Frank Biela is an auto racing driver competing in touring cars and sportscar racing. He has raced in cars manufactured by the Audi marque since 1990. Biela started his career in 1983 in karting before joining the Ford Youngster Team programme in 1987 alongside Manuel Reuter and Bernd Schneider, he drove for the team in Formula Ford and the Deutsche Tourenwagen Meisterschaft, where he won the race at AVUS in 1987. Biela continued to compete in the DTM in 1988, raced a limited season in German Formula Three, scoring two wins. In 1990, he moved to Audi, winning the DTM race at the Nürburgring and the DTM championship in 1991 before Audi left the DTM in mid-season of 1992. Biela stayed with the company, with the rise of the two-litre Class 2 rules in other series across Europe, he was entered in various European touring car series over the following few seasons such as the French Supertouring Championship in 1993 driving the Audi 80 entered by Audi into the championship pairing alongside Marc Sourd.
Since his French Supertouring Championship victory in 1993, he is the only standing non-French driver to win it. In 1995, he won the Touring Car World Cup race at Paul Ricard in the new Audi A4, which became one of the dominant touring cars of the mid-1990s. Biela competed in the Super Tourenwagen Cup in his native Germany during 1994 and 1995. During the AVUS Berlin race in September 1995, Biela's Audi struck Kieth O'dor's accident-stranded Nissan Primera squarely on the driver's side, fatally injuring O'dor, who died that day in a Berlin hospital. For 1996, Audi decided to enter a works team of two A4s in the BTCC. Biela was selected to lead the team. Biela comfortably won the title, finishing every single race and being classified in the top ten in all but two races, he capped an astonishing season by taking first place in the Guia Race of Macau. Because of the Audis' dominance in 1996, the BTCC organisers imposed a heavy ballast weight "penalty" on all four-wheel-drive cars for the 1997 season.
With his Audi badly handicapped by the penalty, Biela struggled to make a serious impact. The weight penalty was halved at the midpoint of the season, results improved to the point where Biela finished second overall to eventual champion Alain Menu. Biela left Britain to return to the German Super Tourenwagen Cup for 1998, but was ineffective, he finished a lowly 14th in the final standings. In 1999, Biela abandoned touring cars in favour of joining the Audi R8 sports car project, racing under the Audi Sport Team Joest name, it was a good match, Biela excelled in sportscar racing over the next few seasons, winning several classic events at the wheel of the R8 as well as three ALMS races. The highlight of Biela's time with the R8 team was three successive victories in the 24 Hours of Le Mans alongside Emanuele Pirro and Tom Kristensen. Audi began to scale back support for the R8 programme after the 2002 season. After winning the ALMS series in 2003, Biela returned to the revamped German touring car series, driving an Audi for Joest Racing.
Biela continued to race an R8 at Le Mans each year with mixed results. In 2003, he ran out of fuel, he finished 3rd in 2004 and 2005, respectively. In December 2005 he participated in the first runs of the new Audi R10 diesel sportscar, the R8's successor. Driving an R10 in the 2006 24 Hours of Le Mans, alongside Pirro and new team-mate Marco Werner, Biela took his fourth victory to date in the classic race, he repeated the victory with the same car and team in 2007. His greatest achievements include winning: 1991 Deutsche Tourenwagen Meisterschaft German Touring Car Championship with an Audi V8 1993 French Touring Car Championship 1995 short-lived Touring Car World Cup one-off race 1996 BTCC in 1996 1996 Macau Grand Prix Guia Race 2000, 2001, 2002 24 Hours of Le Mans with an Audi R8 2006, 2007 24 Hours of Le Mans with an Audi R10 In a 2005 poll conducted by Motorsport Magazine, Biela was voted 19th best touring car driver ever. † — Retired, but was classified as he completed 90% of the winner's race distance.
