Nick Heidfeld

Career highlights.
1988–1993 Karting successes, first at a national level, then qualified for European and World Championship
1994 Winner of the German Formula Ford 1600 Championship, eight wins out of nine races
1995 Winner of the International German Formula Ford 1800 Championship, four wins
1996 3rd place German Formula 3 Championship, three wins; pole position and race win at the Formula 3 World Final in Macau; 3rd place Formula 3 Masters in Zandvoort Winner of the German Formula 3 Championship,  five wins; winner of the F3 Grand Prix Monaco;  Formula One test (McLaren-Mercedes)
1998 2nd place European Formula 3000 Championship, three wins; Formula One test driver (McLaren-Mercedes).
1999 Winner of the European Formula 3000 Championship, four wins; Formula One test driver (McLaren-Mercedes)

Nick Heidfeld (born May 10, 1977) is a German Formula One auto racing driver for the BMW Sauber factory team. He lives in Stafa, Switzerland with his girlfriend Patricia and baby daughter, Juni.

The devil wears Prada.

BMW-Sauber driver Nick Heidfeld

When Nick Heidfeld hits the dance floor, people rub their eyes in amazement. The internet download sequence runs for around 20 seconds: an excerpt from a television broadcast showing him in rave mode. This dance devil doesn’t care two hoots about the running camera, he simply dances his thing, just as he lives his thing. Convention is not his thing. He goes for off-the-wall outfits, and the only place he doesn’t wear them is in the paddock. The only giveaway accessory that isn’t part of the simple blue and white team gear is generally an outsize pair of Prada shades, which he is obliged to take off when he gives TV interviews. That’s fine with the man from Mönchengladbach.

He is no showman. Yes, he has been cohabiting with his longstanding girlfriend Patricia. Yes, their daughter Juni has an unusual name. Yes, he enjoys his Formula One trips and uses them to buy unusual artworks and seek out the best eateries. Yes, he’ll have foie gras on the evening before a race because he simply cannot resist it, and on the Sunday after clocking off from work there’ll be a night on the tiles with his boss and colleagues. All that is his prerogative. But when it comes to the BMW Sauber F1 Team, this driver is an out and out professional. He keeps himself in top form, he is punctual, he is assertive, he does not shy from dishing out uncomfortable criticism until he is absolutely satisfied, and he will mull over matters with the engineers
until the small hours, leaving no stone unturned.  

Starting from scratch.

On 10^th May 2007, the racing driver with the physique of a jockey will turn 30. He was not quite five years old when he began competing with his brothers Sven and Tim in Motocross. His parents, Angelika and Wolfgang, lived a fast, fun life with their young sons. “I had a wonderful childhood,” says “Quick Nick”, who still loves bringing his parents and brothers along to the race track today. Even his grandmother makes the occasional appearance. At 1.65 metres, Nick is the smallest in the Heidfeld clan. “If I had designed myself, I would have made myself a bit bigger”, he confesses, “but in motor racing it was always an advantage to be small.” Almost always. There was that long haul before he reached the minimum height to be allowed to ride hire karts. “They had these bars at the kart tracks. If you could walk under them you weren’t allowed to drive.” When he finally made it, he managed to leave his father trailing on the Nürburgring kart track. He was given his first kart at the age of eight and followed this up with club championships in Kerpen-Manheim, races at national level and participation in European and World Championship events.

Heidfeld’s entry into Formula racing was swiftly crowned with success. Aged 17, he won the German Formula Ford 1600 Championship after taking eight wins from nine races. A year later he snapped up the title in Formula Ford 1800. In 1996, at the age of 19, he was the youngest competitor on the grid of German Formula 3. It was a strong debut with three wins and third place overall. He also claimed a pole position and a race win in the Formula 3 World Final on the tricky Macau city circuit, as well as third place in Formula 3’s showdown at Zandvoort.

Pressure points.

