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MotorSportsTalk’s exclusive interview with Allan McNish

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Having announced his retirement from motorsport at the end of the 2013 season, three-time Le Mans winner and former Formula One driver Allan McNish (pictured right) took some time to speak to MotorSportsTalk ahead of his first season without racing in over thirty years. The Scot, who now resides in Monaco, closed out his career with a win at the Circuit de la Sarthe and the World Endurance Championship – so why quit now?

2013 was a very memorable year for you, winning your third 24 Hours of Le Mans and retiring from motor racing. Could you just talk us through your decision to call it quits now? What prompted that decision to walk away? 

ALLAN MCNISH: There wasn’t necessarily any one thing. It was more quite a few things that came together at the right time to allow me to make that decision. First things first, there’s a point when you have to retire, you have to stop racing, certainly at the high level that I was racing at. I’m 44 now. To continue would require a lot of commitment, time as well as physical and mental, and having come off the back of, in terms of success, one of my best ever seasons, winning as you said, Le Mans, winning the world championship, and also for me quite a special one was the fourth time that I’d won the Silverstone 1000km or six hours, which is also the tourist trophy, and that’s the most historic trophy in British motorsport. When all of that came together, it sort of started to build up, this thought, is it maybe going to be the right time? And other opportunities started to come along as well. These situations were developing along the side and it allowed me to make what some people felt must have been a very difficult decision, but in reality was actually quite an easy decision.

In your junior career, what was it that prompted you to move into sportscars? Was it a lack of options in F1 or was there always a burning desire to race and win at Le Mans? 

AM: No, no, there wasn’t a burning desire to race and win at Le Mans, it was because there weren’t opportunities in Formula One. It was a slightly naïve route to be honest with you. I knew of the race, I’d raced the world championship there in ’85 in karting, so the race was very well known to me. The first opportunity I had there was in ’93 with Jaguar in a 220 with TWR, and they asked me about doing it. I was testing with Benetton at the time and didn’t want to change my focus from single seaters at that point. And then later on when I tested with Porsche latterly, that’s when I say I was a bit naïve, that’s when I got in the car and realized actually these are beasts of cars. The transition point was probably fortuitous and probably a bit later then it could been, because like I said, I could have done it earlier in ’93 or at least a one off race. But when it did happen, it was like a light had shone on my head: “actually this is some decent racing.”

Was going over to America ever an option for you? You obviously did the ALMS, but in terms of single seaters, was that ever an option for you?

AM: On a couple of occasions actually. In ’95, PacWest, which was a front running team at the time, they had an open test. There were five drivers, and the idea was that the fastest guy got the job. It’s no secret, I was the fastest guy, but at the end they gave the seat to Mark Blundell. They changed to Mercedes engines and he came straight from McLaren with Merc so you can understand. It obviously frustrated me because I could only do what I do in the cockpit as opposed to the behind the scenes stuff, but that’s the way the world is. You’ve got to grow up and get on with it. After that, with Toyota, they wanted me to look at going to IndyCar because they had a big IndyCar programme. I tested with Penske at Fontana when it was IRL. At the point I have to say in my career, it wasn’t the right move. I had the option of being the third and reserve driver at Renault [in Formula One] and doing their Friday programmes and things like that, or you could make the switch across to learning the ovals and IRL was a predominantly oval racing series at that point. I think unless you’re in a top team in something like that, it wasn’t going to be the right thing. Penske was full already with Gil [de Ferran] and Helio [Castroneves], so there wasn’t an opportunity there, so I took the Renault route.

In 2002 you joined Toyota when they entered Formula One. How did that come about?

AM: Quite simply because I raced for them in ’99 at Le Mans.

So the ties were already there?

AM: Basically, yes. In mid-2000 they announced that they were going to do Formula One. They asked if I would do the testing the following year and race for them in 2002 which I agreed to do.

You then moved to Renault in 2003 as a reserve driver, but after that were there any options to remain in Formula One or did you just decide that the time was right to move out of it?

AM: There were options but the options didn’t basically give me any opportunities. You’ve got to come back to why are you doing it. I go back to my first lap in the Renault in Barcelona. My first lap in the Renault was quicker than my qualifying lap the year before at Toyota. That told me everything I needed to know about where you need to be as a driver: you need to be with a team at the front. If you’re not in that position, then you’re always going to be scrapping around and having the problems that you do when you’re mid-to-back of the grid. That was again a little bit of a light on my head: why are you doing this? You’re doing this because you want to race, to win, to be at the front, to be competitive, to push yourself and all of the other things – or do you just want to be a Formula One driver? I didn’t want to be a Formula One driver; that had very little interest to me on its own, it had to be with the other parameters. Therefore, I’d kept very good relationships with Audi. If I’m totally honest with you, I was quite sure I’d return to Audi at some point. I didn’t know when, but I was quite sure I’d return there at some point. We spoke and went back into driving for Audi in 2004.