‡ A non-championship one-off race was held in 2004 at the streets of China. ‡ Not eligible for points due to being a guest driver. Official Website
Emanuele Pirro, is an Italian racing driver who has raced in Formula One, touring cars and in endurance races such as the 24 Hours of Le Mans which he has won a total of five times. Two times Italian Karting Champion, Formula Fiat Abarth Champion, two times Italian Touring Car Champion, two times Italian Overall Champion, German Touring Car Champion, he achieved records in endurance racing that place him amongst the best in the discipline, including, he has taken part in over 500 official international races. He was born in Rome, however he traces his roots to the small town of Latera near Viterbo through his mother's family, he is married to Marlene, with whom he has two sons, born in 1993 and Goffredo, born in 1996. He began racing cars in 1980 after having raced seven years in go-karts, where he was two time Italian Champion and runner up in both the European and the World Karting Championships, he went on to win races in all the feeder series he competed in including F3, F3000 and Formula Nippon.
Formula 1 In 1988 he was contracted by McLaren to become test driver to develop the new Honda powertrain for the MP4/4, staying on in that role for the following 3 seasons. His racing career in F1 started at the 1989 French Grand Prix for the Benetton-Ford team, replacing Johnny Herbert, still recovering from injuries sustained in a F3000 accident. For the 1990 and 1991 seasons, he raced for BMS Dallara. Touring Cars Together with his single seater commitments he raced as a factory driver for BMW in touring car racing up until 1993, he raced and won in ETCC, WTCC, Italian Supertouring and DTM. In DTM he became one of the only drivers to win in his debut in the series. Notably, he won the 24 Hours of the Nuerburgring, the Macau Guia Race twice, the Wellington 500 four times, with the legendary BMW M3 E30 and team Schnitzer. After leaving BMW in 1993 he joined Audi to win the 1994 and 1995 Italian Touring Car Championships followed by the German Touring Car Championship in 1996. Between the years of 1994 and 1996 racing in the Italian and German Supertouring championships, he contested a total of 70 races finishing only once outside of the top 10 after being taken out at the start in 1994 at the Salzburgring.
Sportscars After his debut in endurance races at the young age of 19 winning in his class with the Lancia Beta Montecarlo Gr.5 at the 24 Hours of Daytona, winning the Kyalami 9 Hours and a terrible experience at Le Mans the same year, he scarcely participated in these races except sporadic appearances in Japan, first with a Nissan Gr. C at the Fuji 1000 km and with a Porsche 962 Gr. C at the Suzuka 1000 km; that is until his return to Le Mans in 1998 with a McLaren F1 alongside Dindo Capello and Thomas Bscher ending with a retirement. In 1999 Audi unveiled the R8R with which he scored his first of a record breaking nine consecutive podiums at the French classic. In 2000 along with Tom Kristensen and Frank Biela he scored the first of three consecutive wins with the new Audi R8. In 2006 together with Frank Biela and Marco Werner he became the first driver to win the 24 Hours of Le Mans with a diesel car, repeating the win in the following year. In 2008 he announced the end of his racing career with Audi sportscars.
Between the years of 1999 and 2008 he won five 24 Hours of Le Mans, two ALMS championships, two 12 Hours of Sebring and three Petit Le Mans. After 2008 he competed in a number of additional races including a 12 Hours of Sebring and 24 Hours of Le Mans with Drayson Racing in a Lola-Judd LMP1 car, the 24 hours of the Nuerburgring with an Audi R8 GT3, the 2011 Gold Coast 500 in the Australian V8 Supercars Championship. After Racing In 2010 he won the “X-Prize Competition 100mpg-e” with Edison2, he competes in historic racing. In roles still linked to motorsport, he serves as a Brand Ambassador for Audi, is a member of. In addition, he is the President of the Italian Karting Commission, Vice President of the Grand Prix Drivers’ Club and the Club des Pilotes des 24 Heures du Mans, he is a Steward for F1 races, TV pundit and is a frequent guest speaker at events hosted by multinational companies. He owns a 5-star hotel in Cortina D'Ampezzo, he has been a regular player for over 25 years in the Nazionale Piloti football team and the “Star Team for the Children” for Prince Albert of Monaco as well as taking part in other charity events.
