Cannon joins CGR as Dixon’s race engineer

Michael Cannon has joined Chip Ganassi Racing as Scott Dixon’s new race engineer. Cannon comes to the No. 9 Honda program after leading Dale Coyne Racing rookie Santino Ferrucci to an impressive debut where the young American placed 13th in the standings.

A native of Canada, Cannon worked his way up the open-wheel ladder as a mechanic and engineer in Formula Ford, Formula Atlantic, and Indy Lights before graduating to the CART IndyCar Series with the Player’s/Forsythe organization. Tours at the Minardi/HVM Champ Car outfit, Ed Carpenter Racing, KV Racing, and Andretti Autosport followed prior to his joining Coyne’s team.

Cannon replaces Chris Simmons as the five-time champion’s race engineer. It’s believed Simmons will move to a new role within CGR. Together, Dixon and Simmons won two IndyCar titles, capturing the 2015 and 2018 championships, which moved the New Zealander into second on the all-time list behind A.J. Foyt. Prior to taking over Dixon’s timing stand, Simmons won three straight championships (2009-2011) at CGR with the Kiwi’s teammate, Dario Franchitti.

Simmons’ assistant engineer Kate Gundlach has also left Dixon’s No. 9 entry, moving to Arrow McLaren SP as a performance engineer.

In addition to filling Cannon’s former role on Coyne’s second entry, the team is also interviewing replacements for Trevor Green-Smith, assistant engineer on Sebastien Bourdais’ car, who switched to Andretti Autosport.

Calls to Cannon and CGR went unreturned.

PRUETT: Keeping the band together at Ganassi

As the prospects of finding a manufacturer to replace its outgoing partner Ford started to dim, Chip Ganassi Racing managing director Mike Hull and the team’s leadership began thinking of talent preservation.

With a turnkey crew, one that won Le Mans, the Rolex 24, and 17 other races for the Blue Oval during the four-year GT program, ready to deploy on behalf of a new auto brand in IMSA’s WeatherTech SportsCar Championship, CGR spent most of 2019 trying to keep its IMSA band together after Ford’s exit from the series.

Facing the official end of the Ford GT program at Petit Le Mans, Hull and CGR’s senior brass crafted a plan to retain as much of its IMSA team as possible by expanding its NTT IndyCar Series fleet.

There’s a self-serving motive to acknowledge; CGR wants to continue in IMSA as soon as another manufacturer is signed — once more with Ford, possibly, when the new 2022 DPis arrive — which places great value in having the personnel in place to offer.

And there’s also a less selfish motivation to recognize. Having pulled many of its IMSA crew members over from CGR’s former four-car IndyCar program, the Ford GT effort was staffed by a variety of team veterans who’ve remained committed to the outfit during major changes.

Where some teams prefer to save money by cutting their payroll the moment a season or program has come to an end (one IndyCar team fired a few employees minutes after the checkered flag last month in Monterey, ensuring they would not be included in a post-race meeting, much less able to say farewell when the survivors were alerted to the cuts…), CGR chose to keep fighting for its crew.

The result has come in the form of a third IndyCar entry for Marcus Ericsson. Just as numerous CGR IndyCar team members moved sideways to IMSA, plenty are headed back to IndyCar to run the Swede’s No. 8 Honda in 2020. Highlighted by the proven chemistry within Ericsson’s new crew, Hull is rather pleased with how smoothly the reassignment plan is working out.

“The biggest resource that you really have in racing is people, and I think it goes beyond that,” he told RACER. “It’s how people work together and how they support each other that makes the differences. Then you work to create momentum which then creates the success together. And you share that equally. And that creates the culture of who you are, whether it be in motor racing as a sport, or Major League Baseball, or whatever it is. That’s what makes the difference. That’s how you’re defined.”

Drawing back to the sizable achievements of the Ford CGR team, Hull says being able to offer an Ericsson, or a new potential IMSA partner, a ready-made group of winners has made a difference in the team’s fortunes.

“And that’s what partners appreciate about motor racing, our commercial partners,” he added. “The internal partnership then extends to the commercial partners, and you work really, really hard to get your group of people to appreciate each other and work hard for each other all the way through the process. And so when you have people like we’ve had work for us that have tenure, it’s really important to try to support that effort by continuing to have entries for them to work on, no matter what series it’s in.”

