Niki Lauda

Andreas Nikolaus Lauda (22 February 1949 – 20 May 2019) was an Austrian Formula One driver, a three-time F1 World Drivers' Champion, winning in 1975, 1977 and 1984, and an aviation entrepreneur. He was the only driver in F1 history to have been champion for both Ferrari and McLaren, the sport's two most successful constructors. He is widely considered one of the greatest F1 drivers of all time.[1] As an aviation entrepreneur, he founded and ran three airlines: Lauda Air, Niki, and Lauda. He was a Bombardier Business Aircraft brand ambassador. He was also a consultant for Scuderia Ferrari and team manager of the Jaguar Formula One racing team for two years. Afterwards, he worked as a pundit for German TV during Grand Prix weekends and acted as non-executive chairman of Mercedes-AMG Petronas Motorsport, of which Lauda owned 10%.[2]

Having emerged as Formula One's star driver amid a 1975 title win and leading the 1976 championship battle, Lauda was seriously injured in a crash at the 1976 German Grand Prix at the Nürburgring during which his Ferrari 312T2 burst into flames, and he came close to death after inhaling hot toxic fumes and suffering severe burns.[3] However, he survived and recovered sufficiently to race again just six weeks later at the Italian Grand Prix. Although he lost that year's title – by just one point – to James Hunt, he won his second championship the year after, during his final season at Ferrari. After a couple of years at Brabham and two years' hiatus, Lauda returned and raced four seasons for McLaren between 1982 and 1985 – during which he won the 1984 title by half a point over his teammate Alain Prost.

Niki Lauda
Lauda at 1982 Dutch Grand Prix
BornAndreas Nikolaus Lauda
22 February 1949
Vienna, Austria
Died20 May 2019 (aged 70)
Zürich, Switzerland
Formula One World Championship career
NationalityAustria Austrian
Active years19711979, 19821985
TeamsMarch, BRM, Ferrari, Brabham, McLaren
Entries177 (171 starts)
Championships3 (1975, 1977, 1984)
Wins25
Podiums54
Career points420.5
Pole positions24
Fastest laps24
First entry1971 Austrian Grand Prix
First win1974 Spanish Grand Prix
Last win1985 Dutch Grand Prix
Last entry1985 Australian Grand Prix

Early years in racing

Lauda, Niki 1973-07-06
Lauda at the Nürburgring in 1973, three years before his accident.

Niki Lauda was born on 22 February 1949 in Vienna, Austria, to a wealthy paper manufacturing[4][5] family. His paternal grandfather was the Viennese-born industrialist Hans Lauda.[6][7]

Lauda became a racing driver despite his family's disapproval.[8] After starting out with a Mini,[9] Lauda moved on into Formula Vee,[10] as was normal in Central Europe, but rapidly moved up to drive in private Porsche and Chevron sports cars.[11] With his career stalled, he took out a £30,000 bank loan,[12] secured by a life insurance policy, to buy his way into the fledgling March team as a Formula Two (F2) driver in 1971.[13] Because of his family's disapproval he had an ongoing feud with them over his racing ambitions and abandoned further contact.[14]

Lauda was quickly promoted to the F1 team, but drove for March in F1 and F2 in 1972. Although the F2 cars were good (and Lauda's driving skills impressed March principal Robin Herd), March's 1972 F1 season was catastrophic. Perhaps the lowest point of the team's season came at the Canadian Grand Prix at Mosport Park, where both March cars were disqualified within 3 laps of each other after just past 3/4 race distance. Lauda took out another bank loan to buy his way into the BRM team in 1973. Lauda was instantly quick, but the team was in decline; his big break came when his BRM teammate Clay Regazzoni left to rejoin Ferrari in 1974 and team owner Enzo Ferrari asked him what he thought of Lauda. Regazzoni spoke so favourably of Lauda that Ferrari promptly signed him, paying him enough to clear his debts.

Ferrari (1974–1977)

LaudaNiki19760731Ferrari312T2
Lauda practicing at the Nürburgring during the 1976 German Grand Prix.

After an unsuccessful start to the 1970s culminating in a disastrous start to the 1973 season, Ferrari regrouped completely under Luca di Montezemolo and were resurgent in 1974. The team's faith in the little-known Lauda was quickly rewarded by a second-place finish in his debut race for the team, the season-opening Argentine Grand Prix. His first Grand Prix (GP) victory – and the first for Ferrari since 1972 – followed only three races later in the Spanish Grand Prix. Although Lauda became the season's pacesetter, achieving six consecutive pole positions, a mixture of inexperience and mechanical unreliability meant Lauda won only one more race that year, the Dutch GP. He finished fourth in the Drivers' Championship and demonstrated immense commitment to testing and improving the car.

Niki Lauda, 1975 British Grand Prix
Lauda in 1975.

The 1975 F1 season started slowly for Lauda; after no better than a fifth-place finish in the first four races, he won four of the next five driving the new Ferrari 312T. His first World Championship was confirmed with a third-place finish at the Italian Grand Prix at Monza; Lauda's teammate Regazzoni won the race and Ferrari clinched their first Constructors' Championship in 11 years; Lauda then picked up a fifth win at the last race of the year, the United States GP at Watkins Glen. He also became the first driver to lap the Nürburgring Nordschleife in under seven minutes, which was considered a huge feat as the Nordschleife section of the Nürburgring was two miles longer than it is today. Lauda was known for giving away any trophies he won to his local garage in exchange for his car to be washed and serviced.[15]

Unlike 1975 and despite tensions between Lauda and Montezemolo's successor, Daniele Audetto, Lauda dominated the start of the 1976 F1 season, winning four of the first six races and finishing second in the other two. By the time of his fifth win of the year at the British GP, he had more than double the points of his closest challengers Jody Scheckter and James Hunt, and a second consecutive World Championship appeared a formality. It would be a feat not achieved since Jack Brabham's victories in 1959 and 1960. He also looked set to win the most races in a season, a record held by the late Jim Clark since 1963.

1976 Nürburgring crash

A week before the 1976 German Grand Prix at the Nürburgring, even though he was the fastest driver on that circuit at the time, Lauda urged his fellow drivers to boycott the race, largely because of the 23-kilometre (14 mi) circuit's safety arrangements, citing the organisers' lack of resources to properly manage such a huge circuit, including lack of fire marshals, fire and safety equipment and safety vehicles. Formula One was quite dangerous at the time (three of the drivers that day would later die in Formula One incidents: Tom Pryce in 1977; Ronnie Peterson in 1978; and Patrick Depailler in 1980), but a majority of the drivers voted against the boycott and the race went ahead.

