ec: You've had a lot of success in GT cars, especially Porsches. What about the jump from GT to prototype? Now you avoid traffic and pass it, whereas before you were the traffic.
MF: I was lucky that the step up to prototypes was something I got to experience early, the second year, in my sports car career. The first time was 2002 in the Phoenix Grand Am race in an SRPII Lola. I had minimal testing, but managed to get pole position, fastest lap, and-with my teammate, Nic Jonsson-won the race. So I found driving a prototype very natural and the increased downforce seems to suit me.
I feel fortunate to have driven GT cars and have the understanding of how difficult it is sharing the track with prototypes. It's so hard driving a GT car flat out, you need to use all the track while trying to work out how you can help the LMPs to pass you and lose the least amount of time in the process for both. A lot of prototype guys don't have a clue what you go through as a GT driver, so it's a big bonus for me and I find I get through traffic better because of it.
The game's changing. As the organizers continue to give us smaller and smaller restrictors in the prototypes, it becomes harder to pass GT cars, especially the Corvettes and Aston GT1s, on the straights. The GT cars have unbelievable mechanical grip these days, so in slow corners they're nearly as fast as we are. It's not easy getting by them, but again, I love that part of sports car racing and I work hard at giving the GT guys respect and hope they give it back.
ec: Exiting turn one at Sebring and setting yourself up for two, how would you approach it in a GT car during the race compared to the Spyder?
MF: Not much differently. The nimbleness of the LMP allows you to pick and choose how you approach the braking area of turn two after the exit of turn one and I've noticed GT cars trying to do the same. But all that did from my perspective was cause some LMP drivers to get frustrated with GT cars sweeping in front of them and take away what is a good passing opportunity that would lose minimum time for both. Then again, I haven't driven the new generation of GT cars at Sebring, so maybe it's something that gains lap time for them.
ec: The Dyson team has been around for a long time and are well known as solid competitors who keep their sense of humor. How did this gig come about?
MF: They're such a great bunch and I'm loving being part of the team. I still get a bit of a surprise when I look in the mirror and see myself in their legendary team colors. They have such a great family atmosphere.
On getting the ride, it was just a case at the end of last season of seeing what opportunities were available in the LMP class and I had always had good rapport with the Dyson team. So as their plans came together, we started to talk more seriously. In the end, it was an easy deal. It was a new experience for me, having more than one good option on the table for this year, but this always felt right. I knew they had been working closely with Porsche in choosing a new driver and I've been made to feel very welcome by everyone involved.
ec: Take us through a typical race lap at Sebring during one of your stints-and don't forget the traffic.
MF: Typical race laps don't exist. Every lap is unique in some way and I really enjoy that. For me, the tough part of a lap of Sebring is catching slower cars in the faster corners-turns 1, 11, 12, 13, 15, 16 and 17-as you're trying not to lose too much momentum. A huge amount of lap time is won and lost here. Forward thinking is what keeps the loss to a minimum and your average lap time for the stint looking good. In the slower corners, I find it's much easier to pass cars in a consistent manner if you catch them on entry then out-brake them. If not, try and carry the momentum through the turn and get a run at them on corner exit.