Although the entirely of the Ford CGR program will not remain with the organization, Hull spent time with each crew member, and later with the team as a whole, to identify those who wanted to stay and support its three-car IndyCar effort.

“Like so many things in racing, the process we’re going through is about timing,” he said. “It’s not a wholesale move where all of the No. 66 and No. 67 Ford people Are going to the No. 8 car. Some have said the timing is right for them to make a change, and we respect that. Some won’t go from IMSA to IndyCar; we have other roles within the organization that can be filled if there are opportunities, and that’s their choosing.

“And the No. 8 car won’t be an ‘IMSA’ team; it will be an IndyCar team that has people that are vocationally prepared to work with IndyCar people. But the reality is there’s a group here with a serious amount of IndyCar experience that has been in IMSA for us.”

Hull also anticipates some of Ericsson’s crew members, who joined the Ford project as new hires, will get their first look at IndyCar with the No. 8 entry.

“I think internal mentoring defines a vocational position on a race team, and that’s a long way of saying that what we would call a front end mechanic on a sports car is trained in the same way that a front end mechanic is trained on an Indy car at Chip Ganassi Racing,” he said.

“And we don’t look at having to totally retrain somebody when they move to a different kind of race car. The job list is very similar. The preparation in the building is very similar. The support system for that person is very similar, if not the same. So a wishbone is a wishbone for us, an upright is an upright for us, a transmission is a transmission for us. And the way it’s treated, the way it’s disassembled and reassembled is the same. The attention to detail is really the critical element, no matter what your position is on the team, and that’s how we look at it.”

Shifting gears to the drive in question, Hull says the conversations he and Ganassi held with Ericsson left them feeling confident about all that can be achieved by adding a new name to the mix with five-time IndyCar champion Scott Dixon and 2019 Rookie of the Year Felix Rosenqvist.

“I don’t know how to rate Marcus compared to what other people say about him,” he offered. “I only know about looking him in the eye and talking to him about racing. When you talk to a race driver, what you want to talk about is racing first. You don’t want to talk about sponsors. You want to find out what makes that person tick. And then you certainly have researched that person’s background, which we did. We looked at how he started, what he did when he started, what he did when he won in Formula 3, what he did when he won in other formulas.

“A person who drove for us was a guy named Kenny Brack, who originally was part of the initiative to get to Marcus to Formula 1. I called Kenny and I talked to Kenny about it, and it gave me a great understanding of who Marcus Ericsson is. And as I said earlier, it’s all about timing, and with timing then comes the match-up of what you have available at that point in time. And the fact that Marcus has run for an entire season — missed one race, but has run for an entire season — that part of the training program is taken care of, which is a big, big help. That’s a big bonus. He’s already gone to the racetracks. He’s already understand what it’s going to take to get to the next level for race craft.

“He’s proven that he’s fast. We just need to work on the rest of it with him. He’ll have two really good teammates, and we feel that he’ll be a good teammate in return. And it helps our initiative going forward with IndyCar, especially with the present landscape. Let’s face it, we’re racing against teams that have at least two if not three people on the grid. And it’s important to have teammates that support each other, in this case as a threesome, in order to gain maximum team results. This makes Chip Ganassi Racing stronger.”


Ericsson confirmed for third Ganassi IndyCar in 2020

Chip Ganassi Racing will double its Swedish driver roster next season with Marcus Ericsson, who joins five-time NTT IndyCar Series champion Scott Dixon and his countryman, 2019 IndyCar Rookie of the Year Felix Rosenqvist, in a three-car Honda-powered lineup.

“First of all, I’m extremely happy and proud to get the opportunity to join Chip Ganassi Racing,” Ericsson said. “It’s a team of winners and their history speaks for itself. I’m very thankful that they believe in me, and I will do everything I can to make 2020 another successful year for the team. I’m also very excited to work with two of the best drivers in the series in Scott and Felix. I’m looking forward to putting what I’ve learned this year to use in my second year in the NTT IndyCar Series.”

Ericsson’s IndyCar debut season with the Arrow Schmidt Peterson Motorsports outfit had its share of highs and lows, and he finished 17th in the standings—teammate James Hinchcliffe placed 12th—as the Swede missed one of the 17 races while standing by to possibly fill in for Kimi Raikkonen at Alfa Romeo in Spa.