Lauda accidente2
Niki Lauda's car on fire

On 1 August 1976 during the second lap at the very fast left kink before Bergwerk, Lauda was involved in an accident where his Ferrari swerved off the track, hit an embankment, burst into flames, and made contact with Brett Lunger's Surtees-Ford car. Unlike Lunger, Lauda was trapped in the wreckage. Drivers Arturo Merzario, Lunger, Guy Edwards, and Harald Ertl arrived at the scene a few moments later, but before Merzario was able to pull Lauda from his car, he suffered severe burns to his head and inhaled hot toxic gases that damaged his lungs and blood. As Lauda was wearing a modified helmet because it didn't fit him properly, the foam had compressed and it slid off his head after the accident, leaving his face exposed to the fire.[16] Although Lauda was conscious and able to stand immediately after the accident, he later lapsed into a coma.[17] While in hospital he was given the last rites.[18]

Lauda suffered extensive scarring from the burns to his head, losing most of his right ear as well as the hair on the right side of his head, his eyebrows, and his eyelids. He chose to limit reconstructive surgery to replacing the eyelids and getting them to work properly. After the accident he always wore a cap to cover the scars on his head. He arranged for sponsors to use the cap for advertising.

With Lauda out of the contest, Carlos Reutemann was taken on as his replacement. Ferrari boycotted the Austrian Grand Prix in protest at what they saw as preferential treatment shown towards McLaren driver James Hunt at the Spanish and British Grands Prix.

Return to racing

Lauda missed only two races, appearing at the Monza press conference six weeks after the accident with his fresh burns still bandaged. He finished fourth in the Italian GP, despite being, by his own admission, absolutely petrified. F1 journalist Nigel Roebuck recalls seeing Lauda in the pits, peeling the blood-soaked bandages off his scarred scalp. He also had to wear a specially adapted crash helmet so as to not be in too much discomfort. In Lauda's absence, Hunt had mounted a late charge to reduce Lauda's lead in the World Championship standings. Hunt and Lauda were friends away from the circuit, and their personal on-track rivalry, while intense, was cleanly contested and fair. Following wins in the Canadian and United States Grands Prix, Hunt stood only three points behind Lauda before the final race of the season, the Japanese Grand Prix.

Lauda qualified third, one place behind Hunt, but on race day there was torrential rain and Lauda retired after two laps. He later said that he felt it was unsafe to continue under these conditions, especially since his eyes were watering excessively because of his fire-damaged tear ducts and inability to blink. Hunt led much of the race before his tires blistered and a pit stop dropped him down the order. He recovered to third, thus winning the title by a single point.

Lauda's previously good relationship with Ferrari was severely affected by his decision to withdraw from the Japanese Grand Prix, and he endured a difficult 1977 season, despite easily winning the championship through consistency rather than outright pace. Lauda disliked his new teammate, Reutemann, who had served as his replacement driver. Lauda was not comfortable with this move and felt he had been let down by Ferrari. "We never could stand each other, and instead of taking pressure off me, they put on even more by bringing Carlos Reutemann into the team."[19] Having announced his decision to quit Ferrari at season's end, Lauda left earlier after he won the Drivers' Championship at the United States Grand Prix because of the team's decision to run the unknown Gilles Villeneuve in a third car at the Canadian Grand Prix.

Brabham and first retirement (1978–1979)

Lauda at 1978 Dutch Grand Prix (cropped)
Lauda in the Brabham-Alfa Romeo at Zandvoort (1978)

Joining Parmalat-sponsored Brabham-Alfa Romeo in 1978 for a $1 million salary, Lauda endured two unsuccessful seasons, remembered mainly for his one race in the Brabham BT46B, a radical design known as the Fan Car: it won its first and only race at the Swedish GP, but Brabham did not use the car in F1 again; other teams vigorously protested the fan car's legality and Brabham team owner Bernie Ecclestone, who at the time was maneuvering for acquisition of Formula One's commercial rights, did not want to fight a protracted battle over the car, but the victory in Sweden remained official. The Brabham BT46 Alfa Romeo flat-12 began the 1978 season at the third race in South Africa. It suffered from a variety of troubles that forced Lauda to retire the car 9 out of 14 races. Lauda's best results, apart from the wins in Sweden and Italy after the penalization of Mario Andretti and Gilles Villeneuve, were 2nd in Montreal and Great Britain, and a 3rd in the Netherlands.

As the Alfa flat-12 engine was too wide for effective wing cars designs, Alfa provided a V12 for 1979. It was the fourth 12-cylinder engine design that propelled the Austrian in F1 since 1973. Lauda's 1979 F1 season was again marred by retirements and poor pace, even though he won the non-championship 1979 Dino Ferrari Grand Prix with the Brabham-Alfa. In the single make BMW M1 Procar Championship, driving for the British Formula Two team Project Four Racing (led by Ron Dennis) when not in a factory entry, Lauda won three races for P4 plus the series. Decades later, Lauda won a BMW Procar exhibition race event before the 2008 German Grand Prix.

In September, Lauda finished 4th in Monza, and won the non-WC Imola event, still with the Alfa V12 engine. After that, Brabham returned to the familiar Cosworth V8. In late September, during practice for the 1979 Canadian Grand Prix, Lauda informed Ecclestone that he wished to retire immediately, as he had no more desire to "drive around in circles". Lauda, who in the meantime had founded Lauda Air, a charter airline, returned to Austria to run the company full-time.[20]

McLaren comeback, third world title, and second retirement (1982–1985)

Lauda McLaren MP4-2 1984 Dallas F1
Five years after his first retirement, Lauda won his third title driving a McLaren MP4/2.

In 1982 Lauda returned to racing, for an unprecedented $3 million salary.[20] After a successful test with McLaren, the only problem was to convince then team sponsor Marlboro that he was still capable of winning. Lauda proved he was when, in his third race back, he won the Long Beach Grand Prix. Before the opening race of the season at Kyalami race track in South Africa, Lauda was the organiser of the so-called "drivers' strike"; Lauda had seen that the new Super Licence required the drivers to commit themselves to their present teams and realised that this could hinder a driver's negotiating position. The drivers, with the exception of Teo Fabi, barricaded themselves in a banqueting suite at Sunnyside Park Hotel until they had won the day.[21]

The 1983 season proved to be transitional for the McLaren team as they were making a change from Ford-Cosworth power to TAG-badged Porsche turbo power, and Lauda did not win a race that year, with his best finish being 2nd at Long Beach behind his teammate John Watson. Some political maneuvering by Lauda forced a furious chief designer John Barnard to design an interim car earlier than expected to get the TAG-Porsche engine some much needed race testing; Lauda nearly won the last race of the season in South Africa.

