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MST: First reactions to Franchitti’s legacy and retirement

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Some quick thoughts are below from my MotorSportsTalk colleague Chris Estrada and I this morning – written late yesterday – on Dario Franchitti’s forced retirement:

Tony DiZinno:

I guess immediacy is the nature of the game these days, so rather than give the Dario Franchitti retirement news a little time to stew (and my suggestion to not speculate on a replacement met mixed reactions on Twitter), I’ll just offer some raw, unpolished thoughts.

The first thing is that I was very concerned when his accident happened at Houston. I couldn’t really lose myself in the moment there, but having been in the pit lane on Dan Wheldon’s headset when his accident at Las Vegas happened in 2011, I felt a gut punch.

Not Dario. Not after Dan and Greg. Not the guy who is, realistically, IndyCar’s biggest name and one of racing’s foremost historians and ambassadors. Not the guy who has made so much time available for a young scribe over my own career.

So, naturally, rather than speculating on how his condition was, it was a case of waiting while news trickled and though Dario was awake and alert, I certainly knew he was injured and going to be out for a while.

And this is where his years of experience and mind counter my relatively youthful – if just as experienced in terms of fandom – mindset.

Judging by today’s statement, Franchitti was injured worse than we all realized at the time. Certainly more than I thought.

So I didn’t think his injuries would be bad enough to prevent a shot at a fourth Indianapolis 500. At a chance to race the 24 Hours of Le Mans, for now. At a chance to get back to winning in IndyCar – which generates a buzz either way, whether you love or hate him.

As a reporter, and as a fan, I selfishly wanted those things.

But, in a safety-conscious era, and with Franchitti one of the smartest drivers in the paddock, it’s the only responsible decision he could make.

You never want to see a superstar athlete’s career end due to injury, but you’ll take them going out before they take another body blow 100 times out of 100.

Franchitti gets that. And better still, he gets racing.

You may have seen the last of him in a car, but certainly not the last of him at a race track.

For now, I thank Dario for everything he’s given to IndyCar racing over the last 17 years. And I can’t wait to see what next trick he has up his sleeve for his post-driving career.

Chris Estrada:

My little brother is set to turn three years old in January. Naturally, he’s into cars, of both the Matchbox and the Disney/Pixar variety.

He’s even sat down to watch a few races with me this year…For about five or 10 laps, anyway. Then he usually walks back to the living room to launch those Matchbox cars off a Hot Wheels ramp while Henry Hugglemonster plays on the TV.

Obviously, I’ll have to wait for a bit longer before I can really give my little brother a proper introduction to racing and tell him about all the great drivers I’ve had the privilege to watch in my relatively young life.

But it’ll be worth the wait. And when that time comes, I look forward to telling him about Dario Franchitti.

I look forward to telling him about how Franchitti used his calm, cool style behind the wheel to etch his name into the record books multiple times as a four-time IndyCar Series champion and a three-time champion of the world’s biggest race, the Indianapolis 500.

I look forward to telling him about how Franchitti let his hard work and talent speak for itself, remaining a down-to-earth gentleman even as his success brought him fame that stretched beyond the racing world.

I look forward to telling him about how Franchitti had to persevere time and again, from battling through a variety of tough injuries during his career to having to say goodbye far too soon to fellow competitors and close friends.

I look forward to telling him about how Franchitti didn’t give up in his final Indy 500 win in 2012, when he fell to 29th place after getting spun on pit road during the first caution and charged all the way back to drink the milk and kiss the bricks yet again.

And I look forward to telling him about how Franchitti was intelligent enough to realize when the time had come to hang up his helmet and move on to enjoy the next part of his life.

Going back to the present, it’s a bittersweet moment. We’ll no longer get to see the legend at work, but he sure created a lot of thrilling memories for fans to hang on to.

The truly great sportsmen earn the honor of having their stories passed down from one generation of fans to the next. For his success both as a driver and as an ambassador for racing, Dario Franchitti has earned that honor.

And as my little brother grows up, I look forward to telling him some “Dario stories.”

Thank you, Dario. It’s been an amazing ride.

DiZinno: Engine drama dominates 2015 silly season thus far

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So it’s mid-October, and in both Formula 1 and IndyCar, the story of silly season 2015 is not about the drivers behind the wheel, but more about the lumps giving the drivers the power with which to do so.

The war in IndyCar has gone on more behind-the-scenes between Honda and Chevrolet as it relates to performance clauses and what can or can’t be updated for 2016.

However F1’s engine battle has been a very public spat, and been the dominant silly season storyline this fall.

F1’s driver silly season never really got going for next season. As my MotorSportsTalk colleague Luke Smith has chronicled, the one potential domino that could have made things interesting – Kimi Raikkonen’s status at Ferrari – will go unchanged into 2016.