“I think Marcus brings a lot of unique experience with him having competed in several championships around the world,” said Ganassi. “When you have someone with that type of background, it gives him other points of reference that helps his ability to develop and add to the overall racing program. We’re looking forward to seeing what Marcus can do alongside Scott and Felix.”

With Ericsson’s signing, CGR has made progress in one of its bigger initiatives. As it’s Ford Chip Ganassi Racing IMSA team readies for its final race this weekend at Petit Le Mans, Ganassi and managing director Mike hull have been busy searching for additional IndyCar programs to run in order to keep its sports car crew employed.

Efforts to field a fourth entry for 2019 Indy Lights champion Oliver Askew continue to be explored.

Franchitti fired up by Rosenqvist’s rookie progression

Looking back at all Felix Rosenqvist learned over 17 NTT IndyCar Series races, his driver coach, four-time champion and three-time Indy 500 winner Dario Franchitti is mighty pleased with how sharp Chip Ganassi Racing’s Rookie of the Year has become.

“We knew he was quick from the first time he was tested,” the Scot told RACER. “When Simmons phoned me after the first test in Mid-Ohio a few years ago and said this kid’s very good, we knew he was going to good, but his understanding of what it takes to make a car go quicker for more than one lap has been incredible and for the season, his development on the ovals has been really impressive.”

As Franchitti sees it, there’s only one item left for the 28-year-old Swedish import to complete.

“Now he’s a contender to win a race pretty much every week,” he said. “In fact, he hasn’t won one this season, which it’s a little shocking actually, he’s been so competitive, but the drive today was bloody impressive. I mean the passes, the out laps, the wheel-to-wheel stuff, he’s fantastic. He’s done a great job to come away Rookie of the Year in a very strong rookie class. I’m proud of him. He still makes mistakes but so do the very best and most experienced in the business.”

Rosenqvist’s spectacular form at Laguna underscored his steady IndyCar rise. Image by Phillip Abbott/LAT

Rosenqvist was a threat for pole position in Monterey until a spin and the subsequent penalty from IndyCar’s race control team voided his two fastest laps. Relegated to 14th in qualifying, Rosenqvist’s No. 10 Honda was a blur on Sunday as he pulled off a series of impressive passes that left him fifth overall in the Firestone Grand Prix.

“The qualifying penalty was kind of tough and I was a little bit pissed off going into this race, which probably helped me with getting through the field,” Rosenqvist said. “I think we managed to be aggressive when we needed to and then we were kind of smooth when we needed to. But it was awesome, I mean I had a couple of passes into the Corkscrew. Definitely did not forget that. Some passes into Turn 3 as well. People say you couldn’t pass — it can definitely happen so it was good fun.”

The strong close to the year also vaulted Rosenqvist from eighth after Portland to and sixth in the championship standings, directly behind Team Penske’s Will Power, and two spots behind CGR team leader Dixon.

“I wouldn’t say we actually belonged anywhere better than sixth this year. I mean, that’s good for a rookie year,” he admitted. “Scott , Simon Pagenaud, Alex Rossi, Scott Dixon, Josef Newgarden, they definitely all did a better job on the whole season. So I think, in all fairness, we probably deserved to finish where we finished, and that’s a hell of a year I think for a rookie year. So next year we should be one step better.”

Franchitti (left) reckons Rosenqvist has raised the game of the whole Ganassi team, even that of his champion teammate Scott Dixon. Image by Chris Jones/IndyCar

Franchitti also is pleased with an unexpected aspect of Rosenqvist’s impressive IndyCar debut.

“I think Felix has re-energized the whole team as well,” he said. “I think it’s re-energized Scott. They work together and sit and go back and forth about how to take one corner or another, and there’s constant back and forth between them, and they’re both contributing to the team’s success. So, I think he’s done a great job, and we’ll regroup and try to come back stronger next year.”

There was plenty of hype surrounding Rosenqvist coming into 2019, and he proved it was well deserved. Getting into victory lane — and closer towards the top three in points — is Rosenqvist’s next challenge, and he isn’t shy in making his rivals aware of those plans.

“They know I’m coming,” he said.



Askew gunning for IndyCar opportunity

Indy Lights championship leader Oliver Askew has dominated the season with Andretti Autosport, following in the footsteps of Patricio O’Ward, who earned the 2018 Indy Lights title with the same team. Looking at how far O’Ward’s traveled since his achievement with Andretti Autosport, Askew’s preparing to reach similar heights in the NTT IndyCar Series.