Lauda won a third world championship in 1984 by half a point over teammate Alain Prost, due only to half points being awarded for the shortened 1984 Monaco Grand Prix. His Austrian Grand Prix victory that year is so far the only time an Austrian has won his home Grand Prix. Initially, Lauda did not want Prost to become his teammate, as he presented a much faster rival. However, during the two seasons together, they had a good relationship and Lauda later said that beating the talented Frenchman was a big motivator for him.[22] The whole season continued to be dominated by Lauda and Prost, who won 12 of 16 races. Lauda won five races, while Prost won seven. However, Lauda, who set a record for the most pole positions in a season during the 1975 season, rarely matched his teammate in qualifying. Despite this, Lauda's championship win came in Portugal, when he had to start in eleventh place on the grid, while Prost qualified on the front row. Prost did everything he could, starting from second and winning his 7th race of the season, but Lauda's calculating drive (which included setting the fastest race lap), passing car after car, saw him finish second behind his teammate which gave him enough points to win his third title. His second place was a lucky one though as Nigel Mansell was in second for much of the race. However, as it was his last race with Lotus before joining Williams in 1985, Lotus boss Peter Warr refused to give Mansell the brakes he wanted for his car and the Englishman retired with brake failure on lap 52. As Lauda had passed the Toleman of F1 rookie Ayrton Senna for third place only a few laps earlier, Mansell's retirement elevated him to second behind Prost.

The 1985 season was a disappointment for Lauda, with eleven retirements from the fourteen races he started. He did not start the Belgian Grand Prix at Spa-Francorchamps after crashing and breaking his wrist during practice, and he later missed the European Grand Prix at Brands Hatch; John Watson replaced him for that race. He did manage 4th at the San Marino Grand Prix, 5th at the German Grand Prix, and a single race win at the Dutch Grand Prix where he held off a fast finishing Prost late in the race. This proved to be his last Grand Prix victory and also the last Formula One Grand Prix held in the Netherlands. After announcing his impending retirement at the 1985 Austrian Grand Prix, he retired for good at the end of that season.

Lauda's final Formula One Grand Prix drive was the inaugural Australian Grand Prix in Adelaide, South Australia. After qualifying 16th, a steady drive saw him leading by lap 53. However, the McLaren's ceramic brakes suffered on the street circuit and he crashed out of the lead at the end of the long Brabham Straight on lap 57 when his brakes finally failed. He was one of only two drivers in the race who had driven in the non-championship 1984 Australian Grand Prix, the other being 1982 World Champion Keke Rosberg, who won in Adelaide in 1985 and would take Lauda's place at McLaren in 1986.

Niki Lauda helmet Museo Ferrari
Niki Lauda helmet from the 1970s, at the Museo Ferrari in Maranello

Helmet

Lauda's helmet was originally a plain red with his full name written on both sides and the Raiffeisen Bank logo in the chin area. He wore a modified AGV helmet in the weeks following his Nürburgring accident so as the lining would not aggravate his burned scalp too badly. In 1982, upon his return to McLaren, his helmet was white and featured the red "L" logo of Lauda Air instead of his name on both sides, complete with branding from his personal sponsor Parmalat on the top. From 1983–1985, the red and white were reversed to evoke memories of his earlier helmet design.

Later management roles

In 1993 Lauda returned to Formula One in a managerial position when Luca di Montezemolo offered him a consulting role at Ferrari. Halfway through the 2001 season Lauda assumed the role of team principal of the Jaguar Formula One team. The team, however, failed to improve and Lauda was made redundant, together with 70 other key figures, at the end of 2002.

In September 2012 he was appointed non-executive chairman of the Mercedes AMG Petronas F1 Team.[23] He took part in negotiations to sign Lewis Hamilton to a three-year deal with Mercedes.

Roles beyond Formula One

Andreas Nikolaus Lauda 2011
Lauda in 2011

Lauda returned to running his airline, Lauda Air, on his second Formula One retirement in 1985. During his time as airline manager, he was appointed consultant at Ferrari as part of an effort by Montezemolo to rejuvenate the team.[24] After selling his Lauda Air shares to majority partner Austrian Airlines in 1999, he managed the Jaguar Formula One racing team from 2001 to 2002. In late 2003, he started a new airline, Niki. Similar to Lauda Air, Niki was merged with its major partner Air Berlin in 2011. In early 2016, Lauda took over chartered airline Amira Air and renamed the company LaudaMotion.[25] As a result of Air Berlin's insolvency in 2017, LaudaMotion took over the Niki brand and asset after an unsuccessful bid by Lufthansa and IAG.[26] Lauda held a commercial pilot's licence and from time to time acted as a captain on the flights of his airline.[27]

He was inducted into the International Motorsports Hall of Fame in 1993 and from 1996 provided commentary on Grands Prix for Austrian and German television on RTL. He was, however, criticized for calling Robert Kubica a "polacke" (an ethnic slur for Polish people). It happened on air in May 2010 at the Monaco Grand Prix.[28][29]

Lauda is sometimes known by the nickname "the rat", "SuperRat" or "King Rat" because of his prominent buck teeth.[30] He was associated with both Parmalat and Viessmann, sponsoring the ever-present cap he wore from 1976 to hide the severe burns he sustained in his Nurburgring accident. Lauda said in a 2009 interview with the German newspaper Die Zeit that an advertiser was paying €1.2m for the space on his red cap.[31]

In 2005 the Austrian post office issued a stamp honouring him.[32] In 2008, American sports television network ESPN ranked him 22nd on their top drivers of all-time.[33]

Niki Lauda wrote five books: The Art and Science of Grand Prix Driving (titled Formula 1: The Art and Technicalities of Grand Prix Driving in some markets) (1975); My Years With Ferrari (1978); The New Formula One: A Turbo Age (1984); Meine Story (titled To Hell and Back in some markets) (1986); Das dritte Leben (en. The third life) (1996).[34] Lauda credited Austrian journalist Herbert Volker with editing the books.

Film and television

Daniel Brühl, Niki Lauda and Peter Morgan
Daniel Brühl, Niki Lauda and Peter Morgan at the premiere of Rush in Vienna, Austria.