In 1997, Heidfeld had his first taste of the pressures of being in the public eye. His first Formula One test drive with Mercedes aroused the interest of the media, and even before the season got underway he was being heralded as the up-and-coming Formula 3 champion. Heidfeld single-mindedly took five wins to claim the title. Winning the Formula 3 Grand Prix in Monaco was another masterstroke. In 1998 and 1999 he continued to pursue his path in International Formula 3000. After taking three wins and finishing as championship runner-up in the first year, he dominated the second year and claimed four wins to secure the title. In parallel with this he was testing for F1.

When Kubica and Vettel brought some young blood into the BMW Sauber F1 Team in 2006 and the mantra-like question was put to Heidfeld as to whether he now felt under pressure, he would give an astonished reply: “How come now all of a sudden? There’s always been pressure. After all, I had to hold my own against team-mates like Kimi Räikkönen – and I beat them.” That was back in 2001 during his first year with Sauber. His debut season in 2000, by contrast, had proved disappointing. He had been given a place in the new but unpromising team founded by Alain Prost, which won not a single championship point and suffered numerous retirements.

2001 saw Heidfeld claim his first podium place for Sauber in Brazil. He drove for the then all-Swiss team for three years. “It was a great time”, he recalls. “I felt very good with the team.” It was during this period that he exchanged his home in Monaco for a house in the Swiss town of Stäfa. “Built in the mid-19^th century and restored using traditional craftsmanship”, he likes to point out. But to imagine a pair of stag’s antlers hanging above the fireplace would be a grave mistake. Paintings by Patricia, other works of art and a modern interior makes for striking aesthetic contrasts. There is also a gym in the house, which is also ideally located for outdoor sports, be it cycling, water sports on Lake Zurich, tennis or golf. Heidfeld is a fan of variety and does not subscribe to a single sporting discipline. And when the mist descends over the lake in autumn and winter, he’s glad that it’s a mere 15-minute drive to the big-city lights of Zurich.

Since 2005, he has at least been able to spend his winters there knowing exactly what awaited him the following year on the professional front. That wasn’t always the case. When his contract with Sauber was not renewed at the end of 2003, he just managed to slip into the Jordan team at a late stage. One winter on, he had to earn his place in the BMW WilliamsF1 Team in a month-long competitive testing bout with Antonio Pizzonia. Team Principal Frank Williams waited until the January presentation before informing Heidfeld that he had got the place.

In 2005 Heidfeld made his mark with strong performances, bold overtaking manoeuvres, a pole position, three podium places and incisive analytical work with the engineers. An accident during testing in Monza in August, caused by a broken wheel suspension, and a subsequent cycling accident brought an early end to the season for him, but for Mario Theissen he was already the driver of choice for the new BMW Sauber F1 Team. “I’m in this project body and soul”, says Heidfeld. “In 2006, our first season, we made progress from race to race, even though the development work on expanding the team was running in parallel. We have to continue working at this pace. There’s still a lot of room for improvement.” His goals today remain the same as in Formula Ford ten years ago: he wants to earn wins and the title. Only his sunglasses will soon be ditched for a trendier pair.

Interview: Questions to Nick Heidfeld:

How important are your fans for you?

Very! I think we have one of the best fan clubs of all. There’s a good atmosphere. But I’m not at the centre of things to the extent one might imagine. Of course it’s about me, but it’s also about having fun together. The atmosphere is relaxed. We go karting and partying together. At the race track I naturally meet most of my fans at races in Germany. I really enjoy that and it’s a great support. From that point of view I’m disappointed that we will only be having one grand prix in Germany from now on. But you also have to see it from
the point of view that it was great to have two GPs for such a long time. Fans abroad are always an interesting reflection of the mentality and culture of the country. Asians, for example, are shy as long as they are alone. But once you get a group of them – and that can be two or three people – they start to mob you. Things quickly descend into chaos, and it can be very amusing.

Your girlfriend Patricia didn’t attend so many races in 2006. Do you miss her company?