1 -- A non-championship one-off race was held in 2004 at the streets of China. "Five-t
The British Broadcasting Corporation is a British public service broadcaster. Its headquarters are at Broadcasting House in Westminster, it is the world's oldest national broadcasting organisation and the largest broadcaster in the world by number of employees, it employs over 20,950 staff in total. The total number of staff is 35,402 when part-time and fixed-contract staff are included; the BBC is established under a Royal Charter and operates under its Agreement with the Secretary of State for Digital, Culture and Sport. Its work is funded principally by an annual television licence fee, charged to all British households and organisations using any type of equipment to receive or record live television broadcasts and iPlayer catch-up; the fee is set by the British Government, agreed by Parliament, used to fund the BBC's radio, TV, online services covering the nations and regions of the UK. Since 1 April 2014, it has funded the BBC World Service, which broadcasts in 28 languages and provides comprehensive TV, online services in Arabic and Persian.
Around a quarter of BBC revenues come from its commercial arm BBC Studios Ltd, which sells BBC programmes and services internationally and distributes the BBC's international 24-hour English-language news services BBC World News, from BBC.com, provided by BBC Global News Ltd. From its inception, through the Second World War, to the 21st century, the BBC has played a prominent role in British culture, it is known colloquially as "The Beeb", "Auntie", or a combination of both. Britain's first live public broadcast from the Marconi factory in Chelmsford took place in June 1920, it was sponsored by the Daily Mail's Lord Northcliffe and featured the famous Australian soprano Dame Nellie Melba. The Melba broadcast caught the people's imagination and marked a turning point in the British public's attitude to radio. However, this public enthusiasm was not shared in official circles where such broadcasts were held to interfere with important military and civil communications. By late 1920, pressure from these quarters and uneasiness among the staff of the licensing authority, the General Post Office, was sufficient to lead to a ban on further Chelmsford broadcasts.
But by 1922, the GPO had received nearly 100 broadcast licence requests and moved to rescind its ban in the wake of a petition by 63 wireless societies with over 3,000 members. Anxious to avoid the same chaotic expansion experienced in the United States, the GPO proposed that it would issue a single broadcasting licence to a company jointly owned by a consortium of leading wireless receiver manufactures, to be known as the British Broadcasting Company Ltd. John Reith, a Scottish Calvinist, was appointed its General Manager in December 1922 a few weeks after the company made its first official broadcast; the company was to be financed by a royalty on the sale of BBC wireless receiving sets from approved domestic manufacturers. To this day, the BBC aims to follow the Reithian directive to "inform and entertain"; the financial arrangements soon proved inadequate. Set sales were disappointing as amateurs made their own receivers and listeners bought rival unlicensed sets. By mid-1923, discussions between the GPO and the BBC had become deadlocked and the Postmaster-General commissioned a review of broadcasting by the Sykes Committee.
The Committee recommended a short term reorganisation of licence fees with improved enforcement in order to address the BBC's immediate financial distress, an increased share of the licence revenue split between it and the GPO. This was to be followed by a simple 10 shillings licence fee with no royalty once the wireless manufactures protection expired; the BBC's broadcasting monopoly was made explicit for the duration of its current broadcast licence, as was the prohibition on advertising. The BBC was banned from presenting news bulletins before 19.00 and was required to source all news from external wire services. Mid-1925 found the future of broadcasting under further consideration, this time by the Crawford committee. By now, the BBC, under Reith's leadership, had forged a consensus favouring a continuation of the unified broadcasting service, but more money was still required to finance rapid expansion. Wireless manufacturers were anxious to exit the loss making consortium with Reith keen that the BBC be seen as a public service rather than a commercial enterprise.
The recommendations of the Crawford Committee were published in March the following year and were still under consideration by the GPO when the 1926 general strike broke out in May. The strike temporarily interrupted newspaper production, with restrictions on news bulletins waived, the BBC became the primary source of news for the duration of the crisis; the crisis placed the BBC in a delicate position. On one hand Reith was acutely aware that the Government might exercise its right to commandeer the BBC at any time as a mouthpiece of the Government if the BBC were to step out of line, but on the other he was anxious to maintain public trust by appearing to be acting independently; the Government was divided on how to handle the BBC but ended up trusting Reith, whose opposition to the strike mirrored the PM's own. Thus the BBC was granted sufficient leeway to pursue the Government's objectives in a manner of its own choosing; the resulting coverage of both striker and government viewpoints impressed millions of listeners who were unaware that the PM had broadcast to the nation from Reith's home, using one of Reith's sound bites inserted at the last moment
Jyrki Juhani Järvilehto, better known as "JJ Lehto", is a Finnish racing driver. He won the 24 Hours of Le Mans twice, in 1995 and 2005, he is a former Formula One driver. He was a protégé of Finnish 1982 Formula One World Champion Keke Rosberg, who first suggested that Jyrki Järvilehto should abbreviate his name to the more manageable JJ Lehto, much as Rosberg had done before him. Like many racing drivers Lehto began in karts at age 8, winning numerous events, before graduating to Formula Ford at the early age of 15. A switch to single seaters saw, he won the British and European Formula 2000 championship in 1987 and went on to win the coveted British Formula 3 title in 1988, driving for Pacific Racing. In 1989 Lehto drove in Formula 3000, again for Pacific Racing; the season was not successful and he failed to score any podium finishes. He did not participate in the last race, held in Dijon-Prenois. In 1989 Lehto tested for Ferrari before making his Formula One debut for the Onyx team as a late-season replacement for Bertrand Gachot.