With seven wins to his credit, and having stood on the podium at every race barring one since March 23rd, the Floridian has authored an epic year where seven poles have underscored his preparedness for all phases of the job he’s seeking in IndyCar.

On the heels of his rookie Indy Lights performances, the 22-year-old needs to do nothing more than take the start at the final two rounds in Monterey later this month to be crowned and earn the advancement prize of three NTT IndyCar Series races in 2020, including the Indy 500.

His hope is for team owners and sponsors to take notice and create the opportunity to complete the rest of the calendar behind the wheel of a Chevy- or Honda-powered Dallara DW12.

“First of all, it’s a privilege to race with a championship-winning team,” he told RACER. “Now to provisionally win two championships in a row, and then win a championship for the reigning champions in Indy Lights and Andretti Autosport is a privilege, and I’m very proud of the people around me to give me the car that I had this year.

“Winning championships means you need to be consistent at every single race, and I feel like that’s what we did this year. We stayed out of trouble and did the best we can with what we had every single day. I’m very proud of myself and the people around me working tirelessly. Honestly, I feel like we put a stranglehold on this championship a couple of races ago, so it’s kind of sunk in slowly.”

Askew and Indy Lights title rival Rinus VeeKay are expected to be featured players in IndyCar’s next rookie class. The two have battled for a few years on the Mazda Road To Indy, and also completed their first IndyCar tests on the same day at Portland International Raceway, with Askew invited to drive Scott Dixon’s Chip Ganassi Racing Honda.

In assessing how far he’s come since being selected to represent Jeremy Shaw’s Team USA program in 2016, and the major role Mazda Motorsports boss John Doonan has played in fast-tracking his open-wheel career since winning a shootout in Monterey that brought him out of karts, Askew credited a deep group of individuals for his rapid success.

“I’m so very proud of Andretti Autosport and my sponsors and everyone that’s gotten me to this point,” he said. “I’ve got to thank John Doonan as well, because John Doonan and Jeremy Shaw really kick started my Road To Indy and car racing career from karts, and Cape Motorsports as well, who I spent the past couple of years with. And I think it’s important to point out that that I’m going to be beginning and ending my Road To Indy career in WeatherTech Raceway Laguna Seca, and that’s pretty emotional for sure.”

Standing behind Victory Lane on Sunday in Portland after earning his 14th podium visit of 2019, Askew wore a measured smile as he contemplated the months ahead. He’s bound for IndyCar, and has the look of his Andretti Indy Lights predecessors who hit the big series and made immediate waves with Carlin Racing and Harding Steinbrenner Racing.

Askew isn’t bubbly like O’Ward, or irreverent like Herta. He’s on a singular mission to become an IndyCar champion which, if we’re looking for parallels, feels more like his team owner, Michael Andretti, than any young American in recent memory.

“I’m confident that I have the right people around me working for me and working for my best interests that we’re going to be racing with the top team next year, whether it’s for a partial or full season in IndyCar,” he said.

“So that’s all we’ve been working for all year and if people are wondering why I haven’t been too ‘over the moon’ or looking super emotional about this championship, it’s because I believed this could happen from the start, and I think that’s why I believe that this is happening. There’s no surprises.”

INTERVIEW: Felix Rosenqvist – “It’s time to prove what I can do in IndyCar”

You may have seen the Felix Rosenqvist Instagram post that went up earlier today: “Will literally be driving a beast this weekend at Gateway! What do you guys think? #MonsterEnergy @MonsterEnergy.

After crawling from the wreckage after a wicked opening lap crash at Pocono last Sunday, Chip Ganassi Racing driver Felix Rosenqvist will meet the green flag this weekend at the Bommarito Automotive Group 500 at Gateway outside of St. Louis.

The top rookie thus far in the 2019 IndyCar Series, the 27 year-old Swede will look for big things on the 1.25 mile oval when, for the first time in 2019, he climbs into a matt black and green festooned Dallara DW12 sponsored by the Monster Beverage Corporation. A company that lives on the rallying cry “Unleash the Beast!”, that’s exactly what Rosenqvist will try to do as he has designs on winning his first IndyCar race for a team owner that has won 12 open-wheel championships.

Q: First and foremost, how are you feeling?