Do you think that the same is true in F1 today? Do you think that there are a lot of drivers in that midfield who are just going to remain there scrapping around until they finally have to realize that it’s not going to happen?

AM: There’s one I spoke to at the beginning of last year, and I kind of looked at him and thought “actually, you could make the switch to something else and then revitalize the enjoyment of your career.” Because that’s thing that’s very difficult for people outside to realize, that your whole enjoyment of everything that you’ve done for the last twenty-odd years does get eradicated by that constant grind and struggle that it causes. It’s only when you step out and step away from it that you get re-energized very, very quickly. If you’re on that treadmill and don’t actually know how to get off it, it can wear you down quite a lot. He’s not the driver I’m talking about, but I think Mark Webber jumping across to the Porsche programme… I know for a fact that he’ll have a smile on his face the first time he gets in the car for a race at Silverstone next year. He’ll enjoy it. He’ll enjoy the lack of pressure that goes on, and he’ll enjoy the fact that the team are treating him as a human being and an asset as opposed to someone who can just plug into a seat and plug out if necessary. This whole dynamic of it is quite different from Formula One, and it’s something that I knew from before with Audi and Porsche. From that point, when following that first lap in Barcelona and the opportunities not being there, it was quite clear to me that you’re better to be fighting at the front and having a chance of winning races like Le Mans. Because there was no world championship back then, the American Le Mans Series was like a defacto world championship. Having chances at those things is better than waking up on a Sunday morning in Budapest and thinking “crikey if we have a really good run today we might finish twelfth!”

That makes sense! Do you think this idea of wanting to enjoy racing and be revitalized is a reason for a lot of drivers moving from F1 to endurance racing? 

AM: I think it’s not necessarily the reason; I think it’s something they realize when they do make the jump. I think there’s a few things. Le Mans has gained back its real prestige, and it’s also the world championship that’s alongside it. Every driver wants to fight for a world championship. It’s got a car that’s technically more advanced than a Formula One car, it’s got more downforce and fantastic engineering capabilities there. It’s a real pukka racing car. It’s a beast. From that point of view, you’ve got I would say, really 90% kit underneath you that you can drive and drive flat-out. You don’t have to conserve the tyres, you don’t have to do all that sort of stuff. You just get in and you nail it. That’s a real enjoyable thing to do. As well as that, the racing. The racing keeps you on the edge. It’s defined by seconds as opposed to minutes, and that’s what we’re all about, fighting for the hundredths. I lost Sebring pole position by a thousandth of a second to my teammate. And that’s what you want to do, you’re fighting right at the edge. It’s the pushing and the shoving, it’s exciting all the way through, and I think that’s the reason for doing it.

Looking back on your career, what would you say is the stand-out moment? Would it be one of your Le Mans wins, or winning the world title this year? What is the one moment that really stands out for you?

AM: It’s 32 years of racing! There’s so many different ones…

Maybe if you could pick one of your Le Mans wins, perhaps? 

AM: I don’t think that I could pick one because all three of them are special for very different reasons. All in all, they were very different. But after you win Le Mans the first time, you want to win it again. No question. But then when in 2012 there was a world championship which was something that I had not had the opportunity to really go for since 1985 in karting – there wasn’t one available for the categories I was racing in except for Formula One and I wasn’t going to win that in a Toyota. With that, I have to say, 2013, winning the world championship, and the race in Austin being probably the key defining one because that was really when it took the momentum completely in our direction. It was one of the best executed races that we had in terms of delivery of everything was brilliant by every member of the team on our side of the garage, and I have to say that was one I was very proud of, the championship, because it was something that I’d never had as a trophy on the mantelpiece.

Looking forward to your plans for retirement, would you consider doing some one off races?