Though he failed to prequalify for his first race at Estoril he impressed with his speed in the tough sessions and made his first start in the following meeting. In the wet season finale at Adelaide he ran as high as 5th before retiring with waterlogged electrics. Over the summer Onyx were sold to Swiss racer turned businessman Peter Monteverdi. Lehto, marked by many as a star of the future, was paired with Gregor Foitek but financial difficulties hampered his season, leading to the team's withdrawal after the Hungarian Grand Prix. For 1991 he was signed by the ambitious Scuderia Italia team, financed by Beppe Lucchini with a Dallara chassis, Judd V10 engines and Emanuele Pirro in the second car. Due to poor results in 1990 the cars had to prequalify but soon established themselves as decent midfield runners. In the wet San Marino Grand Prix Lehto impressed by lasting in a race of attrition to finish 3rd, scoring his first F1 points, he did not score again through poor reliability and bad luck.
He stayed with the team in 1992, now paired with Pierluigi Martini and using Ferrari V12 engines but the new Dallara B192 chassis had severe handling problems. Lehto's best result was 7th at his worst a failure to qualify at the Hungaroring, he landed the second seat at the much-anticipated Sauber team for 1993, running Ilmor engines. The season started well as Lehto survived a late downpour at Kyalami to score 5th place on the team's debut finished 4th at Imola despite a late engine failure. However, after a collision with Wendlinger at Monaco his relationship with both his teammate and Sauber became frosty and his season tailed off with no more points scored. For 1994 he saw off competition from Michele Alboreto and Luca Badoer to land the second seat at Benetton alongside Michael Schumacher. However, he injured his neck testing the new B194 in pre-season with test driver Jos Verstappen taking his place for the first two rounds of the championship. Lehto returned to the cockpit for the ill-fated San Marino Grand Prix despite some question marks over his fitness.
He qualified 5th but stalled on his car being struck from behind by Pedro Lamy's Lotus. This led to the safety car period which may have contributed to the death of three-times world champion Ayrton Senna. Despite running 3rd in Spain before an engine failure and scoring a point in Canada it was clear his injuries had not healed and he was replaced once again by Verstappen for the French Grand Prix, he returned to the cockpit for the Italian and Portuguese rounds in place of the suspended Schumacher but did not impress and was released soon afterwards when the team signed Johnny Herbert. This freed him up to drive in the last two rounds for Sauber – Wendlinger's injuries from an accident in practice before the 1994 Monaco GP had failed to heal and his previous replacement Andrea de Cesaris was unreachable. After his Formula One career stalled, advised by his manager Keke Rosberg, Lehto joined the German Touring Car Championship, DTM, in 1995 and 1996. Though rated victories eluded him, but this loss was made up by his successes in GT and sports car racing.