FELIX ROSENQVIST: I’m very well. I mean I had that little crash there last week, and I think I’ve been recovering pretty well. I’ve done the last couple of few medical checks and everything, and I got released yesterday evening and IndyCar basically said I’m good to race, so yeah, I’m trying to rest and make sure I’m back to 100 percent ready for Gateway.

Q: Was the crash as bad as it looked?

FR: I mean, it wasn’t a massive impact. I think it was more about what could have happened if I got up into the fence. I kind of closed my eyes. I didn’t really know if I was up in the fence at all. I hit my head pretty hard because the car had kind of a flip motion under the nose and smacked down into the barrier, and that’s when my head flipped around a little bit. I had a massive headache afterward. I watched my own video afterward and that’s kind of when I actually realized what had happened, because when you crash at that speed, you just close your eyes and hope for the best.

Q: You’ve been cleared to race at Gateway this weekend and you’ll be doing so in the No. 10 Chip Ganassi Racing entry backed by Monster Energy.

FR: Yeah, man. It’s going to be awesome. The car looks fantastic. I saw a picture today. The car has already been transported to Gateway and it looks amazing. I think it’s cool that Monster wants to do this with us at Chip Ganassi Racing. I think it’s great that Monster has an interest in IndyCar. I’ve always loved action sports, so I understand and am very familiar with Monster from the sports that I followed, so it’s cool that they chose to do this with us. Obviously Monster has the Kurt Busch partnership in NASCAR, so hopefully we’ll do a good thing this weekend.

Q: Over the last decade you’ve pieced together a very eclectic racing career. How did you end up with Chip Ganassi Racing in IndyCar?

FR: I’ve spent most of my career in Europe, and my manager works with Scott Dixon and he kind of told me that maybe I should try to go to Indy Lights because it could be a good chance to get picked up by one of the good teams of IndyCar. That was back in 2016. So we actually did that. We raced in Indy Lights for a couple of races. We didn’t race the whole season because I had a commitment in Europe. However my results in Indy Lights got me a test with Ganassi, and that’s basically where it all started. But it took some time. That was three years ago, and we had discussions back and forth, and I had some other things lined up such as Formula E. However, we got back in touch before this season and said, “Hey, should we finally do something together?”

I think the timing was perfect, so yeah, it’s one of the really, really good teams over here in the U.S. and also worldwide, you know? The team has a great history and has won some of the greatest races in the world like the Indy 500, the Daytona 24 Hours, Le Mans and all that. It’s cool to be a part of all that history. Now I’d like to write some new history with them.

Q: What’s amazing to me is that you come to America and IndyCar via Formula E. That has to be one hell of a radical change…

FR: Yeah, it’s probably as radical as you can get! It was cool. Formula E was always street tracks, which I think helped me for IndyCar because we ran on four race tracks that made up a big part of the calendar, one of the events being a two-race weekend in Detroit. I think all that has helped me a lot, and obviously my best performances this year have also been on street tracks. It’s the ovals that are the big challenge, for sure. The ovals are still something that I’m learning every weekend, but I feel like I’m getting better and better. Unfortunately, last weekend we had some bad luck, but Gateway should be a good time to finally make a good result on an oval, as well, because that’s what you need if you want to become a good IndyCar driver. You need to be good at everything.

Q: There is a hell of a lot going on and all sorts of moving parts in IndyCar, huh?

FR: There are. I mean IndyCar is hard to describe. You have to be very varied, but it is also a very ‘manly’ form of racing. You’ve got the bumps and the walls and the speeds. It’s pretty raw racing. I also think it’s pretty cool that every team has a chance to win races. That’s something quite rare, at least in Europe where there are usually only one or two teams that can win races. Over here, even if you’re back in 16th place, you’re still fighting just as hard as you do if you’re up in the top five. It’s just really good racing. I think that’s what attracted me to IndyCar. There are no politics. IndyCar will let you race, even if you touch wheels. There aren’t too many penalties going on at the races. They put on a good show for the fans and I think that’s what the drivers like. It’s pretty cool, man. I love it and I’m here to stay.

What’s your take on the drivers you go wheel-to-wheel with in the IndyCar series?

