[20th August 2023] Mika Häkkinen Talks To Sport1.de About McLaren's Factory Tours, His History With

[20th August 2023] Mika Häkkinen talks to Sport1.de about McLaren's factory tours, his history with Michael Schumacher, how it is for young drivers getting into F1, and his daughter, Ella, following in his footsteps

(German⇢English)

Sport1.de: Mr Häkkinen, we meet here in the McLaren factory in Woking, near London. Are you often here (on site)?"

Yes, I am an ambassador for my former team that I was able to win both of my World Championships with. I even have my own office in the motorhome at every racetrack. Today I'm in Woking because McLaren is introducing a project, one that I fully support. Formula 1 has to take better care of fans worldwide and open up more. This includes offering the fans - who in the end, as Bernie Ecclestone always said, pay our salaries - the opportunity to get a look behind the scenes of a Formula 1 factory. We have now started that.

What is so special (about the tours offered of the McLaren F1 factory)? And will fans also meet you on the tour?

That depends on my diary, but it's possible in principle. I think the idea is brilliant. Others should follow suit. The special thing about Formula 1 is the technology, but also the professionalism in building cars, and the business. The McLaren factory is a high-tech work of art, a workplace that motivates [people] at the highest level. Many more people should get to see this, to learn from it for themselves.

When you stand in front of both of your World Championship-winning cars from 1998 and 1999: what do you think of?

The car was brilliant for the circumstances at the time. In fast corners it virtually screamed "more, more, more" - it helped me to beat even Michael Schumacher in the Ferrari.

Oh yes! Tell us about your battles with Schumacher.

We have a long history together. We were already racing against each other in karts at 14 [years old]. Our somewhat humorous rivalry began then. In a race in German Formula 3, I defeated him as a guest entrant - he didn't like that at all. Nevertheless, we had wonderful battles. He was quite a tough opponent, never left much space, always defended extremely hard. There are so many things that I admired about him. The most important: he never gave up [or "never let up"]. 'Surrender' simply was not in his vocabulary. I hope that this quality helps him now as well.

Were you sometimes also angry at him?

Sometimes? Often! For example in 2000 in Spa, when he pushed me onto the grass at a speed of 300 [kph]. At the time I said to him that he should use his common sense. At these speeds, it's life-and-death. He just tilted his head and looked at me questioningly. For him, that was racing. That made him the best of us, in the end. Michael was, as well as having great natural talent, someone who worked unbelievably hard, was mentally very strong and was also very clever. He knew very well what he wanted and he also said it very directly. For the people at the top today, it's very much exactly the same: victories don't come by chance. They are the result of hard work. Yet another thing that Michael was particularly good at: he succeeded at finding the right people for him. It's first and foremost about the people, not about the car. The people are the most important thing.

Which moment in your battles with Michael Schumacher do you particularly remember?

The ones where I saw him in my rearview mirror. Those were the best of all... (laughs)

In Germany you were always very popular, unlike many other opponents of Schumacher - because you were considered the "Gentleman"...

I believe that everything comes around - everything that you do, comes back to you. And so out of that an image just forms.

Michael's son Mick has now lost his seat in Formula 1 - how do you assess his situation?

It's generally very difficult these days for young drivers. Before, in my time, there were many more tests and the drivers had time to develop [or "improve themselves"] there, technically, in co-operation with the team. Today there's practically no more tests; at most you sit in the simulator and are judged following that. It is very hard for the young drivers to show that they are improving, truly getting good. You have to actually bring together all the different aspects at once [or "first off"]. When I came to McLaren, the team gave me time to develop. Today you have to have success straight away. If you don't, you're out... That's why in my opinion the people that you work with are also so important for the future.

Do you have any advice for Mick, for how he could come back?

Brake later, step on the gas earlier! (laughs)

Your son Hugo also once drove karts - why did he stop?

Hugo drove for six years, but then somehow [or "for whatever reason"] he felt it was too stressful. School, driving - for him they didn't fit together anymore. Perhaps I would also do some things differently, if he were to start again now. But now my 12-year-old daughter, Ella, is driving, as is my 9-year-old son, Daniel. She is very talented, really special, has a lot of [or "so, so much"] power...

Your daughter... would you like her to follow in your footsteps and make it to Formula 1?

I have to be really careful with what I say now, so I don't build up any pressure there. But motorsport today looks for women, wants women. And she loves racing so much. That's why I support her as well as I can. To one day make it into Formula 1 is naturally a very difficult journey. If she wants to get there, then she has to do everything for that [or "give everything to it"], has to work very hard. Then she can do it. Of course I have experience with how you have to prepare for everything up to that point, with how you win World Championships. I could help her to a certain degree. But we obviously have to see how she develops.