He was a late addition to the 1995 edition of the 24 Hours of Le Mans in a McLaren F1 GTR, but he won the race outright, at his third attempt, sharing the car with Yannick Dalmas and Masanori Sekiya. Lehto was an integral part of the win, gaining the lead for the team by driving a few stints during the rainy night. While others were driving cautiously, Lehto was seen to be sliding the car, lapping at times 30sec faster than everyone else, he had three more guest appearances in the same car the next year, winning another race, before he got picked up by BMW to join the factory squad in the inaugural FIA GT season, partnering Steve Soper. Though success came easily, including a win in front of his home crowd at the Thunder In Helsinki event, the might of Mercedes-Benz caught up with the McLarens and left Lehto conceding the title to former DTM rival Bernd Schneider. After an unsuccessful 1998 campaign as a Mercedes-Benz factory driver in the American-based single-seater CART series with Team Hogan, Lehto stayed Stateside but returned to the BMW camp, which entered the
Fernando Alonso Díaz audio is a Spanish racing driver and former Formula One racing driver. He is a two-time Formula One World Champion and is regarded as one of the greatest Formula One drivers in the history of the sport, he has contested 17 seasons of Formula One. Outside Formula One, Alonso is leading the 2018–19 FIA World Endurance Championship with Toyota Gazoo Racing, he won the 2018 24 Hours of Le Mans on his first attempt and won the 2019 24 Hours of Daytona, after his debut in 2018. He contested the 2017 Indianapolis 500. Born in Oviedo, the capital of the autonomous region of Asturias, Alonso started in karting from the age of 3, he won three consecutive karting championships in Spain from 1994 to 1997, he became world karting champion in 1996. He made his Formula One debut in the 2001 season with Minardi, moved to the Renault team as a test driver the next year; as a main Renault driver from 2003, he was crowned Formula One World Drivers' Champion in both 2005 and 2006. At the age of 24 years and 58 days upon clinching the title, he was the youngest Formula One World Drivers' Champion, subsequently the youngest double Champion at the time.
He joined McLaren in 2007, before returning to Renault for two seasons in 2008 and 2009. Alonso raced for Scuderia Ferrari for five seasons between 2010 and 2014. During that time he finished second in the championship behind Sebastian Vettel three times, won 11 further Grands Prix. Two of those years, he narrowly lost the title at the final race, he returned to McLaren for four seasons between 2015 and 2018. Alonso has held various driving records in Formula One, he was the youngest driver to qualify on pole position and to win a Grand Prix at the 2003 Malaysian Grand Prix and the 2003 Hungarian Grand Prix respectively. He was the youngest World champion upon clinching the title at the age of 24 years and 58 days, subsequently the youngest double World Champion. From 2013 until 2015, he held the record for most career championship points; each of these records were surpassed by Sebastian Vettel. As of February 2019, Alonso is the only Spanish driver to have won a Formula One Grand Prix and is the driver with the sixth highest number of Grand Prix wins, with 32.
As a winner of the Monaco Grand Prix and the 24 Hours of Le Mans, Alonso is one of just thirteen drivers to have won two of the three races that make up the Triple Crown of Motorsport. Alonso is nicknamed a typical diminutive for Fernando in Asturias, his place of birth, he is a Goodwill Ambassador for UNICEF. Fernando Alonso was born in Asturias in northern Spain, his mother worked in a department store and his father was employed as a mechanic in an explosives factory near Oviedo. Alonso has Lorena. Alonso's father José Luis, an amateur kart racer, wanted to pass on his passion to his children, he built a kart meant for eight-year-old Lorena, but unlike her three-year-old brother, she showed no interest in the sport. Alonso attended the Holy Guardian Angel Primary School in Oviedo until he was 14 when he attended the Instituto Leopoldo Alas Clarín of San Lázaro, he dropped out in 2000. Since winning his first world championship in 2005, Alonso became an ambassador of Oxford Brookes University, to promote the new field of study of Motorsport of Business for Social Science financing 12 students from all parts of the world.
Alonso lived in Oxford, England until he moved his residence to Switzerland in 2006. Alonso owned a house in Mont-sur-Rolle, near Lake Geneva from 2006 to 2010, in February 2010 he moved house to Lugano in order to be closer to his new Formula One employer Ferrari, it is common for Formula One stars to take up residence in Switzerland to reduce their tax bills. In the winter of 2010–11, Alonso moved back to Oviedo in order to be closer to friends and family, costing him an estimated £50 million in tax. Alonso married Raquel del Rosario, lead singer of Spanish pop band El Sueño de Morfeo, on 17 November 2006, they announced their intention to divorce in December 2011. In mid-2012, Alonso started dating Russian model Dasha Kapustina; the couple split in 2014. Since early 2015, Alonso had a relationship with Spanish journalist Lara Álvarez, they separated in 2016. Since 2017 Alonso is in a relationship with Italian model Linda Morselli. Alonso is a supporter of the football teams Real Real Oviedo. In addition to Spanish, he speaks English and French.