FR: It’s a mix. I think the level is very high all over. Everyone is saying this is the strongest year in IndyCar history if you look through the field. You have new drivers like me, you have very experienced rivers like Dixon and Will Power. There are a couple of them who have been there more than 10 years, which really makes them specialists in IndyCar racing. That’s why it’s so tough. You’ve got the young guns coming in and they’re hungry and they want to win, and you have the old foxes that are still there to prove their point. There seems to be a very wide range of drivers, and what I notice in IndyCar is that whenever you leave the door open, there is somebody there to try and take the position. That’s been a change for me, as well, and I think I’ve definitely more aggressive this year. You learn to really take what is there all of the time.

I definitely think IndyCar is the hardest form of racing. I’ve raced in some championships where you have big manufacturers and some of the best drivers over in Europe, but I still find this demands more of you as a driver in terms of strategy. You also have to be in very good physical shape. I think it is the most difficult form of racing to put everything together in.

Q: You’re currently ninth in points and have been running all over the top 10 this summer. How do you feel about your results thus far?

FR: I’ll always crave more. I’m never been happy. I don’t think I’ve ever been happy about my results my entire career! Starting off at St. Petersburg this year, I was leading that race and we were actually close to winning it and that kind of made me maybe expect too much of myself. The reality came slowly over the next few races, and I realized that you don’t just jump in and win in the beginning. You have to learn the hard way. During the middle of the season I wasn’t really happy with my performance, but the last couple of rounds at places like Road America, Toronto and Mid-Ohio, we’ve been top five in almost every single session. So yeah, the end of the season has been very promising. We have the three rounds left: an oval at Gateway and two road courses (Portland and Laguna Seca), and I think this is really the time to prove what I can do in IndyCar.

Ganassi weighing up technical alliances

Could Chip Ganassi Racing offer its engineering support to a smaller NTT IndyCar Series team in a similar manner to the business relationship struck between Andretti Technologies and Harding Steinbrenner Racing?

“We have talked about doing that, but nothing’s happened at this point for us, so we’ll see how the future goes,” said CGR managing director Mike Hull. “I think it’s a great idea. I applaud Michael and Mike Harding for what they’re doing there as partners to develop Colton Herta.”

Through the establishment of Andretti Technologies, Andretti has demonstrated the value of outsourcing engineers to a smaller team like HSR that would otherwise struggle to attract top-tier technical personnel. And in sharing chassis setup and on-track data from its four primary cars with HSR, along with using the information coming back from Herta’s No.88 Honda to enrich Andretti Autosport’s drivers and engineers, a powerful two-way partnership has been demonstrated throughout the 2019 season.

In considering a similar offering from CGR, the Ganassi team would, like Andretti Autosport, create the possibility of expanding its footprint in the series without taking on a third or fourth entry. From a numerical standpoint, CGR’s two full-time entries for Scott Dixon and Felix Rosenqvist would benefit from increased depth as the team faces three cars from Team Penske at every round, and five combined Andretti entries, with Herta added to the tally.

Depending on the future of CGR’s IMSA WeatherTech SportsCar Championship program that will see the current Ford GT project conclude in October, the team could have a number of talented ex-IndyCar engineers to outsource if the right relationship is found within the paddock.

With Meyer Shank Racing searching for a new technical alliance in the wake of Arrow McLaren SP’s upcoming switch to Chevrolet at the top of the list, a young driver like MSR’s Jack Harvey, or other talent coming out of Indy Lights like championship leader Oliver Askew, would clearly benefit from being linked to the engineering side of a title-winning team.

Drawing from the example presented by Andretti Technologies, it would be a surprise if more major IndyCar teams do not pursue HSR-like arrangements going forward to develop next-generation drivers.

“That’s a really good thing, and our opinion about young talent, no matter the level of talent they have… in this case with Colton, you’d say that he’s at the top of the heap when it comes to that,” Hull said, highlighting the immediate impact HSR received for Herta through its Andretti agreement.

“It still takes – as we’ve seen with drivers like Colton or Felix in our case, or Marcus Ericsson, people who have ability and come from other areas of racing – it still takes them at least one solid year, maybe two solid years, before you can reap the benefit of what they do, and there are reasons for that.

“So I think it takes an owner who’s willing to spend time, either with a development arm, or with a program that allows young drivers to develop in an IndyCar – not in a sports car, not in a Lights car, not anywhere else – but has to learn under fire and has the backing of, in this case, two collective owners to make it happen. I applaud what they’re doing.”