Revson's Last Formula One Victory: Rebuilding a Race Lap By Lap

A wet start to the 1973 Grand Prix of Canada would prove an omen of what was to come.

It remains to this day one of the most controversial and fiercely debated Formula One Grand Prix races of all time.  Coming up on the fortieth anniversary of the legendary 1973 season that saw Jackie Stewart win the World Driver's Championship, there's still the controversy of who should have won the Canadian Grand Prix, which took place on September 23, 1973 at Mosport International Raceway.  What should have been a routine race ended up being anything but, with the race marking the first time in Formula One history that a Safety Car was deployed and the resulting confusion over who the actual winner of the race was.

These are the facts of the Grand Prix.  The race started with a twenty-five car field in wet conditions.  Going into the race, the Driver's Championship had already been decided with Jackie Stewart taking the honours.  The Constructor's Championship was a dog fight by a mere three points separating Lotus-Ford and Tyrell-Ford.  With two races to go in the Championship including the Canadian and United States races, every position on the track mattered for the points the two constructors could gain.  Neither Ken Tyrell nor Colin Chapman was going to give an inch if they could avoid it.  By lap 24 of the Grand Prix, the track conditions had changed, creating a very chaotic and busy pit lane while teams changed tires.  On lap 33, an accident involving Jody Scheckter and Francois Cevert would create the call for the first Safety Car deployment in Formula One history.

What has been debated is who won the race.  This was significant as the finishing order of the Canadian Grand Prix essentially decided the Constructor's Championship.  As the checkered flag dropped on the race, Peter Revson was the man that had been shown the flag first and was classified as the winner.  Colin Chapman, who had been in pit lane the entire race, was convinced the officials had it all wrong as a result of the pit stops and the Safety Car having been deployed during the race.  He was determined to gain the advantage over Tyrell in the Constructor's Championship and proceeded to the Control Tower to file an official protest of the results.  Chapman claimed that his driver, Emerson Fittipaldi, had won the race instead of Revson. (Note:  To this day Emerson Fittipaldi continues to claim he was the rightful winner of this race.)

Tower Steward Ron Evans was packing up in the Control Tower.  His weekend was done for all intents and purposes, and he wanted to take his wife and four-year-old daughter home.  Evans had a class of high school students to teach at 8:30 a.m. the next morning.  Busy sorting through paperwork, he was surprised when he heard a throat being cleared and looked up to see Colin Chapman standing in front of him.  Evans had a sinking feeling he was not headed home as soon as he'd hoped and braced himself as he asked Chapman if he could help him with anything.

'I wish to file a protest' came the polite and short reply in Chapman's rather bland English accent. Chapman had all the necessary paperwork completed and in hand to turn over to the officials.

Colin Chapman, Team Principal, Lotus-Ford

Evans referred Chapman to the Clerk of the Course, Paul Cooke.  Cooke referred Chapman's protest to the Chief Steward, Dr. Sid Mandel, for action.  Sometime approximately two hours after the checkered flag had fallen, Mandel called to order one of the largest and important protest hearings in Formula One history.  The hearing was attended by 22 representatives from all the participating Formula One Teams, the Stewards, and representatives of the Canadian Race Communications Association, the official Timing and Scoring organization of the race.  Approximately 30 people set about the daunting task of figuring who had won the 1973 Formula One Grand Prix of Canada.

It should be noted that in 1973 there were no transponders or computerized/electronic timing equipment.  The technology simply did not exist until the late 1980's.  All timing and scoring was done on lap charts by hand.  The same method used to determine the winner of an amateur race was used to determine the winner of the highest level of motorsport competition in the world.  It is a dying skill in the today's motorsport world, with less and less people able to maintain a handwritten lap chart as each year passes and the sport becomes more reliant upon technology to provide the information needed.

Mandel acted as the Chairperson of the hearing while Evans took notes and minutes.  Each Team was represented by the individuals that had created the Team's lap charts for the race.  In addition, the lap charts of the official Timing and Scoring representatives were included.  While several witnesses including Paul Cooke spoke before the meeting, there were no other attendees.  In the seven hours that followed the start of the meeting the Teams themselves, with the assistance of official Timing and Scoring, reconstructed the entire 80 lap race one lap at a time.