The 1976 F1 battle between Niki Lauda and James Hunt was dramatized in the film Rush (2013), where Lauda was played by Daniel Brühl. Lauda made a cameo appearance at the end of the film. Lauda said of Hunt's death, "When I heard he'd died age 45 of a heart attack I wasn't surprised, I was just sad." He also said that Hunt was one of the very few he liked, a smaller number of people he respected and the only person he had envied.[35]

Lauda appeared in an episode of Mayday titled "Niki Lauda: Testing the Limits" regarding the events of Lauda Air Flight 004.

Personal life

Lauda had two sons with first wife Marlene Knaus (married 1976, divorced 1991): Mathias, a race driver himself, and Lukas, who acted as Mathias's manager. In 2008 he married Birgit Wetzinger, a flight attendant for his airline. In 2005, she donated a kidney to Lauda when the kidney he received from his brother in 1997 failed.[36][37] In September 2009, Birgit gave birth to twins.

On 2 August 2018 it was announced that Lauda had successfully undergone a lung transplant operation in his native Austria.[38]

Lauda spoke fluent Austrian German, English, and Italian.[39]

Lauda came from a Roman Catholic family. In an interview with Zeit he stated that he left the church for a time to avoid paying church taxes, but went back when he had his two children baptised.[40]

Death and legacy

On 20 May 2019, Lauda died in his sleep, aged 70, at the University Hospital of Zürich, where he had been undergoing dialysis treatment for kidney problems, following a period of ill health.[41][42] A statement issued on behalf of his family reported that he had died peacefully, surrounded by family members.[43]

Various current and former drivers and teams paid tributes on social media and during the Wednesday press conference session before the 2019 Monaco Grand Prix.[44] A moment of silence was held before the race. Throughout the weekend, fans and drivers were encouraged to wear red caps in his honour. His funeral, at St Stephen's Cathedral in Vienna, was attended by many prominent Formula One figures, including Lewis Hamilton, David Coulthard, Nico Rosberg, Alain Prost, Valtteri Bottas, Nelson Piquet, Gerhard Berger, Jean Alesi and Jackie Stewart along with Austrian politicians Arnold Schwarzenegger and Alexander van der Bellen among others.[45] As a mark of respect drivers wore red caps.

Racing record

Complete European Formula Two Championship results

(key) (Races in bold indicate pole position; races in italics indicate fastest lap)

Year Entrant Chassis Engine 1 2 3 4 5 6 7 8 9 10 11 12 13 14 Pos. Pts
1971 March Engineering March 712M Cosworth FVA HOC
Ret
THR
10
NÜR
6
JAR
7
PAL
DNQ
ROU
4
MAN
Ret
TUL
Ret
ALB
Ret
VAL
7
VAL 10th 8
1972 March Engineering March 722 Ford BDA MAL
2
THR
3
HOC
Ret
PAU
Ret
PAL
DNQ
HOC
Ret
ROU
Ret
ÖST
Ret
IMO
3
MAN
Ret
PER SAL
6
ALB HOC
9
5th 25
Source:[46]

Complete Formula One World Championship results

(key) (Races in bold indicate pole position, races in italics indicate fastest lap)

Year Entrant Chassis Engine 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 WDC Pts
1971 STP March Racing Team March 711 Ford Cosworth DFV 3.0 V8 RSA ESP MON NED FRA GBR GER AUT
Ret
ITA CAN USA NC 0
1972 STP March Racing Team March 721 Ford Cosworth DFV 3.0 V8 ARG
11
RSA
7
NC 0
March 721X ESP
Ret
MON
16
BEL
12
March 721G FRA
Ret
GBR
9
GER
Ret
AUT
10
ITA
13
CAN
DSQ
USA
NC
1973 Marlboro-BRM BRM P160C BRM P142 3.0 V12 ARG
Ret
BRA
8
18th 2
BRM P160D RSA
Ret
BRM P160E ESP
Ret
BEL
5
MON
Ret
SWE
13
FRA
9
GBR
12
NED
Ret
GER
Ret
AUT
DNS
ITA
Ret
CAN
Ret
USA
Ret
1974 Scuderia Ferrari SpA SEFAC Ferrari 312B3 Ferrari 001/11 3.0 F12 ARG
2
BRA
Ret
RSA
16
ESP
1
BEL
2
MON
Ret
SWE
Ret
NED
1
FRA
2
GBR
5
GER
Ret
AUT
Ret
ITA
Ret
CAN
Ret
USA
Ret
4th 38
1975 Scuderia Ferrari SpA SEFAC Ferrari 312B3 Ferrari 001/11 3.0 F12 ARG
6
BRA
5
1st 64.5
Ferrari 312T Ferrari 015 3.0 F12 RSA
5
ESP
Ret
MON
1
BEL
1
SWE
1
NED
2
FRA
1
GBR
8
GER
3
AUT
6
ITA
3
USA
1
1976 Scuderia Ferrari SpA SEFAC Ferrari 312T Ferrari 015 3.0 F12 BRA
1
RSA
1
USW
2
2nd 68
Ferrari 312T2 ESP
2
BEL
1
MON
1
SWE
3
FRA
Ret
GBR
1
GER
Ret
AUT NED ITA
4
CAN
8
USA
3
JPN
Ret
1977 Scuderia Ferrari SpA SEFAC Ferrari 312T2 Ferrari 015 3.0 F12 ARG
Ret
BRA
3
RSA
1
USW
2
ESP
DNS
MON
2
BEL
2
SWE
Ret
FRA
5
GBR
2
GER
1
AUT
2
NED
1
ITA
2
USA
4
CAN JPN 1st 72
1978 Parmalat Racing Team Brabham BT45C Alfa Romeo 115-12 3.0 F12 ARG
2
BRA
3
4th 44
Brabham BT46 RSA
Ret
USW
Ret
MON
2
BEL
Ret
ESP
Ret
FRA
Ret
GBR
2
GER
Ret
AUT
Ret
NED
3
ITA
1
USA
Ret
CAN
Ret
Brabham BT46B SWE
1
1979 Parmalat Racing Team Brabham BT48 Alfa Romeo 1260 3.0 V12 ARG
Ret
BRA
Ret
RSA
6
USW
Ret
ESP
Ret
BEL
Ret
MON
Ret
FRA
Ret
GBR
Ret
GER
Ret
AUT
Ret
NED
Ret
ITA
4
14th 4
Brabham BT49 Ford Cosworth DFV 3.0 V8 CAN
WD
USA
1982 Marlboro McLaren International McLaren MP4B Ford Cosworth DFV 3.0 V8 RSA
4
BRA
Ret
USW
1
SMR BEL
DSQ
MON
Ret
DET
Ret
CAN
Ret
NED
4
GBR
1
FRA
8
GER
DNS
AUT
5
SUI
3
ITA
Ret
CPL
Ret
5th 30
1983 Marlboro McLaren International McLaren MP4/1C Ford Cosworth DFV 3.0 V8 BRA
3
USW
2
10th 12
Ford Cosworth DFY 3.0 V8 FRA
Ret
SMR
Ret
MON
DNQ
BEL
Ret
DET
Ret
CAN
Ret
GBR
6
GER
DSQ
AUT
6
McLaren MP4/1E TAG TTE PO1 1.5 V6t NED
Ret
ITA
Ret
EUR
Ret
RSA
11
1984 Marlboro McLaren International McLaren MP4/2 TAG TTE PO1 1.5 V6t BRA
Ret
RSA
1
BEL
Ret
SMR
Ret
FRA
1
MON
Ret
CAN
2
DET
Ret
DAL
Ret
GBR
1
GER
2
AUT
1
NED
2
ITA
1
EUR
4
POR
2
1st 72
1985 Marlboro McLaren International McLaren MP4/2B TAG TTE PO1 1.5 V6t BRA
Ret
POR
Ret
SMR
4
MON
Ret
CAN
Ret
DET
Ret
FRA
Ret
GBR
Ret
GER
5
AUT
Ret
NED
1
ITA
Ret
BEL
DNS
EUR RSA
Ret
AUS
Ret
10th 14
Source:[46]