(Notes on translation, original answers (in German) and source below the cut)

The source is an interview (x) published by the German sports news website Sport1.de. The original text of the interview is below. The translation is mine so forgive any errors or clunkiness. Concerning accuracy; I generally went for meaning instead of word-for-word, but I tried to preserve the way that he expressed things. Also I'm not sure if he answered the questions in German, or if Sport1 translated an interview that was conducted in English (there are some details that make me think it is a translation from English, but I can't find any original English answers if they exist). All this to say don't draw detailed conclusions from the exact word choices.

Specific notes: - 'schaffen' (which is the verb used in "then she can do it") has multiple slightly different meanings. It would make sense to also translate this sentence as "then she can make it" or "then she can achieve it". Since this is a central quote I thought I should offer the alternatives. - 'großartig' (the adjective used in "we had wonderful battles") can also be translated as magnificent, great, terrific, etc.

Original German text:

Herr Häkkinen, wir treffen uns hier in der McLaren-Fabrik in Woking nahe von London. Sind Sie öfters vor Ort?

"Ja, ich bin Botschafter meines ehemaligen Teams, mit dem ich 1998 und 1999 meine beiden WM-Titel gewinnen konnte. Ich habe sogar ein eigenes Büro im Motorhome an jeder Rennstrecke. Heute bin ich in Woking, weil McLaren gerade ein Projekt vorstellt, dass ich voll unterstütze. Die Formel 1 muss sich noch mehr um die Fans weltweit kümmern und sich mehr öffnen. Dazu gehört auch, den Fans, von denen Bernie Ecclestone immer gesagt hat, dass sie am Ende unser Gehalt bezahlen, die Möglichkeit zu bietet, einen Blick hinter die Kulissen einer Formel-1-Fabrik werfen zu dürfen. Damit haben wir jetzt angefangen."

Sie reden von der Zusammenarbeit mit dem deutschen Reise-Startup GetYourGuide. Bei dieser Berliner Firma kann man jetzt eine Tour durch McLarens Formel-1-Fabrik buchen und unter anderem auch Ihre Weltmeister-Autos betrachten. Was ist so besonders daran. Und: Werden die Fans auch Sie bei der Tour treffen?

"Das hängt von meinem Terminkalender ab, aber grundsätzlich ist es möglich. Ich finde die Idee brillant. Andere sollten ihr folgen. Das Besondere an der Formel 1 ist ja auch die Technik, die Professionalität beim Bau der Autos, das Business. Die McLaren-Fabrik ist ein Hightech-Kunstwerk, ein Arbeitsplatz, der auf höchster Ebene motiviert. Das sollten viel mehr Menschen zu Gesicht bekommen, auch um davon für sich selbst zu lernen."

Wenn Sie vor ihren beiden WM-Autos von 1998 und 1999 stehen: Was denken Sie dann?

"Das Auto war für damalige Verhältnisse brillant. In schnellen Kurven schrie es quasi „mehr, mehr, mehr“ und hat mir so geholfen, sogar Michael Schumacher im Ferrari zu besiegen."

Genau! Die Fans, besonders die aus Deutschland, werden Sie dann auch nach Ihren legendären Duellen mit Michael Schumacher fragen. Was werden Sie ihnen, etwas über 20 Jahre später antworten? Erzählen Sie von Ihrem Duell gegen Schumacher!

"Wir haben eine lange Historie zusammen. Wir fuhren ja schon mit 14 gegeneinander Kart. Unsere irgendwie lustige Rivalität begann schon damals. Bei einem Rennen der deutschen Formel 3 habe ich ihn als Gaststarter mal besiegt. Das gefiel ihm gar nicht. Trotzdem hatten wir großartige Duelle. Er war ein ziemlich harter Gegner, hat nie viel Raum gelassen, immer extrem hart verteidigt. Es gibt so viele Aspekte, die ich an ihm bewundert habe. Der Wichtigste: Er ließ nie locker. Aufgeben gehörte einfach nicht zu seinem Wortschatz. Ich hoffe, dass ihm diese Eigenschaft auch heute hilft."

Waren Sie manchmal auch sauer auf ihn?