Definitely. I always like to have my family, and especially Patricia, around me at races. During the day there’s no time for them of course, but there is in the evenings, and that takes your mind off things. You can talk about other matters, which is important. Since we’ve had little Juni – who will be two in July – her needs have taken priority. You can’t keep travelling around the world with a baby in tow, and she would be totally out of place in the paddock. When Patricia and Juni accompany me, Grandma usually comes along as well and looks after Juni in the hotel.

Do you ring up and report home after each practice session?

No. Only if I have an accident do I get in touch straightaway to put their minds at rest. But I don’t bore Patricia telling her which rear wing setting was better in which turn. We phone a lot but then we talk about other things and about Juni. Videophoning is fantastic. That way I was able to witness live how my daughter took her first steps, even though I wasn’t at home. 

Formula One has changed since you made your debut in 2000. Have you changed as well – your driving style, your approach?

Technical modifications or changes to the rules influence your driving style. With the less powerful V8 engines, for example, you have to take the corners slightly differently than you used to with the V10 engines. Because the engines have to last longer, it means you sometimes cut down on engine speed. Essentially my driving style has been refined over the years. In a go-kart I was still known as a metal-basher, but already by my Formula Ford days I was treating the material and the tyres with care. That is still the case today. My general approach to Formula One has certainly become a bit cooler, and the initial respect has given way to routine. What has also changed over the years is that I don’t stay in the paddock as long in the evenings.
I’m still one of the last drivers to leave, but in the past I often stayed till midnight, poring over data. Eventually you can’t see the wood for the trees any more, and your sleep suffers.

What does security mean for you?

Privately security means having a healthy family and enough money to let you sleep in peace. In private and in motor sport, there’s no such thing as absolute security. The cars and the race tracks have got significantly safer over the years, but there’s still an element of risk. If wheels touch or visibility is bad in a wet race, things get dangerous. Everyone has to decide for himself whether to take these risks or not. For me the answer is a clear affirmative.

What does happiness mean for you?
I distinguish between professional and private happiness. Privately, my greatest happiness is Patricia, Juni and Joda. Children are simply the greatest thing you can have. We’re a proper family, and I would like to see our children grow up with us in the same free and happy way that I was able to. In professional terms, I regard myself as basically very lucky to be able to do the thing that above all I always wanted to. Today I’m in a better position than ever because at last I’m in a car with which I can drive up there among the front-runners.
That’s a great feeling. Also, I haven’t had as much bad luck as I used to and I’m very fit. Only if you’re in peak health can you prepare yourself optimally.
That’s happiness as well – though sporting success in Formula One has little to do with happiness and more with precision work on and beside the track. But clutching a winner’s or championship trophy in my hands would certainly release quite a few happy hormones!

Do you ever feel fear?
Of course. Basically I’m sure that I’m afraid of the same things as every other person. Not that I’m in any way fearful in the sense of living an overcautious life. I don’t want our children to grow up like that either. In the race car there’s only one situation when I experience something like fear: if I’ve lost control and know I’m about to crash. That’s when you just hope it isn’t going to hurt and you take your hands off the steering wheel if you can.

Have you slowed down since your children came along?
Oh yes! But only if the kids are in the car.

What is luxury for you?
First and foremost it’s things that I don’t need but that I enjoy. The latest mobile phone, clothes, cars etc. One luxury I can’t buy and really relish is free time. Privately, I just love to potter about. Sometimes I really get on the family’s nerves.

Do you have more fans than you used to?
I don’t really know precisely, of course. At any rate, I get more fan mail and there are more members in my fan club. In fact, I really enjoy the club. It’s just as I imagine it. I’m not an exotic you can’t talk to. We have fun together, it’s a relaxed atmosphere. We go karting together and party together. From time to time members will travel great distances to the races and turn up in China or somewhere. I think that’s fantastic.

What is your view of the new standard electronics?
That’s an incredibly complex matter and demands a great deal of engineering work. Banning traction control is just one aspect, after all, though one I very much welcome. I enjoy having gone back to controlling the car with my foot.
It’s crucial when exiting corners: you need a great deal of sensitivity to accelerate optimally out of the turns. For the established Formula One drivers it’s an adjustment, whereas the youngsters just coming from Formula 3 or GP2 have never driven with traction control. Another aspect is the tyre development, which has to keep in step with the electronic adjustment because increased slip takes a different and higher toll on the rubber.