Complete Formula One Non-Championship results

(key) (Races in bold indicate pole position; races in italics indicate fastest lap)

Year Entrant Chassis Engine 1 2 3 4 5 6
1972 STP March Racing Team March 721 Ford Cosworth DFV 3.0 V8 ROC BRA INT OUL REP
DNS
VIC
1973 Marlboro-BRM BRM P160D BRM P142 3.0 V12 ROC
Ret
INT
5
1974 Scuderia Ferrari SpA SEFAC Ferrari 312B3 Ferrari 001/11 3.0 F12 PRE ROC
2
INT
1975 Scuderia Ferrari SpA SEFAC Ferrari 312T Ferrari 015 3.0 F12 ROC INT
1
SUI
1976 Scuderia Ferrari SpA SEFAC Ferrari 312T2 Ferrari 015 3.0 F12 ROC
Ret
INT
1978 Parmalat Racing Team Brabham BT45C Alfa Romeo 115-12 3.0 F12 INT
DNS
1979 Parmalat Racing Team Brabham BT48 Alfa Romeo 1260 3.0 V12 ROC
5
GNM DIN
1
Source:[46]

Books

  • Lauda, Niki. Technik und Praxis des Grand-Prix-Sports (in German). Stuttgard; Vienna: Stuttgart Motorbuch-Verlag; Orac.
    • ——. The Art and Science of Grand Prix Driving (AKA Formula 1: The Art and Technicalities of Grand Prix Driving). David Irving (trans.). Osceola, Wis.: Motorbooks International. ISBN 9780879380496. OCLC 483675371.
  • —— (1977). Protokoll: meine Jahre mit Ferrari. Stuttgard; Vienna: Stuttgart Motorbuch-Verlag; Orac. ISBN 9783853688434. OCLC 3869352.
    • —— (1978). My Years with Ferrari. Osceola, Wis.: Motorbooks International. ISBN 9780879380595. OCLC 3842607. AKA For the Record: My Years with Ferrari (British edition).
  • —— (1982). Die neue Formel 1. Stuttgard; Vienna: Stuttgart Motorbuch-Verlag; Orac. ISBN 9783853689103. OCLC 1072406853.
    • —— (1984). The New Formula One: A Turbo Age. Osceola, Wis.: Motorbooks International. ISBN 9780879381790. OCLC 10456956.
  • ——; Völker, Herbert (1985). Niki Lauda: Meine Story. Stuttgard; Vienna: Stuttgart Motorbuch-Verlag; Orac. ISBN 9783701500253. OCLC 38110109.
    • ——; Völker, Herbert (1986). To Hell and Back: An Autobiography. E. J. Crockett (trans.). London: Stanley Paul. ISBN 9780091642402. OCLC 476752274.
  • ——. Das dritte Leben. Munich: Heyne. ISBN 9783453115729. OCLC 40286522.