Alonso has a tattoo of a samurai on his back. He revealed that the tattoo showed strength in his muscles and force of will with inspiration from the Hagakure, the spiritual guide written by Yamamoto Tsunetomo in the 18th century, he lives in Dubai. Alonso confirmed his atheism in a 2005 interview. In 2017 he was asked. Alonso replied "I believe things happen. All the things that happen in a race or happen in a championship or in your life, there is maybe a reason behind, and that reason is because better times are coming, I prefer to think that way." As a child, Alonso participated in karting competitions around Spain, supported by his father, who doubled as his mechanic. His family lacked the financial resources needed to develop a career in motorsport, but his victories attracted sponsorship and the required funds. Alonso has attributed his ability to adapt his driving style to different conditions to his karting career: having started racing at the age of three, he tended to be "four or five years younger" than his competitors, had to cope with the challenges of racing at that age: "you can't reach the pedals, you can't reach
Klaus Ludwig is a German racing driver. He known as König Ludwig for his success in touring cars and in sports car racing. In the 1970s, Ludwig drove for Ford in the Deutsche Rennsport Meisterschaft, winning in 1979 with a Kremer Racing-Porsche 935. With this car, based on the 15-year-old Porsche 911 road car design, he won the 24 Hours of Le Mans overall in the wet, an unprecedented win against the faster pure sports car racing prototypes. In 1984 and 1985, he won the 24 Hours of Le Mans for Joest Racing in their #7 Porsche 956. Considering Le Mans and sportcars too dangerous after the deaths of Manfred Winkelhock and Stefan Bellof, he was recruited for the 1987 World Touring Car Championship for Ford only to finish runner-up by a single point to BMW driver Roberto Ravaglia after a post-season disqualification, he moved to the Deutsche Tourenwagen Meisterschaft, became champion in 1988 in a Ford Sierra RS500. Ludwig represented IMSA in the 1986 International Race of Champions, finishing 8th.
He repeated the success at Mercedes-Benz in 1992 and 1994, before moving back to sports cars racing for them in 1997 to become the 1998 FIA GT Champion. He retired, he soon returned in June 1999, to win the 24 Hours Nürburgring on the Nordschleife for the third time driving a Zakspeed Viper. When the DTM resumed as Deutsche Tourenwagen Masters in 2000, he returned to the series, winning at the age of 50 years at the Sachsenring circuit, only to retire once again. Ludwig returned as a "hobby pilot" to the Nürburgring Nordschleife when given the opportunity to drive a high power vehicle; the years 2004 and 2005 saw him enter the 24 Hours Nürburgring with Uwe Alzen on the Jürgen Alzen Porsche 996 GT2 Bi-Turbo. With a aspirated Porsche 997 GT3 of the Alzen brothers and Christian Abt managed to beat the old distance record in the 2006 edition of the 24h, yet finished only second, 1 lap behind the winners. Ludwig has worked as a TV commentator on DTM races. Winner 24 Hours of Le Mans: 1979, 1984, 1985 Deutsche Rennsport Meisterschaft champion 1979, 1981 Deutsche Tourenwagen Meisterschaft champion 1988, 1992, 1994 FIA GT World Champion 1998 * Overall positions shown.
WTCC points paying positions may be different † — Retired, but was classified as he completed 90% of the winner's race distance
Allan McNish is a British former racing driver and journalist from Scotland. He is a three-time winner of the 24 Hours of Le Mans, most in 2013, as well as a three-time winner of the American Le Mans Series, which he last won in 2007, he won the FIA World Endurance Championship in 2013. He has been a co-commentator and pundit for BBC Formula One coverage on TV, radio and online. McNish was born in Dumfries and played football while at school, he was a fan of Nottingham Forest and supported his local club Queen of the South. It was. McNish began his career in karting like Galloway driver David Coulthard. McNish credited the start given to both of them and Dario Franchitti as being down to David Leslie senior and junior. McNish and Coulthard both were recognised with a McLaren/Autosport BRDC Young Driver of the Year award having moved up to car racing. In 1988 he won the Formula Vauxhall Lotus championship and in 1989 finished runner up to David Brabham in a close fought British Formula 3 Championship.