"Manchmal? Oft! Zum Beispiel im Jahr 2000 in Spa, als er mich bei Tempo 300 aufs Gras drückte. Damals sagte ich ihm, er solle mal seinen gesunden Menschenverstand benutzen. Bei diesem Tempo geht es doch um Leben und Tod. Er legte nur den Kopf zur Seite und schaute mich fragend an. Für ihn war das Racing. Das machte ihn am Ende zum Besten von uns. Michael war neben dem großen Naturtalent jemand, der unglaublich hart gearbeitet hat, mental sehr stark war und auch noch sehr clever. Er wusste ganz genau, was er wollte und er hat das auch sehr direkt gesagt. Für die Leute, die heute an der Spitze stehen, ist es ja ganz genau so: Siege kommen nicht von ungefähr. Sie sind das Ergebnis harter Arbeit. Noch ein Punkt, in dem Michael besonders gut war: Er hat es geschafft, die richtigen Leute für sich zu finden. Es geht in erster Linie nicht um das Auto, es geht um die Leute. Die sind das Wichtigste."

An welche Momente in ihren Duellen mit Michael Schumacher erinnern Sie sich besonders?

"An die, in denen ich ihn in meinem Rückspiegel gesehen habe. Das waren die allerbesten... (lacht)"

In Deutschland waren Sie im Gegensatz zu vielen anderen Schumacher-Gegnern immer sehr beliebt – gerade, weil Sie als der „Gentleman“ galten...

"Ich glaube, alles dreht sich – alles was man tut, kommt zu einem zurück. Und so bildet sich eben ein Image heraus."

Michaels Sohn Mick hat jetzt seinen Platz in der Formel 1 verloren – wie schätzen Sie seine Situation ein?

"Es ist für junge Fahrer heute generell sehr schwer. Früher, zu meiner Zeit, da gab es noch viel mehr Tests, da hatten die Fahrer Zeit, sich zu entwickeln, technisch, in der Zusammenarbeit mit dem Team. Heute gibt es praktisch keine Tests mehr, man sitzt höchstens noch im Simulator und wird danach beurteilt. Es ist sehr schwierig für die jungen Fahrer zu zeigen, dass sie sich entwickeln, wirklich gut werden. Man muss ja eigentlich erst einmal die ganzen unterschiedlichen Aspekte zusammenbringen. Als ich zu McLaren kam, hat das Team mir Zeit gegeben, mich zu entwickeln. Heute musst du auf Anhieb Erfolg haben. Wenn nicht, bist du raus... Deshalb ist es meiner Meinung nach eben auch für die Zukunft so wichtig, mit welchen Leuten man zusammen arbeitet."

Haben Sie irgendeinen Rat an Mick, wie er zurückkommen könnte?

"Später bremsen, früher Gas geben... (lacht)."

Ihr Sohn Hugo ist ja auch einmal Kart gefahren – warum hat er eigentlich aufgehört?

"Hugo ist sechs Jahre gefahren, aber irgendwie hat er es dann als zu stressig empfunden. Die Schule, das Fahren – für ihn hat das nicht mehr zusammen gepasst. Wenn er heute noch einmal anfangen würde, dann würde ich vielleicht auch einige Dinge anders machen. Aber jetzt fährt ja meine 12-jährige Tochter Ella, genauso wie mein 9-jähriger Sohn Daniel. Sie ist sehr talentiert, wirklich speziell, hat sehr, sehr viel Power."

Ihre Tochter hat sich Ihre Weltmeister-Silberpfeile von 1998 und 1999 hier sicher auch schon angeschaut. Würden Sie sich wünschen, dass sie in Ihre Fußstapfen tritt und in die Formel 1 kommt?

"Ich muss da sehr vorsichtig sein, was ich jetzt sage, damit ich da keinen Druck aufbaue. Aber der Rennsport heute sucht Frauen, will Frauen. Und sie liebt den Rennsport extrem. Deshalb unterstütze ich sie, so gut ich kann. Es eines Tages bis in die Formel 1 zu schaffen ist natürlich ein sehr harter Weg. Wenn sie hierher kommen will, dann muss sie alles dafür tun, muss sehr hart arbeiten. Dann kann sie es schaffen. Sicher habe ich Erfahrung, wie man sich auf alles vorbereiten muss, bis dahin, wie man Weltmeisterschaften gewinnt. Ich könnte ihr also schon bis zu einem gewissen Grad helfen. Aber man muss natürlich sehen, wie sie sich entwickelt..."

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Mika Häkkinen recalls a press conference at the Kalastajatorpa in Helsinki in late 1990 and says it was an emotional moment. "It was also a memorable event for Keke, who had been able to pull off such a feat," says Häkkinen, referring to his manager at the time, 1982 Formula One World Champion Keke Rosberg.