See also

References

  1. ^ "F1's Greatest Drivers". f1greatestdrivers.autosport.com. Retrieved 24 March 2019.
  2. ^ "Mercedes give Toto Wolff and Niki Lauda new long-term contracts". skysports.com. Retrieved 22 February 2017.
  3. ^ Daily Express pages 1, 8 & 16 BATTLE FOR LAUDA'S LIFE Monday 2 August 1976 "Heroes pull world champion from race wreck."
  4. ^ "Niki Lauda - Facts, Biography, & Crash". Encyclopedia Britannica. Retrieved 4 June 2019.
  5. ^ Moulson, Geir. "Three-time F1 champ, aviation entrepreneur Niki Lauda passes away at 70". Spin.ph. Retrieved 4 June 2019.
  6. ^ "Lauda, Hans". www.aeiou.at (in German). Retrieved 16 May 2010.
  7. ^ "Sportreport.at – Hall of Fame – die Besten der Besten". www.die-namenlosen.at (in German). Retrieved 16 May 2010.
  8. ^ "Niki Lauda has sadly passed away". Top Gear. Retrieved 21 May 2019.
  9. ^ "Obituary: Niki Lauda, 1949-2019". Motorsport Magazine. Retrieved 21 May 2019.
  10. ^ "Niki Lauda passes away: All you need to know about the Austrian Formula One legend who defied death on the tracks". First Post. Retrieved 21 May 2019.
  11. ^ "Obituary: Niki Lauda, three-times F1 World Champion who recovered from horrific accident". Herald Scotland. Retrieved 21 May 2019.
  12. ^ "Vale: Niki Lauda". Auto Action. Retrieved 23 May 2019.
  13. ^ ""That was the power and the persuasiveness that Niki Lauda had"". Motorsport Magazine. Retrieved 21 May 2019.
  14. ^ Was sind überhaupt Freunde?. In: Süddeutsche Zeitung. 9. Juli 2010.
  15. ^ Gerald Donaldson. "Formula One Drivers Hall of Fame - Nikki Lauda". Formula One web site. Retrieved 17 March 2013.
  16. ^ Tom Rubython: In the Name of Glory – 1976 Myrtle Press, 2011, ISBN 978-0-9565656-9-3, p. 163.
  17. ^ Lang, Mike (1983). Grand Prix! Vol 3. Haynes Publishing Group. p. 137. ISBN 0-85429-380-9.
  18. ^ Hopps, Kat (21 May 2019). "Niki Lauda death: Who was F1 racing legend who SURVIVED horror 1976 Grand Prix crash?". Express.co.uk.
  19. ^ Tom Rubython: In the Name of Glory – 1976 Myrtle Press, 2011, ISBN 978-0-9565656-9-3, p. 187
  20. ^ a b Benson, Andrew (21 May 2019). "Niki Lauda obituary: 'A remarkable life lived in Technicolour'". BBC. Retrieved 21 May 2019.
  21. ^ Malcolm Folley: Senna versus Prost Century, 2009, ISBN 978-1-8460-5540-9, p. 79ff
  22. ^ Malcolm Folley: Senna versus Prost Century, 2009, ISBN 978-1-8460-5540-9, p. 153
  23. ^ "Lauda to join Mercedes in advisory role". GPUpdate.net. 28 September 2012. Archived from the original on 3 October 2012. Retrieved 7 October 2012.
  24. ^ Zapelloni, Umberto (April 2004). Formula Ferrari. Hodder & Stoughton. p. 17. ISBN 0-340-83471-4.
  25. ^ "Niki Lauda has renamed Amira Air LaudaMotion". austrianwings.info. 10 February 2016.
  26. ^ "Airline Niki goes to founder Niki Lauda". dw.com. 23 January 2018.
  27. ^ Clark, Andrew (6 November 2004). "Interview: Niki Lauda, aviation chief". the Guardian. Retrieved 4 September 2018.
  28. ^ "Formel-1-Experte Niki Lauda nennt Robert Kubica "Polacke"". www.shortnews.de (in German). 16 May 2010. Retrieved 16 May 2010.
  29. ^ "Lauda obraził Roberta Kubicę!". sport.wp.pl (in Polish). 16 May 2010. Retrieved 16 May 2010.
  30. ^ "Austrian motor racing great Niki Lauda, who survived fiery crash, dies". 21 May 2019 – via www.reuters.com.
  31. ^ Kammertöns, Bruno (10 June 2009). "Es ist ein Glück, dass ich schon so viel Unglück erlebt habe". Die Zeit (in German).
  32. ^ "Austria Post honors Niki Lauda". www.stampnews.com. 20 September 2005. Archived from the original on 22 October 2012. Retrieved 16 May 2010.
  33. ^ "Kinser, Mansell, Garlits, Lauda, and Muldowney set high standards". ESPN. Retrieved 19 May 2008.
  34. ^ Lauda, Niki (1987). To Hell And Back. London: Corgi Books. ISBN 0-552-99294-1.
  35. ^ Niki Lauda on James Hunt, Graham Bensinger, 11 October 2017.
  36. ^ "Lauda Has Transplant". The New York Times. 25 April 1997. Retrieved 7 August 2018.
  37. ^ "Niki Lauda 'in kidney transplant'". Irish Examiner. 1 July 2005. Retrieved 7 August 2018.
  38. ^ Bradley, Charles (2 August 2018). "Niki Lauda recovering from lung transplant surgery in Austria". autosport.com. Retrieved 3 August 2018.
  39. ^ TelenovaMSP (17 May 2011). "GdP - al telefono con Niki Lauda". Retrieved 3 June 2019 – via YouTube.
  40. ^ Tenenbom, Tuvia (16 May 2014). "Fett wie ein Turnschuh: Rennfahrer kommen in die Hölle". Retrieved 4 June 2019 – via Die Zeit.
  41. ^ "Niki Lauda, three-time Formula One world champion, dies aged 70". The Guardian. 21 May 2019. Retrieved 21 May 2019.
  42. ^ "Formula One legend Niki Lauda dies, age 70". Yahoo Sport. 21 May 2019.
  43. ^ "Niki Lauda ist tot". Formel-1-Legende. Süddeutsche Zeitung. 21 May 2019. Retrieved 21 May 2019.
  44. ^ "'Quite simply irreplaceable' - F1 pays tribute to Niki Lauda". Formula One web site. Retrieved 23 May 2019.
  45. ^ "F1 stars attend Niki Lauda's funeral". Retrieved 30 May 2019.
  46. ^ a b c "Niki Lauda – Biography". MotorSportMagazine. Retrieved 2 February 2019.

External links

Awards and achievements
Preceded by
Franz Klammer
Austrian Sportsman of the Year
1977
Succeeded by
Sepp Walcher
Preceded by
Nadia Comăneci
BBC Overseas Sports Personality of the Year
1977
Succeeded by
Muhammad Ali
Preceded by
Nelson Piquet
Autosport
International Racing Driver Award

1984
Succeeded by
Alain Prost
Sporting positions
Preceded by
James Hunt
BRDC International Trophy winner
1975
Succeeded by
James Hunt
Preceded by
Emerson Fittipaldi
Formula One World Champion
1975
Succeeded by
James Hunt
Preceded by
James Hunt
Formula One World Champion
1977
Succeeded by
Mario Andretti
Preceded by
None
Procar BMW M1 Champion
1979
Succeeded by
Nelson Piquet
Preceded by
Nelson Piquet
Formula One World Champion
1984
Succeeded by
Alain Prost
1974 Canadian Grand Prix

The 1974 Canadian Grand Prix was a Formula One motor race held at Mosport Park on 22 September 1974. It was race 14 of 15 in both the 1974 World Championship of Drivers and the 1974 International Cup for Formula One Manufacturers.

Niki Lauda was on course for victory, until running over debris on lap 67, causing his Ferrari to spin into barriers, having led the whole race until that point. He also set the fastest lap of the race. Jacques Laffite was also forced out due to picking up a puncture, possibly caused by the same debris on the circuit. Emerson Fittipaldi grabbed the advantage, and led for the rest of the race. It was his 12th career victory, and the last of the season for the McLaren driver. This was the first Grand Prix race for young Austrian Helmuth Koinigg, who would lose his life during the next race at Watkins Glen.

1974 Formula One season

The 1974 Formula One season was the 28th season of FIA Formula One motor racing. It featured the 1974 World Championship of F1 Drivers and the 1974 International Cup for F1 Manufacturers, contested concurrently over a fifteen-race series which commenced on 13 January and ended on 6 October. The season also included three non-championship races.

Defending champion Jackie Stewart did not drive in 1974, having announced his retirement at the end of the previous season.