Current ASN/Canada FIA International Steward Terry Dale has found himself in similar circumstances during his tenure as a Chief Steward.  However, Dale has never had to hold a protest hearing as large and as complex as this one.

'It's a huge task to hold a protest hearing with this many people in it.  I have had several teams involved in a protest hearing but never have I required every race team's involvement.  It would be an absolutely monumental task and the level of diligence and detail required for this meeting is far beyond anything I have ever dealt with.  I cannot begin to imagine the level of stress and pressure put on those involved.'

Using their handwritten lap charts, the Teams agreed after each lap as to the position of each car in the race.  The accuracy and ability of the Teams to accomplish this feat stunned Evans, who admits it was incredible to witness.  The level of detail the Teams were able to put into the reconstruction of the race left no doubt as to what the final result was.  There was no arguing, fighting, or disagreement during the meeting that required intervention by Mandel.  The final decision signed off by Mandel was a set of race results determined by all 11 Formula One Teams and official Timing and Scoring themselves using their own handwritten lap charts.  The official results of the race published and available today were determined and agreed upon by all of the participating Formula One Teams, including the protesting team of Lotus-Ford, and not a result decided independently by the Stewards.

At approximately 1:30 a.m. on Monday, September 24, 1973 the victory for the race was confirmed as being Peter Revson's.  In losing his protest, Chapman was denied the advantage he thought was needed going into the final race of the season.  Trailing by one point in the Constructor's Championship, Tyrell lost the Constructor's Title by ten points at the end of the United States Grand Prix.  That loss would unfortunately become insignificant due to the death of Tyrell driver Francois Cevert at the U.S. Grand Prix.  In addition, that 1973 Canadian Grand Prix victory would be the last one for Revson, who died in a testing accident in March of 1974.  It would also be 20 years before Formula One would again deploy a Safety Car in a race, a sight that is quite common place in modern racing.

Peter Revson during the 1973 Formula One Season.

The 1973 Canadian Grand Prix goes down in history as being unique for many reasons.  Until now, no one knew that its finishing order was a testament to the ability of human beings to reconstruct a race in full from handwritten lap charts and to cooperate in the pursuit of the truth.  It is one of the most incredible feats in the history of motorsport and should be one of the reasons why the 1973 Canadian Grand Prix is remembered most.  Not every race is won on the track or in pit lane.  Sometimes the race is won in a handwritten lap chart.  It's an important lesson to remember, particularly in the modern era of computers, transponders, and timing loops.

 Acknowledgements:  My thanks to Paul Cooke (Vice-President of Competition ' ASN/Canada FIA) and Ron Evans (Retired) for sharing their recollections of this race with me, current FIA International Steward Terry Dale for his opinion, and Allan De La Plante for his wonderful photos.

Colene Allen is the Canadian Motorsports Media Correspondent for In The Pits Racing Radio on the ESPN Radio Network.  She is a 14 year veteran road course racing official. 

Review: 2013 Cadillac ATS

Mention 'Small Cadillac' to any car enthusiast and I assure you that you will not get a positive reaction. Why? One reason: the Cadillac Cimarron. Basically a tarted up Chevy Cavalier, the Cimarron was available from 1982 to 1988 but the damage to Cadillac's reputation is, obviously, still talked about today. Traditional Cadillac buyers were unimpressed, and the Cimarron did not win over any buyer considering a European sport sedan. The car was a complete disaster on every level.

The Cadillac ATS symbolizes the marque's return to a smaller car, but this is not 1982. Thirty years after the Cimarron debuted, Cadillac introduced the ATS, and it was made loud and clear that the BMW 3-series was its main target. In 1982 everyone laughed when Cadillac said the same thing, and I still wonder if Cadillac was joking when they said it at the time, or if they really were that delusional. But this time around, it is not a joke, and nothing to laugh at. Cadillac has completely turned itself around, with the well-received CTS proving they have what it takes to run with the big dogs. Still, with a track record like Cadillac and small cars, it takes a lot of guts to stand up, point straight at The Benchmark BMW and point blank say 'We are coming after you.'