As such, it leaves with a grid where the lineups at Mercedes, Ferrari, Williams, Force India, Sauber and most recently McLaren are confirmed to stay the same for 2016.

The only driver switch at present is Romain Grosjean leaving the unsettled, fluid situation at Lotus to lead Haas F1 Team’s charge in its maiden season.

This brings us then, simply, to the Red Bull teams.

Red Bull may give you wings, and wings right now are all that’s confirmed to power the teams into 2016.

A season-long row, spat, disagreement or whatever word you want to call it has occurred between Red Bull and Renault to the point where Red Bull has threatened to pull out of Formula 1 – which would leave its quartet of talented youngsters, Daniel Ricciardo, Daniil Kvyat, Max Verstappen and Carlos Sainz Jr. – all sidelined. Let alone all its talented mechanics and crew.

Mercedes has already moved its fourth engine supply from Lotus to Manor, and Ferrari has proposed offering a 2015 power unit, neither of which were really feasible solutions for Red Bull and by default, Toro Rosso as well.

It’s then left the two parties in a proverbial stalemate, where Red Bull needs Renault more than Renault needs Red Bull.

And in social terms, it’s a case of Red Bull needing to go back to the girl they want to dump, because it’s their only option. Perhaps it’s no coincidence the term “F1 booty call” was occasionally used on social media over the weekend to describe the situation.

The Red Bull quit threat, unfortunately, continues to persist. Adrian Newey, the sport’s most successful designer, has reiterated the concerns in an interview with Reuters over the weekend.

“Unfortunately, our relationship with Renault is pretty terminal — there’s been too much of a marriage breakdown, so we have no engine,” Newey told Reuters while in Abu Dhabi to judge the Nissan PlayStation GT Academy.

“Red Bull should not be put in a position where they’re only there to make up the numbers,” he added, noting the desired need for improvement from Renault.

One could argue, of course, that Newey’s departure has had a psychological effect on the team, perhaps as much if not a greater impact than Renault’s engine woes. And easy as it is to forget, Ricciardo still won three Grands Prix a year ago and was in mathematical championship contention until the final few races of the season.

Think in Renault’s case as well, that as a sole constructor and owner of Lotus as it is shaping up to be next year, it would behoove them to have a second set of data at its disposal, rather than going solo without another team. See Honda and McLaren for how that’s gone this year…

The fact that Red Bull has opted to go for the nuclear threat in print of quitting when all it’s really had is a bad year – something it’s experienced plenty both early in its own team lifespan, and in its prior guises as Jaguar and Stewart dating to the Stewart team’s inception in 1997 – really smacks of poor professionalism, unbecoming of the brand.

Red Bull didn’t get the top of the mountain in the business world, and in F1, without a desire to be the best.

But in the interest of becoming a true fabric of the F1 community through both thick and thin – as teams like Ferrari, Williams and McLaren have done for decades – it needs to take a step back, chalk 2015 up as a year to forget and figure out a way to bury the hatchet so it doesn’t leave all the affected individuals high and dry.

IndyCar 2015 Driver Review: Ryan Briscoe

Ryan Briscoe
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MotorSportsTalk continues its review of the Verizon IndyCar Series field, driver-by-driver, with a look at Ryan Briscoe. Despite not having a ride to start the year, Briscoe ended strongly courtesy of a series of strong runs at Schmidt Peterson Motorsports.

Ryan Briscoe, No. 5 Schmidt Peterson Motorsports Honda

  • 2014: 11th Place, Best Finish 4th, Best Start 4th, 1 Top-5, 11 Top-10, 5 Laps Led, 12.8 Avg. Start, 10.6 Avg. Finish
  • 2015: 18th Place (8 starts), Best Finish 5th, Best Start 2nd, 1 Top-5, 4 Top-10, 10 Laps Led, 17.8 Avg. Start, 12.0 Avg. Finish

For those who slag on Briscoe as being undeserving of top level equipment, his 2015 second half provided a friendly reminder of his overall ability level in what might be less than the best machinery.

Briscoe was thrust into the No. 5 car under trying circumstances to begin with, getting all of an hour’s worth practice replacing the injured James Hinchcliffe ahead of the Indianapolis 500. But subsequent drives on the ovals there, Texas, Fontana, Milwaukee and Iowa – even if the results were less than ideal – showcased a driver determined to show to the paddock he still had it, and then some. His defense against Juan Pablo Montoya in Sonoma was nothing short of brilliant, and courtesy of double points he actually finished ahead of full-season driver Stefano Coletti.

The Australian immediately gelled with the SPM team, engineer Allen McDonald and race strategist Robert Gue. He continues to prove he’s an asset, as he has enjoyed multiple opportunities to extend his career in various arenas of motorsport in both open-wheel and sports cars, the latter of which he won at both the Rolex 24 at Daytona and the Mobil 1 Twelve Hours of Sebring with Corvette Racing this year.