Niki Lauda

Niki Lauda

Lauda at the 1982 Dutch Grand Prix
Born	Andreas Nikolaus Lauda (1949-02-22)22 February 1949 Vienna, Austria
Died	20 May 2019(2019-05-20) (aged 70) Zürich, Switzerland
Formula One World Championship career
Nationality	Austrian
Active years	1971–1979, 1982–1985
Teams	March, BRM, Ferrari, Brabham, McLaren
Entries	177 (171 starts)
Championships	3 (1975, 1977, 1984)
Wins	25
Podiums	54
Career points	420.5
Pole positions	24
Fastest laps	24
First entry	1971 Austrian Grand Prix
First win	1974 Spanish Grand Prix
Last win	1985 Dutch Grand Prix
Last entry	1985 Australian Grand Prix

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. 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%.

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. However, he survived and recovered sufficiently to race again just six weeks later at the Italian Grand Prix. Although he narrowly lost the title to James Hunt that year, he won his second Ferrari crown the year after during his final season at the team. 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 one-half a point over his teammate Alain Prost.

Early years in racing

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 family. His paternal grandfather was the Viennese-born industrialist 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 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 them over his racing ambitions and abandoned further contact.

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)

See also: Hunt–Lauda rivalry

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.

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.

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

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. Although Lauda was conscious and able to stand immediately after the accident, he later lapsed into a coma. While in hospital he was given the last rites.

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." 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 in the Brabham-Alfa Romeo at Zandvoort (1978)

joined 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.

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

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. 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.

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. 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 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. He took part in negotiations to sign Lewis Hamilton to a three-year deal with Mercedes.

Roles beyond Formula One

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. 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. 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. Lauda held a commercial pilot's licence and from time to time acted as a captain on the flights of his airline.

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.

Lauda is sometimes known by the nickname "the rat", "SuperRat" or "King Rat" because of his prominent buck teeth. 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.

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.

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). Lauda credited Austrian journalist Herbert Volker with editing the books.

Film and television

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.

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. 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.

Lauda spoke fluent Austrian German, English, and Italian.

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.

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. A statement issued on behalf of his family reported that he had died peacefully, surrounded by family members.

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. 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.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:

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:

Complete Formula One Non-Championship results

Lauda at the 1974 Race of Champions

(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:

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

• History of Formula One
• Hunt–Lauda rivalry
• Lauda Air Italy
• Sport in Austria

External links

• Media related to Niki Lauda at Wikimedia Commons