BMW Sauber F1
Interview with Nick Heidfeld
By BMW Sauber F1 Team
March 6 2009
BMW Sauber F1 Team driver, Nick Heidfeld, can look back on a busy winter. He undertook an intensive period of fitness training which has left him feeling stronger than ever, got engaged to the mother of his children and has taken on with great enthusiasm the challenges presented by the new generation of Formula One cars.
Nick already has seven days of testing with the BMW Sauber F1.09 under his belt – in Valencia, Sakhir and Jerez – and will complete another two in Barcelona on 9th and 10th March. After that, his next outing will be at the opening race of the 2009 season: the Australian Grand Prix in Melbourne on 27th-29th March.
Nick Heidfeld, are you happy with the team’s preparations for the season so far?
BMW Sauber F1 Team driver Nick Heidfeld: “This year our preparations have been like a journey of discovery. There are so many new things about the car which all of us have had to get to grips with, and that’s a lot of fun. As far as I’m concerned, the testing we’ve conducted so far has been very positive. The F1.09 is already driving pretty well for a completely newly developed car and it reacts well to changes in set-up. We can still improve on reliability but at no time have we been confronted by unsolvable problems and we have racked up more miles than several of our rivals. However, the restrictions on testing mean that every lost mile on the track tends to hurt. We’ve been able to make consistent improvements and still have a lot more ideas which we can develop. Unfortunately, I can’t say where this puts us in comparison with our rivals – everybody keeps their cards close to their chests in testing. You never know exactly what kind of programme the other teams are running, let alone how much fuel they have on board. I’ll be happy when all the guessing games come to an end in Melbourne.”
Which of the changes to the car do you like most?
Heidfeld: “Firstly, I think the idea underpinning all the changes is the right one; after all, the aim was to make overtaking easier. I also think that the interplay of the various factors will have an effect here, if only to a certain degree – Formula One is not about to suddenly become like touring car racing. I’m pleased to see the return of slick tyres. I never liked the fact that, in Formula One of all competitions, we didn’t have slicks for such a long time. The effects of the noticeably reduced downforce on the cars’ aerodynamics require an adjustment in driving style.”
Can you explain to us when and how you gain by adjusting the front wing from your steering wheel, as the regulations now allow.
Heidfeld: “It can enhance the car’s balance in various types of corner. However, we are only allowed to use this system twice per lap – i.e. we can make one adjustment to the wing and then return it to its original setting. I doubt whether it really helps in terms of making overtaking easier, but that’s something we’ll see in the races.”
And how are you getting on with the Kinetic Energy Recovery System (KERS)?
Heidfeld: “This is good fun as well. It’s great when you press the Boost button on the steering wheel and feel the extra shove of 80 horsepower. In testing I also got my first experience of how it feels when another driver presses the button and you don’t – you’re just left standing. You have to plan really well how you use this additional power, and that’s the job of the driver during the race. We are allowed to press the button for 6.5 seconds per lap. The system’s main advantage is for overtaking when you’re up close behind someone, for example in the opening stages of a race. As soon as we have reached 100 km/h – and that takes less than three seconds – the electronics release the Boost button. You just need to have charged up the energy storage unit first, of course.”
Aren’t all these functions confusing for you as a driver?
Heidfeld: “You get used to them. Although I’d have to say that my steering wheel was clearer when we still had our own BMW electronics, before the introduction of the standard F1 electronics. Back then we had some clever sub-levels for various functions.”
What is your personal aim for the season?
Heidfeld: “That’s been the same for years. My goal is to get everything possible out of the car and the situation on each lap and each race weekend. What is actually possible is determined to a large degree by our technical performance. The aim of the team is to be involved in the title battle in 2009. In the past few years we have always met our intermediate targets and I hope we manage to do that again in 2009.”
Which would mean you’d have a good chance of recording your maiden grand prix victory…
Heidfeld: “Yes, in order to do that you have to have a car underneath you that is capable of winning. That’s what I’m hoping for, of course, and that’s what we are working to achieve.”
What is your contribution here?
Heidfeld: “I provide as much input as I can in the development of the car. I explain to our engineers exactly how the car feels and where I’d like things improved. I’m not a development engineer, but I think that my experience enables me to offer feedback which can bring the team forwards. Another aspect is my physical fitness. I’ve done more fitness training this winter than ever before, and it has helped that we’ve had more time available due to the testing restrictions. I feel extremely fit now.”