Emerson Fittipaldi and Clay Regazzoni went into the last race of the World Championship level on points, but Regazzoni dropped down the field with handling problems, so Fittipaldi's fourth place gave him the championship. This was also the first title for McLaren and the first of many titles for a team sponsored by the Marlboro cigarette brand. Fittipaldi, Ronnie Peterson and Carlos Reutemann each won three races, Jody Scheckter and Niki Lauda two each, Regazzoni and Denny Hulme, who retired at the end of the season, one each. Graham Hill ran a new team of Lolas, the larger-than-life Hesketh team entered its own car after running James Hunt in a March, and Americans Roger Penske and Parnelli Jones entered their own cars late in the season. Chris Amon's own car, like the Token and the Trojan, was not a success. Two F1 drivers died over the course of the season, Peter Revson in a practice session accident at the South African GP in March, then Austrian newcomer Helmuth Koinigg at the US GP in October.

The 1974 season was the first in which teams had permanent racing numbers from race to race, after the system had been instituted in the middle of the previous season. The numbers were based on the teams' finishing positions in the 1973 Constructors' Championship. From this point, each team only changed numbers if they had the driver who had won the World Drivers' Championship - the winning driver taking the number 1 and his teammate the number 2, and the team that had previously had those numbers switching to the newly-vacated ones. (This made 1974 an anomaly, as there was no World Champion, since Jackie Stewart had retired. Ronnie Peterson took the number 1 as he was team leader at Constructors' Champions Lotus; when the situation arose again in 1992 and 1993, the number 0 was used). This system meant that, for example, Tyrrell - who never again won either title - maintained the numbers 3 and 4 right through until the system was changed in 1996.

1974 French Grand Prix

The 1974 French Grand Prix was a Formula One motor race held at Dijon on 7 July 1974. It was race 9 of 15 in both the 1974 World Championship of Drivers and the 1974 International Cup for Formula One Manufacturers. This race was held the same day as the 1974 FIFA World Cup Final in Munich, West Germany, but that event took place later in the day from this Grand Prix.

The 80-lap race was won by Ronnie Peterson, driving a Lotus-Ford. Niki Lauda finished second in a Ferrari, having started from pole position, with teammate Clay Regazzoni third.

1974 Spanish Grand Prix

The 1974 Spanish Grand Prix was a Formula One motor race held on 28 April 1974 at the Circuito Permanente del Jarama near Madrid, Spain. It was race 4 of 15 in both the 1974 World Championship of Drivers and the 1974 International Cup for Formula One Manufacturers.

The 84-lap race was won from pole position by Austrian driver Niki Lauda, driving a Ferrari. It was Lauda's first Formula One victory. Swiss teammate Clay Regazzoni finished second, with Brazilian Emerson Fittipaldi third in a McLaren-Ford.

1975 Dutch Grand Prix

The 1975 Dutch Grand Prix was a Formula One motor race held at Circuit Zandvoort on 22 June 1975. It was race 8 of 14 in both the 1975 World Championship of Drivers and the 1975 International Cup for Formula One Manufacturers. It was the 24th Dutch Grand Prix. It was held over 75 laps of the four kilometre circuit for a race distance of 318 kilometres.

The race is memorable for one of the greatest underdog victories in Formula One. British driver and future world champion James Hunt won his first Formula One Grand Prix, giving small privateer operation Hesketh Racing the highlight of its six-year history with its first and only Grand Prix win. Hunt drove his Hesketh 308 to a one-second win over the Ferrari 312T of the World Championship points leader, Austrian driver Niki Lauda. Third was taken by Lauda's Ferrari team mate, Swiss driver Clay Regazzoni.

1975 Formula One season

The 1975 Formula One season was the 29th season of FIA Formula One motor racing. It featured the 1975 World Championship of F1 Drivers and the 1975 International Cup for F1 Manufacturers which were contested concurrently from 12 January to 5 October over fourteen races. The season also included three non-championship Formula One races and a nine race South African Formula One Championship.

After a strong finish to the 1974 season, many observers felt the Brabham team were favourites to win the 1975 title. The year started well, with an emotional first win for Carlos Pace at the Interlagos circuit in his native São Paulo. However, over the season tyre wear frequently slowed the cars, and the initial promise was not maintained.Niki Lauda often refers to 1975 as "the unbelievable year". In his second year with Ferrari, the team provided him with the Ferrari 312T – a car that was technically far superior to any of the competition. He won his first world title with five wins and a huge margin over second place in the championship.

American Mark Donohue died in August, two days after a practice run crash for the Austrian Grand Prix. After the season in late November, an Embassy Hill airplane crashed in England and all six aboard were killed, including team owner Graham Hill and driver Tony Brise.

1975 Italian Grand Prix

The 1975 Italian Grand Prix was a Formula One motor race held at Monza on 7 September 1975. It was race 13 of 14 in both the 1975 World Championship of Drivers and the 1975 International Cup for Formula One Manufacturers. It was the 45th Italian Grand Prix and the 41st to be held at Monza. The race held over 52 laps of the five kilometre circuit for a race distance of 300 kilometres.

The race was won by Swiss driver Clay Regazzoni in his Ferrari 312T in a glorious day for Scuderia Ferrari. It was Regazzoni's third win, Ferrari's fifth win for the season. Regazzoni took a sixteen-second win over the McLaren M23 of outgoing world champion, Brazilian driver Emerson Fittipaldi. Behind Fittipaldi was the second Ferrari of Austrian driver Niki Lauda. Third place was enough for Lauda to secure his first world championship. Lauda's 16.5 point lead would be too much for Fittipaldi to bridge at the final round of the championship at the United States Grand Prix. With Regazzoni and Lauda scoring 13 points between them, Ferrari also secured the International Cup for Formula One Manufacturers, their first such win since 1964.

1975 Monaco Grand Prix

The 1975 Monaco Grand Prix was a Formula One motor race held in Monaco on 11 May 1975. It was race 5 of 14 in both the 1975 World Championship of Drivers and the 1975 International Cup for Formula One Manufacturers. It was the 33rd Monaco Grand Prix since the race was first held in 1929. It was held over 75 of the scheduled 78 laps of the three kilometre street circuit, for a race distance of 245 kilometres.

The race was won by Austrian driver Niki Lauda giving the new Ferrari 312T its first win. The win broke a 20-year drought at Monaco for Ferrari. Lauda dominated the race, only losing the lead during a pitstop. He won by two seconds over the McLaren M23 of Emerson Fittipaldi. Carlos Pace finished third in his Brabham BT44B.

1976 Brazilian Grand Prix

The 1976 Brazilian Grand Prix was a Formula One motor race held at Interlagos in São Paulo, Brazil on 25 January 1976. It was the opening round of the 1976 Formula One season. The race was the fifth Brazilian Grand Prix and the fourth to be held for the World Drivers' Championship. The race was held over 40 laps of the 7.87-kilometre circuit for a total race distance of 315 kilometres.