Which changes to the regulations would you like to see?
Firstly, I would like to drive on slicks again. Secondly, as a racing driver you can never have enough engine power. The V10 engines of the past were more fun, but I do see the safety aspect and the sense in reining in the technical possibilities.

Finally, what is your wish for 2008?
My wish is for us to achieve our season’s target this time round again and take home our first race win. Needless to say I want to be the driver standing up there on the top step of the podium. But the important thing first off is for us to get there as a team. Then I’ll seize my chance sooner or later.

BIOGRAPHY

Early career
Heidfeld was born in Mönchengladbach, Germany, and began racing in 1988. In 1994, he moved into the German Formula Ford series, and gained widespread attention by winning 8 of the 9 races to take out the title. In 1995, he won the German International Formula Ford 1800 Championship, and came second in the Zetec Cup. This led to a drive in the German International Formula 3 championship for 1996, where he finished third after taking 3 wins. The following year, Heidfeld won the German F3 Championship, including a win at the prestigious Monaco event. In 1998, he won three races and was runner-up in the European Formula 3000 Championship with the West Junior Team, failing to win the title because he lost his pole position at the final race due to a team error. During that season, he was also the official test driver for the McLaren-Mercedes Formula One team. In 1999, he won the International Formula 3000 Championship.

Formula One career
Having impressed with his final season of Formula 3000, Heidfeld was signed as a race driver for the Prost Grand Prix F1 team for the 2000 season, alongside Jean Alesi. Heidfeld struggled with his new car. he suffered a string of retirements and came to blows with team mate Jean Alesi on more than one occasion. He departed Prost at the end of that season. Shortly after he signed a three-year contract with Sauber for 2001, partnered with rookie driver Kimi Räikkönen. After the announcement of Mika Häkkinen's retirement, many thought that Heidfeld would replace him in the McLaren team, as he had outperformed Räikkönen over the year, including a podium position in the Brazilian Grand Prix. However, the seat went to Räikkönen, and Heidfeld stayed with Sauber for 2002 and 2003. At the end of 2003, Heidfeld was dumped from the team and looked to be without a race seat for the 2004 season. However, after a number of successful tests, it was announced that Heidfeld would race with the Jordan Grand Prix team, alongside rookie Giorgio Pantano. Heidfeld was impressive in a mediocre car, but was not signed for another team in 2005. During the winter, Heidfeld has tested with WilliamsF1, in a 'shootout' with Antônio Pizzonia for the second race seat. At the Williams launch on January 31, it was announced that Heidfeld would be a race driver for the team in 2005.

At the seventh race of the 2005 season at the Nurburgring circuit, his home grand prix, Heidfeld took his first ever pole position. He also achieved his best position to-date (2nd) with Williams in Monaco, which he equalled at the Nurburgring. Heidfeld missed the Italian and Belgian Grands Prix due to injuries suffered in a testing accident. Scheduled to come back for Brazil , he was injured again when hit by a motorbike when out cycling, and therefore forced to sit out the rest of the season.

Nick's 2005 season will be hard to beat in 2006, as he is racing for a team which are expected to be in mid-grid. However, the team are expected to improve with BMW's presence and Nick, with a three year contract, is expecting to be challenging for wins by 2008.

So far for Nick, the 2006 season has been better than expected - Nick was on form in the season-opener in Bahrain and had it not been for rookie Nico Rosberg hitting Nick's rear at the first corner, a points position was probable. Malaysia, the following race, was even better - Nick ran 5th for the majority of the race and had it not been for an engine blow in the final 7 laps, Nick would have scored 4 points for the team.At Melbourne he was running as high as second until he was caught in some confusion when the safety car came out and eventually finished 4th. He will be comforted by the fact that he has constantly out-performed Jacques Villeneuve - the 1997 World Champion.

He is frequently referred to as 'Quick Nick' or 'SUPER Nick'