To look at, the CTS is arguably one of the most attractive Cadillacs seen since the Pininfarina designed Allante. With no design history tying down designers, the ATS design team was given a clean slate. The ATS is instantly recognizable as a Cadillac, but is easily the best interpretation of their current design language. For years, everyone thought their sport sedan would succeed if they simply made it 'look German'. It did not work. The ATS is modern American luxury at its finest. A near perfect mix of contemporary styling, elegance, sophistication and aggression all come together for one of the most perfectly executed cars offered by an American car company. Gorgeous LED exterior lighting, along with our car's optional White Diamond Tri-Coat paint and 18' wheels were icing on the cake.

Inside, the ATS is instantly recognizable as a modern Cadillac. Fit and finish and quality of materials were about what you would expect, and the cabin was certainly quite pleasant to look at. While comfortable over long distances, the ATS' seats fall short of the competition in terms of comfort and support. Cadillac, I urge you to buy a Volvo S60 just for the sole purpose of tearing its seats apart and learning how it is done. Then there is the matter of CUE, short for Cadillac User Experience. Until now, all GM cars had a fairly intuitive infotainment interface, but Cadillac has gone a step further with CUE. Oh, I meant a step backward. In a week living with the ATS, I could never figure out how to set a radio station preset. It took me three days to figure out how to work the haptic climate control on the center stack, and I own an Android phone and an iPad. I get that Cadillac is trying to be hi-tech and cutting edge, but what is the point if all you are doing is frustrating the end user?

CUE headaches aside, it seemed like I was the only one having fun inside the ATS. The interior of the ATS is tight quarters, especially in the backseat. The ATS served as the Williams family car over Christmas, which is a tough test for any car. Our holiday started with a mad dash to lovely Lancaster County, Pennsylvania. At first glance, I could tell the rear seat was tight quarters, but with a child's booster seat and two adults it was claustrophobic. While doing interior photography of the ATS, with the driver's seat set for my 6' 1' frame, I barely had any room when I took a seat behind for pictures. It also doesn't help the ATS suffers from a pitifully tiny trunk (10.2 cubic feet). For a weekend trip of a family of three with no present larger than a box of Lego's, the ATS trunk was filled to capacity, and the rest had to ride in the backseat. Yes, the ATS is a four door, but as a family car, there are compromises.

For drivetrains, Cadillac offers a wide variety of choices for the ATS buyer. Starting at the bottom, a 2.5L four cylinder rated at 202hp. Critics are quick to dismiss this engine as unrefined and slow. While close in power to an Audi A4's 2.oT, it appears this engine just does not make the grade. Next step up is a 2.0L turbocharged four rated at a more healthy 272hp. At the top of the ladder is a 3.6L V-6 rated at 321hp, which is what our test car was equipped with. All ATS' come equipped with a six-speed automatic, but the 2.0L Turbo can be had with a six-speed manual. Come on Cadillac, you offered the V-6 Cimarron with a 5-speed manual, why not with the V-6 ATS? Also, all ATS' are rear wheel drive, but all-wheel drive is available on the turbo four and V-6 models.

I alluded that I was the only person smiling in the ATS, and that is for good reason. Cadillac has constructed an excellent performer in the ATS. The V-6 engine, although used in other GM cars, seems to have been made specifically for the ATS. Shifts from the automatic are crisp and intuitive, and I never felt the need to use the magnesium shift paddles. Acceleration was quick off the line (Edmunds tested a 0-60mph run in 5.7 seconds in the same car). Cruising at speed on the interstate was blissful, and cutting through traffic at a rapid rate while my family dozed off proved the Cadillac's highway prowess. On the hilly, twisting farm roads of Lancaster County, the ATS was a lively, willing partner ready to dance. For an all-wheel drive V-6 sedan, the ATS boasts a relatively low curb weight around 3,600lbs. Add to that a near perfect front/rear weight distribution and Brembo brakes up front help explain why the ATS is such a pleasure to drive. From a driving perspective, Cadillac nailed it.

