Early years in racing

Niki Lauda was born on 22 February 1949 in Vienna, Austria, to a wealthy family. His paternal grandfather was the Viennese-born businessman Hans Lauda.

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

Ferrari (1974-77)

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 début 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.

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 constructor's 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 famously gave away any trophies he won to his local garage in exchange for his car to be washed and serviced.

Unlike 1975 and despite tensions between Lauda and di 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 German fire incident

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. Most of the other drivers voted against the boycott and the race went ahead.

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 they were 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, the foam had compressed and it slid off his head after the accident, leaving his face exposed to the fire. Although Lauda was conscious and able to stand immediately after the accident, he later lapsed into a coma.

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. Since the accident he has always worn a cap to cover the scars on his head. He has 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 GP in protest at what they saw as preferential treatment shown towards McLaren driver James Hunt at the Spanish and British GPs.

Return to racing

Lauda returned to race only six weeks (three races) later, appearing at the Monza press conference 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 AGV 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 close 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 GPs, Hunt stood only three points behind Lauda before the final race of the season, the Japanese GP.

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 an inevitable pit stop dropped him down the order. He recovered to 3rd, 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." Having announced his decision to quit Ferrari at season's end, Lauda left earlier 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 (1978-81)

Having joined Brabham in 1978 for a $1 million salary, Lauda endured two unsuccessful seasons, notable 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 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 win in Sweden and one in Italy after the penalization of Mario Andretti and Gilles Villeneuve, were a 2nd in Montreal and Great Britain, and a 3rd in the Netherlands. At the 1979 Canadian Grand Prix, after a second season marred by retirements and poor pace, Lauda informed Brabham 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.

McLaren comeback, third world title and second retirement (1982-85)

In 1982 Lauda returned to racing. After a successful test with McLaren, the only problem was in convincing then team sponsor Marlboro that he was still capable of winning. Lauda proved he was still quite capable 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.

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 admitted that beating the talented Frenchman was a big motivator for him. The whole season continued to be dominated by Lauda and Prost, who won 12 of 16 races. Lauda won five races, while Prost was able to win seven Grands Prix. However, Lauda, who was able to set records for most Pole Position in a season during the 1975 season, rarely matched his teammate in qualifying. Despite this, Lauda's championship win came in Estoril, when he had to start in eleventh place on the grid, while Prost qualified on the front row. Prost did everything he could in Portugal, 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 predictably 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.

1985 was a poor season 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.

Niki 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 actually driven in the non-championship 1984 Australian Grand Prix, the other being the man who would not only win in Adelaide in 1985 but would take Lauda's place at McLaren in 1986, 1982 World Champion Keke Rosberg.

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 2003.

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

Helmet

Lauda's helmet was originally a plain red with his full name written on the 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 for McLaren, his helmet was white and featured the red "L" logo of Lauda Air instead of his name on the sides, complete with branding from his personal sponsor Parmalat on the top. For 1983-1985, the red and white were reversed to evoke memories of his earlier design.

Roles beyond F1

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. 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. Lauda holds a commercial pilot's licence and from time to time acted as a captain on the flights of his airline. Lauda Air ceased operations in July 2013.

He was inducted into the International Motorsports Hall of Fame in 1993 and since 1996 has 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.

Niki Lauda has written 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 (1996). Lauda credits Austrian journalist Herbert Volker with editing the books.

Lauda is sometimes known by the nickname "the rat", "SuperRat" or "King Rat" because of his prominent bucked teeth. He has been associated with both Parmalat and Viessmann, sponsoring the ever present 'cappy' he has worn since 1976, used to hide the severe burns he sustained in his 1976 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 famous red cap.

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

Personal life

Lauda has two sons with first wife, Marlene Knaus (married 1976, divorced 1991): Mathias, a racing driver himself, and Lukas, who also acts as Mathias's manager. Lauda has a son, Christoph, through an extra-marital relationship. In 2008 he married Birgit Wetzinger, who is 30 years his junior and was a flight attendant for his airline. She donated a kidney to Lauda when the kidney he received in a transplant from his brother, years earlier, failed. In September 2009 Birgit gave birth to twins, a boy and a girl: Max and Mia.

Film and television

The 1976 F1 battle between Niki Lauda and James Hunt was dramatized in the 2013 film Rush, where Lauda was played by Daniel Brühl. Lauda himself made a cameo appearance at the end of the film. At this point 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.