AM: In terms of the racing side of it, I’ve stepped back completely out of the total commitment racing programmes. I’m sure at some point I’ll do something. I still enjoy driving and I still enjoy things but it would be for the enjoyment and the passion of it as opposed to necessarily the requirement to do it without any compromises. Although I do know that if I go into something I do it like that anyway, I struggle to do it half-heartedly to be honest with you so I’d probably have to temper myself a little bit. But certainly within the Audi programme I felt that this was the right time to hand it over to the next guy and he can get his opportunity for one thing, which is important. Also the other thing is going to the new regulations and new programme with a clear view of what the team are going to do in the future. From my point of view, I’ll still have quite an involvement with Audi, that’s going to be on the marketing side as well as the sporting side, so I’ll still be pretty busy there.

Juan Pablo Montoya victorious on opening day of Race of Champions in Miami

INDIANAPOLIS, IN - MAY 27:  Juan Pablo Montoya of Columbia, driver of the #2 Verizon Team Penske Chevrolet prepares to practice on Carb Day ahead of the 100th running of the Indianapolis 500 at Indianapolis Motorspeedway on May 27, 2016 in Indianapolis, Indiana.  (Photo by Chris Graythen/Getty Images)
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Two-time Indianapolis 500 winner Juan Pablo Montoya added another trophy to his cabinet on Saturday by claiming a shock victory in the Race of Champions.

The event at the Marlins Park in Miami pitted some of motorsport’s biggest names up against each other in a multi-discipline challenge, with the Race of Champions’ traditional crossover circuit style being used.

Ahead of the battle for national honors on Sunday, the 17 drivers on the entry list in Miami faced off for the individual title.

Defending champion and four-time F1 world champion Sebastian Vettel suffered a shock exit in the group stage after defeats to Helio Castroneves and Travis Pastrana. The German won only one tie against 2016 Indy 500 winner Alexander Rossi, who in turn had qualified following a shoot-out against GRC’s Scott Speed.

In the bottom half of the draw, IndyCar stars James Hinchcliffe, Ryan Hunter-Reay and Tony Kanaan were eliminated in the group stages, while veteran British F1 racers David Coulthard and Jenson Button made it through. The pair were joined by nine-time Le Mans winner Tom Kristensen and NASCAR’s Kyle Busch; the latter’s brother, Kurt, was knocked out at the first hurdle.

Pastrana and Castroneves both fell in the quarter-finals, losing to Felipe Massa and Montoya respectively. Massa advanced through the draw despite a frightening incident in the group stage involving fellow F1 driver Pascal Wehrlein, who flipped his car after crossing the finish line.

Kristensen edged out Button 2-1 in their best-of-three bout to reach the semi-finals, setting up a tie against Coulthard after he eased past Kyle Busch 2-0.

Massa and Montoya’s semi-final went down to a tie-breaker, with the former receiving a time penalty to hitting the wall and gaining an advantage. As a result, Montoya progressed into the final, winning the tie 2-1. Losing 2015 finalist Kristensen followed Montoya through, beating Coulthard 2-0.

Montoya won the first heat of the final in the rallycross car, edging Kristensen out by less than a car length before jumping into a KTM X-Bow for the second match-up. Despite almost jumping the start, Montoya managed to wrestle his car through the two laps before edging out Kristensen by just 0.08 seconds, securing a shock rookie victory in the process.

“Honestly I had a blast,” Montoya said. “It’s pretty amazing. I told my wife, I’ve got to make it through the first round. It just worked out.”

Montoya will race in the ROC Nations Cup on Sunday, teaming up with recent IndyCar racer Gabby Chaves for Team Colombia.

Report: Manor making progress in talks to make start of F1 season

SAO PAULO, BRAZIL - NOVEMBER 12:  Pascal Wehrlein of Germany driving the (94) Manor Racing MRT-Mercedes MRT05 Mercedes PU106C Hybrid turbo on track during final practice for the Formula One Grand Prix of Brazil at Autodromo Jose Carlos Pace on November 12, 2016 in Sao Paulo, Brazil.  (Photo by Clive Mason/Getty Images)
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Manor Racing has made progress in talks with a possible investor as it bids to make the grid for the start of the 2017 Formula 1 season, according to a report from BBC Sport.

Manor confirmed at the beginning of the month that it had entered administration for the second time in three years amid ongoing financial difficulties.

The backmarker team finished 11th in last year’s constructors’ championship, dropping behind Sauber at the penultimate round and missing out on a sizeable amount of prize money as a result.

With a little over one month to go until the start of pre-season testing, Manor faces a race against time to keep racing, but the latest report from BBC Sport suggests that a breakthrough has been made.

Andrew Benson writes that the future of the team is dependent on the promised investment arriving in the next week, noting that “prospects have improved considerably over the last few days”.