The ATS is available in four trim levels: Base, Luxury, Performance, and Premium. The base car starts at just over $33,oooUSD. Our test car was a Performance model with the V-6 with all-wheel drive. Standard on our car were handcrafted cut and sewn leather interior, power front seats with memory, Bose audio, SiriusXM and HD radio, Bluetooth, alloy pedals, dual zone auto climate control, LED interior lighting, front and rear parking assist, rear vision camera, and remote keyless entry. Options on our test car included the tri-coat paint, 18' wheels, and Cold Weather Package (heated seats, heated steering wheel), and navigation. As delivered, our ATS had an MSRP of $47,780, a good buy compared to our similarly equipped four cylinder BMW 328i.

It is evident everywhere you look that Cadillac has tried their hardest at aiming their sights on the BMW 3-series, and for their first efforts, the work put into this car has paid off. The ATS is gorgeous to look at, and offers driving dynamics to match the best the competition has to offer. Yet, no matter how great a driver's car the ATS may be, there is one hurdle no amount of work and engineering can overcome. Brand perception. During my Christmas week with the ATS, meeting with family and friends who are fellow members of Generation X, even after taking in the beautiful profile of the ATS, took one look at the Cadillac wreath and crest on the front fascia and immediately called me out for driving an old man's car. Which is unfair to the ATS, because it is not. Cadillac perfected the driving experience and styling of the ATS, but a cramped interior, confusing infotainment interface and tiny trunk are detractors to an otherwise excellent car. Us car guys know Cadillac has made tremendous strides in the past decade, but with a car like the ATS ready to take on the best, is the brand still doomed by the average person with a perception this is a car for senior citizens? The sales numbers will tell the story.

Review: 2013 VW Beetle TDI

Cars are not simply about getting from Point A to Point B. Cars can define a time in history, influence our culture, even change our perception of what we want, or expect from a car. Without a shadow of a doubt, the Volkswagen Beetle stands in an elite group of one of the most significant automobiles of the 20th century. Yet, the Beetle rests a bit uncomfortably from the very country who invented it. And this is where automotive culture kicks in. The history of the Beetle is well known. Adolf Hitler asked Dr. Ferdinand Porsche to design a simple, affordable car, with the intent of offering German families a new car in their driveway. Here in the US, the Beetle is often associated with the counter-culture in the Vietnam era, was blessed with a brilliant advertising campaign, and, simply put, was just a great little car that was practical, efficient, and dripping with personality.

The last old school Beetle sold in the USA was in 1979, but remained in production for years to come in foreign markets. The Volkswagen Golf is now VW's best seller, offering a sporty ride and superior build quality. So, then, why the Beetle? In all seriousness, this is actually a sensitive subject. Contemporary Germans see the Beetle as a symbol of a Nazi regime, during a very dark chapter in the history of their country. In America, however, we had no such misgivings for the Beetle. Far from it. And Volkswagen knew it. In 1994 in Detroit, VW unveiled Concept 1, a re-imagined Beetle, to gauge public reaction. The car was a sensation. And Volkswagen knew they had to build it.

For the model year 1998, Volkswagen introduced the New Beetle. And buyers, in North America at least, went nuts for it. Waiting lists. Dealer inflated pricing proved the demand was strong. And demand came from buyers young and old. Baby Boomers wanting to recapture memories of their youth, as well as younger buyers attracted by the whimsical styling. The problem with the New Beetle though, was for a car with retro roots, where do you go from there? What is the follow up act? Yes, Beetle Turbos and a convertible followed, as well as some special editions, but after the initial fury, with little in the way of development, the New Beetle carried on largely unchanged (save for a minor refresh in 2006) for a staggering twelve years. To go on that long without much change is unheard of, and it seemed as Volkswagen lost interest in the New Beetle, so did buyers, and the sagging sales figures prove it. Although there was a Final Edition, the New Beetle ceased production in 2010, and even us Beetle-crazed Americans did not seem to notice, or care.

But, Volkswagen had not given up. At the 2011 New York International Auto Show, The Garage met the new 2012 Volkswagen Beetle. There was nothing awful about the New Beetle, but there was a major issue-its perception as being a chick car. Cute, petite curvy lines, and a bud vase on the dash all pointed to the fairer sex. And few men want to be seen driving a car that most dismiss as a chick car. The Beetle addresses that stigma head on while not alienating the New Beetle faithful. The bud vase is gone, and face it, it is not a Beetle without some familiar curves, but the Beetle cuts a more aggressive look, appearing lower, wider, and slightly more aggressive than the car preceding it.