During the late 1980s McNish shared a house with teammate Mika Häkkinen. Tipped as a future Formula One driver, he tested with both McLaren and Benetton, whilst competing in F3000 the recognised second tier of European motorsport, in 1990–1992. Whilst racing his first season in F3000, McNish suffered a crash at a race in Donington Park where a bystander was fatally injured, he went on to finish fourth overall in the championship that season. Concentrating on Formula One opportunities meant he appeared in F3000 only once during 1994, at Pau; when a Formula One drive failed to materialise, he returned to F3000 in 1995 with Paul Stewart Racing. While he was arguably the fastest driver of the year, a series of mishaps saw him well beaten by Super Nova drivers Vincenzo Sospiri and Ricardo Rosset in the title race. McNish's career appeared to stall in early 1996 after a deal to race in Formula Nippon fell through and Mark Blundell was preferred for a drive with the PacWest CART team, he tested for Benetton during the year.
Despite devoting his career to the pursuit of a Formula One chance, McNish has become one of the world's most rated sportscar drivers. His sportscar career began in 1996 with Porsche, at a time when their 911 GT1 model revolutionised sportscar racing. With the factory team he took this car to victory in the 1998 24 Hours of Le Mans, partnered by Laurent Aïello and Stephane Ortelli, he subsequently appeared for Toyota and Audi in the race, after losing a victory in the dying stages of the 2007 event, scored a second triumph in 2008 with Tom Kristensen and Rinaldo Capello driving an Audi R10. He has raced with great success for Audi in the American Le Mans Series, winning the title with Dindo Capello in 2006 and 2007, taking four overall victories at the 12 Hours of Sebring. At the 2011 Le Mans McNish destroyed the car in a spectacular crash early in the race and ended the race for Audi No. 3. And again at the 2012 Le Mans, McNish made a driving error and lost a first place by crashing the Audi No. 2 car a few hours before the finish.
He codrove the No. 8 Starworks Motorsport Riley-Ford to a second-place finish at the 2012 24 Hours of Daytona. In the 2000 American Le Mans Series season McNish set a track record for the full circuit configuration at Sears Point International Raceway. McNish found an opening into Formula One in 2001, when the newly formed Toyota F1 team required a development driver. Given his link with Toyota through sportscars he was an obvious choice for this role, after impressing in testing he was hired to race for the season, he did not score any points during the season's 17 races, he and teammate Mika Salo were replaced with a new line-up of Olivier Panis and Cristiano da Matta for 2003. Salo had scored points for the team on their debut in Melbourne and McNish had nearly done the same in the Malaysian Grand Prix, only for a pit lane mistake by the team to cost him the result. Both drivers were told of their replacement before Da Matta was announced, ITV's Martin Brundle commented that "replacing Salo and McNish with Panis and A.
N. Other" was not, in his view, a step forward. McNish had a dramatic accident at the 130R corner while practising for the Japanese Grand Prix at Suzuka, but escaped serious injury; this led to the corner being reprofiled the following year. In 2003 he was a test driver for Renault F1 doing a little TV work for ITV, but the next year he returned to his successful sports car racing career, winning the 12 Hours of Sebring, combining this in 2005 with a venture into the competitive DTM, where he competed against the likes of former Formula One drivers Mika Häkkinen and Jean Alesi, he won sportscar driver of the year awards from Autosport and Le Mans magazines and the Stewart Medal Award for services to Scottish motor sport. He was made the president of the Scottish Motor Racing Club at their annual prize giving and dinner in 2007, succeeding Stewart. In 2006, he continued racing with the Audi factory team and was part of the driving line-up which won the 12 Hours of Sebring in the new Audi R10 TDI diesel, setting pole position and breaking the lap record.
In 2008, McNish won the 24 Hours of Le Mans for Audi alongside Rinaldo Capello. It was his first win at la Sarthe since 1998. McNish won the 2013 24 Hours of Le Mans as well with Loïc Duval. In 2013, McNish became a world champion as he won the 2013 FIA World Endurance Championship alongside Kristensen and Duval. Since Formula One has