Have you also been on a starvation diet? There has been much written about a slimming mania in Formula One.
Heidfeld: “No, I haven’t been on a starvation diet, and that would also be the wrong way to go. There is a connection between weight and performance. Hardcore dieting only weakens you. But I have been paying a lot of attention to what I eat and have gradually lost two-and-a-half kilos despite the extra muscle I’ve built up in training.”
Given the restrictions on testing, will you also need to step up your training programme during the season?
Heidfeld: “For sure. The best fitness training for a Formula One driver is driving a Formula One car. We’ll need to make up for spending less time in the car.”
Will you still have time to get married? You’re engaged now, of course…
Heidfeld: “We haven’t set a date yet, but that won’t create a problem. The ban on testing should make it possible.”
What’s your view on the cost-cutting approach adopted by Formula One?
Heidfeld: “I think it’s very important, and some of the ideas are already bearing fruit. Each driver now only has eight engines for the whole season, for example, and we won’t be doing any more testing from the middle of March. This is the first time that the teams involved in the World Championship have agreed on such major changes. And that is something that should be warmly welcomed in the current economic climate.”
Even if you are hit in the pocket as a result?
Heidfeld: “Nobody is happy about salary cuts. The driver is clearly an important factor in the team. BMW draws up an objective cost-benefit analysis for every area of the team’s budget and has never paid “fantasy” salaries. As in the past, it’s just about reaching an agreement.”
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06/03/2009 09:13
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Anyway, interesting to hear that even the super light Nick has lots over 2kg. I guess it was all down to shaving a bit his beard...
Racing against the machine!
Racing against the machine!
Racing against the machine!
sessions
Q: As an art lover, in which art movement do you classify the new Formula 1 ?
Heidfeld (laughs) : ''From an optical point of view it's certainly not for the better. Nevertheless, I'm very satisfied with our tests. The only thing that's a shame is that we can't have any more of them. But you should always see things in comparison with the others: they can't drive any more than we did and will go into the season in an equally prepared way.''
Q: In what way do you feel you haven't tested enough ?
Heidfeld: ''I would have prefered playing with the set-up a bit more. You have a certain test programme. The normal set-up work falls a bit behind there. But luckily we were able to 'squeeze in' some things on my finale day of testing.''
Q: What do you see as 'normal set-up work' then ?
Heidfeld: ''Simply finding out how the car reacts to certain changes. Soft or hard springs, different weight balance. They are changes of which you theoratically know what effect they'll have.''
Q: What's the basic set-up like ?
Heidfeld: ''We've found one, but haven't tested it in every area. But during testing you could see that there was no track where we were completely off target.''
Q: Is that the biggest difference compared to your 2008 preparation ? Things didn't look too good back then ?
Heidfeld: ''That's at least a big difference. The second difference is KERS, we still haven't decided whether or not we'll use it. The reliability of the device is no longer a problem but we have to be certain that it brings an advantage.''
Q: How did you go about KERS during testing ? Was it always built in ? Was it sometimes in the car but not switched on ?
Heidfeld: ''When it was in the car it was almost always switched on. You can't simply say: you have more power so you're faster. The way you handle the new tyres and the weight distribution is very important.''
Q: Is that why you also completely dismantled it when you didn't want to have it switched on ? To see how that affects the weight distribution ? Can you notice the difference whilst driving ?
Heidfeld: ''The difference is noticeable. With slicks the car generally tends to oversteer more than with grooved tyres. It helps to shift weight to the front to make the car more stable.''
Q: Do you feel the power when you hit the KERS button ?
Heidfeld: ''You notice the additional speed. But it's not dramatical. We're talking about 80 bhp, there's not a sudden blow in your back. But you can see (the effect) when you hit the button and someone else doesn't, or when someone comes along who has just activated KERS.''
Q: When do you use the additional power ?
Heidfeld: ''Mostly on long straights, starting from the lowest speed possible. But not that low that you get spinning tyres problems with the traction and.''
Q: The power can be activated when you hit a speed of 100 km/h. At which speed do you really use it ?
Heidfeld: ''You usually hit the button when you shift to third gear. So at a speed of around 140 km/h. Before that we don't have enough grip and the rear tyres will spin. Then you ruin the tyres and you actually become slower because you have no grip.''
Q: Is it not surprsiing that you still don't know whether you'll use the system or not. Especially for a light-weight driver like you...
