as the loss of a competitive, well-funded team, albeit one with a proud tradition. The balance has shifted in the ensuing two decades.

The attitude of younger F1 enthusiasts would also be interesting to gauge. Growing up with the Schumacher era at Maranello, do they see Ferrari as quite so indispensable, in sentimental, and even, commercial, terms?  Perhaps the Italian-based team mildly over-estimates its modern-day importance? The world has changed, and Ferrari with it....

Motorsport in the 1980s

Over the past couple of days, I have been watching lots of footage of the the spectacular Group B rally cars of the 1980s, and the thought occurred to me that around that time, most sectors of four-wheeled motorsport were, by most measures, buoyant and interesting.

Certainly, the three main world championships of the time were enjoying something of a boom or renaissance, although there was some overlap between these. F1 had its "changeover" period in the early 80s,when turbos and normally-aspirated ground effects cars co-existed, followed by the fully fledged forced-induction era.  At the same time Group B rallying was starting to flourish, and Group C sportscars were getting off the ground.

A number of factors contributed to this situation.  The global economic climate began to improve from around 1983, thus encouraging involvement and commitment from manufacturers and sponsors. Television coverage of motorsport had already begun to burgeon in the latter part of the 1970s, and this no doubt prompted many companies to get involved. As the level of competition and media exposure intensified, so public interest increased, and a kind of "virtuous circle" was established.

Regulations and technology also helped to make this period memorable, and there were plenty of ambitious and astute people willing and able to exploit both. This was an "anything goes" time, in keeping with the general social tenor of that decade. Big and brazen was the order of the day in most things, and motorsport was no exception...

Another important point to make is the nature of the technology which was around in the 1980s. This was before the full onset of the electronics age, and most of the attention seemed to be allocated to increased engine power and sheer speed, and comparatively little to aerodynamics and traction. This ensured that for a few years we had a wonderful spectacle, the like of which we will never again witness.

Overall, the cars and racing of that era may have lacked some of the charm and finesse of earlier decades, but few could dispute the entertainment value, and the vigour of the competition. Drivers still seemed to have ample opportunity to express themselves.

From 1986, this golden period of sorts began to unravel, for a variety of reasons. Group B rallying was shelved following the tragedies of 1985/86.  Concerns about safety probably contributed to the banning of turbo engines in Formula 1, although costs and sporting factors also came into play. Group C sportscar racing, by contrast, appears to have been sacrificed due to official folly and politicking.

By the dawn of the 1990s, top level European-based motorsport was facing a more regulated and sedate future....

Dan Wheldon

I was shocked and saddened early this morning to receive news of the death of Dan Wheldon in the Las Vegas Indy 300.

He was one of many British drivers who, in the past two decades, moved to the US to further their careers, after opportunities in Europe were denied to them.  Although comparatively unknown to the general public in Britain, it is abundantly clear that he was well respected by his peers and the wider motorsport community.

This tragedy is another reminder that, despite the unrelenting efforts to improve safety standards, the risks are always present, and will never entirely go away. One can only hope that whatever lessons are learned are acted upon.

Sincere condolences to Dan Wheldon's family and friends.