The race was won by defending world champion, Niki Lauda, driving a Ferrari 312T. The Austrian driver won his eighth Formula One Grand Prix by 28 seconds over French driver Patrick Depailler in a Tyrrell 007. Second place was Depailler's best finish in almost two years having finished second previously at the 1974 Swedish Grand Prix. Tom Pryce finished third in a Shadow DN5B in his second podium in six months. It would prove to be the season highlight for Pryce and for Shadow Racing Cars. It was their only podium for the season and Pryce would not stand on the podium again.

1976 Monaco Grand Prix

The 1976 Monaco Grand Prix (formally the XXXIV Grand Prix de Monaco) was a Formula One motor race held at the Monaco street circuit in Monaco on 30 May 1976. It was the fifth round of the 1976 Formula One season and the 34th Monaco Grand Prix. The race was contested over 78 laps of the 3.3 km circuit for a race distance of 257 kilometres.

The race was won by Ferrari driver Niki Lauda, who had also taken pole position in his Ferrari 312T2.

1977 Monaco Grand Prix

The 1977 Monaco Grand Prix was a Formula One motor race held at Monaco on 22 May 1977. It was the sixth race of the 1977 World Championship of F1 Drivers and the 1977 International Cup for F1 Constructors.

The 76-lap race was won by South African driver Jody Scheckter, driving a Wolf-Ford. It was Scheckter's second victory of the season, and the 100th World Championship race victory for the Ford-backed Cosworth DFV engine. Austrian Niki Lauda finished second in a Ferrari, with Argentinian teammate Carlos Reutemann third.

1978 Argentine Grand Prix

The 1978 Argentine Grand Prix was a Formula One motor race held on 15 January 1978 at Buenos Aires. It was the first race of the 1978 World Championship of F1 Drivers and the 1978 International Cup for F1 Constructors. The 52-lap race was won from pole position by American driver Mario Andretti, driving a Lotus-Ford, with Austrian Niki Lauda second in a Brabham-Alfa Romeo and Frenchman Patrick Depailler third in a Tyrrell-Ford.

1978 Brazilian Grand Prix

The 1978 Brazilian Grand Prix was a Formula One motor race held on 29 January 1978 at Jacarepagua. The race was won by Argentine driver Carlos Reutemann driving a Ferrari 312T2 in a flag-to-flag performance. The win also represented the first win for tyre manufacturer Michelin. Local driver Emerson Fittipaldi was second, scoring the first podium finish for the Fittipaldi team with Austrian Brabham driver Niki Lauda finishing third. French driver Didier Pironi took his first points in Formula One, finishing sixth.

1978 Monaco Grand Prix

The 1978 Monaco Grand Prix was a Formula One motor race held on 7 May 1978 at Monaco. It was the fifth race of the 1978 World Championship of F1 Drivers and the 1978 International Cup for F1 Constructors.

The 75-lap race was won by Frenchman Patrick Depailler, driving a Tyrrell-Ford. It was Depailler's first Formula One victory in his 69th Grand Prix. Niki Lauda finished second in a Brabham-Alfa Romeo, with Jody Scheckter third in a Wolf-Ford.

1978 Swedish Grand Prix

The 1978 Swedish Grand Prix was a Formula One motor race held on 17 June 1978 at the Scandinavian Raceway. It was the eighth race of the 1978 World Championship of F1 Drivers and the 1978 International Cup for F1 Constructors.

The 70-lap race was the only race to feature the Brabham BT46B "fan car", with which Niki Lauda took a commanding victory. Riccardo Patrese finished second in an Arrows, with Ronnie Peterson third in a Lotus.

1984 Italian Grand Prix

The 1984 Italian Grand Prix was a Formula One motor race held at Monza on 9 September 1984. It was race 14 of 16 in the 1984 Formula One World Championship.

The 51-lap race was won by Austrian Niki Lauda, driving a McLaren-TAG, with local drivers Michele Alboreto and Riccardo Patrese second and third in a Ferrari and an Alfa Romeo respectively. With teammate Alain Prost retiring, Lauda opened up a 10.5-point lead over the Frenchman in the Drivers' Championship.

1984 Portuguese Grand Prix

The 1984 Portuguese Grand Prix was a Formula One motor race held at Estoril on 21 October 1984. It was the sixteenth and final race of the 1984 FIA Formula One World Championship. This was the first World Championship Portuguese Grand Prix since 1960, when it was held at the Boavista street circuit in Oporto.

Niki Lauda needed 2nd place to secure the title, and gained this when Nigel Mansell spun out with 18 laps to go. As a result, he took the title by just half a point from team-mate Alain Prost. The point-scoring drivers won a total of 13 world championships between them, and the three drivers on the podium were all (at least) triple World Champions from different eras - Niki Lauda, approaching the end of his long and distinguished F1 career, Alain Prost, enjoying the best years of his career, and Ayrton Senna, still at the dawn of his.

After running a strong second behind Prost for most of the race, Nigel Mansell's spin on lap 52 was due to his front left brake failing. The Englishman later told that as it was his last race for Lotus before joining Williams in 1985, team boss Peter Warr (who he had never gotten along with personally) had refused to give him the brakes he wanted for his Lotus 95T and that it was this that ultimately caused his retirement and handed Lauda the second place he needed to win the World Championship.

The race also represented the last win for French tyre manufacturer Michelin in Formula One until the 2001 San Marino Grand Prix.

1984 South African Grand Prix

The 1984 South African Grand Prix was a Formula One motor race held at Kyalami on 7 April 1984. It was race 2 of 16 in the 1984 Formula One World Championship. The 75-lap race was won by Niki Lauda, driving a McLaren-TAG, with teammate Alain Prost second and Derek Warwick third in a Renault.

Lauda (airline)

Lauda, legally Laudamotion GmbH (formerly Amira Air), is an Austrian low-cost airline based in the Concorde Business Park in Schwechat, Austria, near Vienna. It is a subsidiary of Ryanair Holdings, and a sister airline to Ryanair, Ryanair UK and Ryanair Sun. Former Formula 1 World Champion Niki Lauda had a minority stake in the airline which he sold to Ryanair in December 2018. In January 2018, the airline acquired Niki, an airline that previously had ties to Niki Lauda, which led to a refocus from business jet operations to scheduled services.

Key personnel
Current drivers
Test drivers
Ferrari Driver Academy
World champions
Drivers' titles
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Former personnel
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