Lauda appears in an episode of Mayday titled "Niki Lauda: Tragedy in the Air" regarding the events of Lauda Air Flight 004.

Racing record

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 V8	RSA	ESP	MON	NED	FRA	GBR	GER	AUT	ITA	CAN	USA							NC	0
1972	STP March Racing Team	March 721	Ford Cosworth DFV V8	ARG	RSA																NC	0
		March 721X	Ford Cosworth DFV V8			ESP	MON	BEL
		March 721G	Ford Cosworth DFV V8						FRA	GBR	GER	AUT	ITA	CAN	USA
1973	Marlboro-BRM	BRM P160C	BRM V12	ARG	BRA																18th	2
		BRM P160D	BRM V12			RSA
		BRM P160E	BRM V12				ESP	BEL	MON	SWE	FRA	GBR	NED	GER	AUT	ITA	CAN	USA
1974	Scuderia Ferrari SpA	Ferrari 312B3	Ferrari flat-12	ARG	BRA	RSA	ESP	BEL	MON	SWE	NED	FRA	GBR	GER	AUT	ITA	CAN	USA			4th	38
1975	Scuderia Ferrari SpA	Ferrari 312B3	Ferrari flat-12	ARG	BRA																1st	64.5
		Ferrari 312T	Ferrari flat-12			RSA	ESP	MON	BEL	SWE	NED	FRA	GBR	GER	AUT	ITA	USA
1976	Scuderia Ferrari SpA	Ferrari 312T	Ferrari flat-12	BRA	RSA	USW															2nd	68
		Ferrari 312T2	Ferrari flat-12				ESP	BEL	MON	SWE	FRA	GBR	GER	AUT	NED	ITA	CAN	USA	JPN
1977	Scuderia Ferrari SpA	Ferrari 312T2	Ferrari flat-12	ARG	BRA	RSA	USW	ESP	MON	BEL	SWE	FRA	GBR	GER	AUT	NED	ITA	USA	CAN	JPN	1st	72
1978	Parmalat Racing Team	Brabham BT45C	Alfa Romeo flat-12	ARG	BRA																4th	44
		Brabham BT46	Alfa Romeo flat-12			RSA	USW	MON	BEL	ESP		FRA	GBR	GER	AUT	NED	ITA	USA	CAN
		Brabham BT46B	Alfa Romeo flat-12								SWE
1979	Parmalat Racing Team	Brabham BT48	Alfa Romeo V12	ARG	BRA	RSA	USW	ESP	BEL	MON	FRA	GBR	GER	AUT	NED	ITA					14th	4
		Brabham BT49	Ford Cosworth DFV V8														CAN	USA
1982	Marlboro McLaren International	McLaren MP4B	Ford Cosworth DFV V8	RSA	BRA	USW	SMR	BEL	MON	DET	CAN	NED	GBR	FRA	GER	AUT	SUI	ITA	CPL		5th	30
1983	Marlboro McLaren International	McLaren MP4/1C	Ford Cosworth DFV V8	BRA	USW	FRA	SMR	MON	BEL	DET	CAN	GBR	GER	AUT							10th	12
		McLaren MP4/1E	TAG V6t												NED	ITA	EUR	RSA
1984	Marlboro McLaren International	McLaren MP4/2	TAG V6t	BRA	RSA	BEL	SMR	FRA	MON	CAN	DET	DAL	GBR	GER	AUT	NED	ITA	EUR	POR		1st	72
1985	Marlboro McLaren International	McLaren MP4/2B	TAG V6t	BRA	POR	SMR	MON	CAN	DET	FRA	GBR	GER	AUT	NED	ITA	BEL	EUR	RSA	AUS		10th	14

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 V8	ROC	BRA	INT	OUL	REP	VIC
1973	Marlboro-BRM	BRM P160C	BRM V12	ROC	INT
1974	Scuderia Ferrari SpA	Ferrari 312B3	Ferrari flat-12	PRE	ROC	INT
1975	Scuderia Ferrari SpA	Ferrari 312T	Ferrari flat-12	ROC	INT	SUI
1976	Scuderia Ferrari SpA	Ferrari 312T2	Ferrari flat-12	ROC	INT
1978	Parmalat Racing Team	Brabham BT45C	Alfa Romeo flat-12	INT
1979	Parmalat Racing Team	Brabham BT48	Alfa Romeo V12	ROC	DIN

[ Source: Wikipedia ]