With the new Beetle (it is no longer New Beetle), VW delved further to the original car rather than refining the Concept 1. This approach seems to have worked, as I received several compliments about the car-from guys, so it is clear the differences are significant enough that the average person can tell, and that is important to VW's efforts. Another clever twist is VW going into its old paint catalog and resurrecting some familiar, vintage hues. Our test car was finished in a distinctive Denim Blue, which certainly set it apart from the crowd. For the more conservative buyer, VW does offer colors in line with modern tastes, so fear not. Our car was fitted with nondescript 17' alloys, a shame, since I have seen the latest Beetle rolling on cool looking reproduction dog dish style wheels, which would have perfectly complimented our car's retro paint color.

Anyone who has driven a modern VW will be instantly at home in the Beetle, but as expected, the Beetle offers far more flair. Upper door panels and dash painted to match the exterior brighten things up, which was welcome in our Titan Black interior. A two tier glove box is unique, and again, a nod to the original Beetle. Passengers are greeted with an airy cabin with plenty of room for all. Fit and finish and build quality are on par with what we expect from a VW built for a global market, as opposed the latest crop of dumbed down and cheap feeling American VW's. But perhaps the crowning achievement of the Beetle interior proves you can be retro, funky, and functional at the same time, a point completely lost on the interior designers of the MINI Cooper.

The Beetle is available with an array of engine choices, starting with the base 2.5L inline five cylinder, a 2.0L turbocharged four, and our test car's 2.oL TDI-a turbocharged diesel. This is an engine The Garage has sampled before, and its smoothness, punchy torque and excellent fuel economy continue to impress. We cannot overstate just how far VW has come along with diesel technology. Throw out your perception of the loud, smoky diesels of the past. Had I not told people this was a diesel powered car, they never would have know it. It is that good. And with EPA mileage figures of 29/39 MPG city/highway fuel economy figures, that is near hybrid levels but with a far more engaging driving experience. Beetle TDI buyers can choose between a six-speed manual or DSG manual automatic. Our test car was fitted with the DSG, which generally worked well, but some buyers might be miffed at the lack of shift paddles.

The Beetle TDI is a great little car, and in VW fashion, well, you are going to pay a little extra. While a base 2.5L Beetle comes in at just under $20,000USD, the most inexpensive TDI with a six-speed manual starts at $23,495. Our test car included the Sunroof, Sound and Navigation Package, which included a Fender premium audio system with XM satellite radio, panoramic sunroof, heated seats, Bluetooth, and push-button start. Including destination along with a couple minor accessories, our Beetle TDI rang in at $28,360. That's a good chunk of change for a Beetle, but for a funky, diesel powered two door hardtop, from a price standpoint there is not much to compare it to.

I am glad VW decided to go another round with the Beetle when it seemed as they had all but forgotten about the car. And for all the retro-inspired cars out there, the Beetle easily qualifies as one of the most practical and easiest to live with. Yes, a MINI Cooper will outhandle you, but the Beetle has ergonomics you can actually understand at a glance. The Fiat 500 may have more charisma, but the Beetle has a backseat that can actually accommodate real humans, as well as far superior luggage space. The Beetle proves that you can be fun without compromise. Sure, it gives up a few things to the MINI and Fiat, but when it comes down to a car you own and live with year in, year out, what the Beetle has on offer makes it the most practical choice.

The latest Beetle won't generate the hype and madness as when the New Beetle arrived, even though it is a vastly superior car. We're accustomed to seeing Beetles back on the road. Of course, VW is coming out with a Beetle convertible, but what the future holds from there is unclear. Why, you ask? This is not a car VW needs to make. They have the Golf for Europe, and the Jetta for America as their respective best sellers. For now, the Beetle is new, but will VW wait another twelve years before another overhaul? We shall see, but for now, the latest Beetle is definitely worth a look for anyone in the market for a practical car with a retro touch.