Manor had previously been in talks with Mexican-American businessman Tavo Hellmund over a buyout, as well as a Chinese consortium. The report from BBC Sport also names Indonesian businessman Ricardo Galael, the father of GP2 racer Sean Galael, as a possible suitor for the team.

NBC Sports learned last week that the team is pushing to race with a modified version of its 2016 car – likely to be named the MRT05B – should it make the grid in 2017.

If Manor fails to find a buyer, the F1 grid will drop back down to 10 teams for the 2017 season, returning to its pre-2016 level prior to the arrival of Haas.

NBC Sports has approached Manor’s administrators, FRP Advisory, for comment.

Jacques Villeneuve: F1 is ‘supposed to be too expensive, too crazy’

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1997 Formula 1 world champion Jacques Villeneuve feels that he cannot relate to the series in its current form, saying that it is supposed to be “too expensive” and “too crazy”.

Villeneuve raced in F1 between 1996 and 2006, and remains a keen observer as part of his role as a pundit on Italian television.

F1 has striven to enforce greater cost control and road relevance in recent years, but Villeneuve believes that this is the wrong direction, saying officials should instead focus on making the series spectacular.

“That’s when I start to feel old because I don’t relate to the technology of modern Formula 1,” Villeneuve said.

“Because to my mind, Formula 1 has always been about extremes. Pushing the boundaries and human boundaries.

“It’s supposed to be too fast, it’s supposed to be too expensive, it’s supposed to be crazy. And that’s not what we have.

“You see drivers get out of the car and they didn’t even break a sweat because they have too massage their car the whole race and drive within eight seconds of what they’ve done in qualifying. It’s wrong.”

Villeneuve also believes that those in charge of F1 should not listen to fans’ opinions, citing the introduction of DRS in 2011 as being a negative result of doing so.

“The fans kept complaining that ‘oh, there’s not enough overtaking’, ‘oh, there’s not enough of this or that’,” Villeneuve said.

“By listening to that, what did F1 do? Let’s put DRS. Because that way we’ll have hundreds of overtakes in a race. But name me one overtake that you remember since DRS – you don’t. Because you don’t see the driver working it.

“Look at a motorbike race, sometimes they take a rider 10 laps to overtake another rider, but in these 10 laps you see the work that goes with it, and what that overtake happens, wow.

“But now you don’t. Next straight line, press a button, that’s it. All of these rule changes to try and create a better show actually create a worse show.

“Then the technology, take the engine, amazing beautiful technology – for the engineers. It shouldn’t be in F1. It doesn’t bring anything. It takes away from F1.

“It has nothing to do there. It’s crazy engineering. I wouldn’t want it on my road car.”

WRC’s Paddon calls for lessons to be learned from Monte Carlo spectator death

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FIA World Rally Championship racer Hayden Paddon has called for lessons to be learned following the death of a spectator on the opening stage of the Monte Carlo Rally on Thursday night.

A spectator was killed after being struck by Paddon’s car when the New Zealander hit black ice and careered into a roadside bank.

Hyundai driver Paddon was withdrawn from the remainder of the rally out of respect, and has now issued a statement regarding the incident.

Here is the statement in full:

Hi everyone,

Upon reflection, I wanted to issue a small statement about yesterday’s events.

Firstly, our thoughts are with the family and friends of the spectator involved. No matter the circumstances, this is never something we want to see.

Secondly, John [Kennard, co-driver] and I are humbled by all the messages of support at this time. Obviously, my thoughts are with the family and that is my only concern at the moment. Not being able to return home to New Zealand does make it a little tougher but it is important we stay strong.

I do want to take this chance to ask people not to speculate. Irrespective of how and why the accident happened, finger pointing will not change anything. The most important thing is that we learn from this and I am committed to work with the FIA and rally organizers relentlessly to ensure this does not happen again.

I will take this chance to ask spectators at rallies to please be considerate of where you stand and to respect the instructions of the marshals. We all want to enjoy a good show and go home to the family afterwards.

I also ask each and every rally fan at the events, if you see someone in a dangerous position to request they move for everyone’s best interest. As a community, we can collectively work together to prevent this from happening again.

Lastly, I please ask the respect from the media in these times, especially for the family and friends of the spectator. I will not issue any further statements or conduct interviews at this stage. We made the decision not to continue this weekend out of respect, but will be back in Sweden where we will pay tribute.

Thank you again for everyone’s support and for the support of the team – it really does mean a lot.”

The Monte Carlo Rally finishes on Saturday.