Heidfeld: ''As a light weight driver you have an advantage, that's why many drivers are losing weight now. But that doesn't mean that you'll actually be using it on each track. In Bahrain it makes a lot more sense than in Monaco. We must evaluate all the data from testing accurately to see wheter or not KERS brings an advantage or not. Only then we will decide whether we'll use it.''
Q: In the winter there were voices saying that KERS is your big chance to show that you're good enough after all and that you're not overrating yourself. How do you see that ?
Heidfeld: ''I've never heard anyone saying that I overrate myself. No one ever told me that. But then saying that face to face is something different.''
Q: Nevertheless: is KERS really your sheet anchor, will it allow you to win races and even the title ?
Heidfeld: ''Not even a working KERS alone will be enough to win the title. Because you don't gain 0.5 seconds with it. If there's a chance to gain only a hundreth of a second then you take it. But to become worldchampion the famous 'entire package' must be right. Last year I had a problem with the tyres. This year they're new and you had to quickly find out how they work. At the same time we might need the same reliability as last year, eventhough you certainly can't expect to have a year without failures. And the car should be right aerodynamically and mechanically as well. I can't really judge where we are in that respect. That hasn't really become clear during testing either. But I'm happy that we've put a decent B car on the road this winter.''
Q: What did that interim car bring you ?
Heidfeld: ''We could learn some things with it in some areas: what the balance feels like generally, what to keep an eye on set-up wise. We had a head start because the others kept simulating the 2009 downforce levels with 2008 aerodynamics. But we we were already working with 2009 front and rear wings at that stage.''
Q: But so did Williams and Honda...
Heidfeld: ''But they weren't as early as us. And we were the only ones that always used the 2009 front and rear wing at the same time. At least for a B car it was very developed.''
Q: Can you compare the handling of the B car with the current car ?
Heidfeld: ''It's similar. But the new car is clearly better. It has a lot more grip.
Q: What impression do you have on where you are after your final test in Barcelona ?
Heidfeld: ''The fact that I've been on top of the time sheets two times is certainly a good sign. But (at the same time - AFCA) I don't read too much into that either because I don't know what the others have been doing on those days.''
Q: Surely you try to calculate how much fuel the others have been driving with to then relate this to your own performance ?
Heidfeld: ''We do try that. But it's never completely accurate, it are only indications. I can tell you my personal impression of things: Ferrari is strong, closely followed by Red Bull. Then I'm anxious to know more about Toro Rosso because their car looks very similar to the Red Bull. So it could be that both of them will be running around at the front. Brawn GP was also very strong during its first outting. Toyota seems to have a good and very reliable car. Williams was more impressive at the start of testing than they were at last. Renault is difficult to understand because they were never running around long enough to know how much fuel they had in the car. McLaren made a step forward in Barcelona but still wasn't where you expect them to be. But if there's on team that can make progress quickly, then it's McLaren. And McLaren has another four days of testing at Jerez...
Q: And where do you see yourself ?
Heidfeld: ''I prefer not to respond to that one.''
Q: A great drawback in 2008 was the accurateness of development. Will that be better in 2009 ?
Heidfeld: ''I hope so, I have a good feeling about it. So far BMW Sauber has always learnt from mistakes and never made the same mistake twice. As is BMW Sauber's style: problems are analysed objectively and then conclusions are drawn.''
Q: You were very hopeful with the return of slicks. Was this justified ?
Heidfeld: ''My theory was that it would help me. There's no driver that says he's not happy with the return of slicks. You would think that slicks heat up more quickly than grooved tyres. But that actually depends on what Bridgestone supplies you with. We've seen that once again there've been problems heating up the tyres. Not just for me, but fortunately for a lot of drivers. But personally I have the impression that things are going better than last year around this time.''
Q: So the 2008 tyre problems are behind you now ?
Heidfeld: ''At the moment things at least don't look worse.''
Q: Recently two big German papers had the headlines: 'Nick Heidfeld wants to become worldchampion in 2009.'
Heidfeld: ''It's my aim to become worldchampion. That's the aim of every driver in F1. But I'm not too daft to say: 'This year I'll be worldchampion.' I only say: 'When our car is good then I'm confident I can become worldchampion.'''
Q: Be honest: is the 2009 season, with slicks and KERS, your final chance to do away with the prejudice that you're slower than Kubica and can't win races ?
Heidfeld: ''I would obviously never say it like that. I will try to become worldchampion for as long as I can.''
(Courtesy of AFCA)
If not, it's catering to the number 1 gun for a long tedious season.
sessions
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