Rosberg had managed to lure the 22-year-old Häkkinen to the British Lotus F1 team. This was a sensational achievement, as Häkkinen was promoted to the top of the Formula 3 championship straight from Formula 3. According to the normal marching order, he should have entered the F3000 class first and then the top one.

The young Linnanmäki Circus School brat made his F1 debut in Phoenix, USA, in the spring of 1991. "I remember lying alone on a hotel bed and wondering. The whole scene seemed impossibly labyrinthine. Where do I start to unravel it and who do I talk to about it?"

The world of Formula One began to show Häkkinen its harsher side in the winter of 1992-1993, by which time he had already been offered a place in the Williams stable as a partner to Alain Prost. It turned out that the team had not entered Häkkinen for the World Championship in time. Häkkinen was sidelined and Prost was replaced by the team's test driver Damon Hill.

Häkkinen believes, however, that the team bumped him out deliberately. "There was all sorts of mess behind the process. I just can't go into it here."

After the Williams scandal, Häkkinen was offered a dream job at McLaren. Now he would be under his belt.

Now he would have a winner's car under his belt. But just a week before the season opener in Kyalam, South Africa, the Finn's skies fell. When Brazilian superstar Ayrton Senna decided to continue in the McLaren team alongside American Michael Andretti, Häkkinen was dropped as a test driver.

"It was a terrible disappointment. When we went to Kyalam, I had to buy sunglasses at the airport: I was so ashamed I couldn't look people in the eye." (I'M CRYIN LMFAAAOOOO)

Häkkinen soon learned that the stakes in Formula One are high behind the scenes. He doesn't claim to have been cheated or abused, but he has experienced how easily he can be stabbed in the back in those circles.

"But that's life in other professions. In our leisure time we can choose our mates, but it's different at work. At work, you have to get along with everyone. You just have to take the best out of each person and leave the negatives aside."

"The most important thing is that those who are responsible for their organisation know each of their employees inside out and know how they feel about their work. We all have bad days sometimes, and that's why the job of those in charge is tough. But there is no alternative. You have to take care of people and give them time."

The world of Formula One is an exceptionally tough place to live because everyone, especially the drivers, are scrutinised under a magnifying glass. If you're successful, there's a queue of friends, but if you're not, there's a double queue of pushers.

The older generation remembers how much Keke Rosberg was starved in Finland in the early 1980s. He was derided as a swaggering upstart who talked tough but couldn't handle the track.

Häkkinen was subjected to the same kind of dirty journalism in his first years in F1. To top it all off, a Finnish journalist stuck his tape recorder into the mouth of a tired and adrenaline-addled Häkkinen immediately after the race and extracted all his stammering and stuttering into his story.

After Rosberg won the world championship, he paid the price in kicks and took it in turns to bark at all the journalists who were bashing him. Häkkinen chose the other way:

"Of course, the mockery writings had a negative effect. But I thought they were always the work of one person, and when I can't control everyone, there's no point in explaining anything. I just wanted to be as open as possible and handle it as well as I could."

The world of formula racing can also be a dangerous place. Or has anyone forgotten how the Italian GP in Imola in May 1994 turned black? First Roland Ratzenberger of Austria died in qualifying and then Ayrton Senna on race day.

"Although it was horrible and incomprehensible, I don't want to sugarcoat or distort the truth: if you are an F1 driver, on race weekend you have to eliminate all your emotions. How you react later is another matter. When I got home from Imola to Monaco, I sat down and lit a candle. That's when the tears came."

Häkkinen's own life almost ended on the Adelaide circuit in Australia in November 1995. When a rear tyre burst, the car went out of control and plunged into a guardrail at 180 km/h. Häkkinen suffered a fractured skull and serious neck injuries. He was conscious for a few minutes before falling into a coma.

After recovering, he said that the accident had changed his life. "I started to realise that I don't have to think about winning all the time and that I don't have to think of the race car as the pole of the world. Now I have to think about life and make the most of the positive aspects of it. You have to live life."

Friends, comrades. "In our leisure time we can choose our friends, but it's different at work. At work, you have to get along with everyone."

Three years after the Adelaide accident, in November 1998, Häkkinen secured his first Formula One world championship at the Suzuka circuit in Japan. It was quite a life-changing event too.

"I probably didn't change outwardly, but in my head I changed even more. I felt like a mountaineer who had tried to reach the summit of Mount Everest. Sometimes you'd fallen down, sometimes you'd climbed up, and now that you'd got there and raised the flag, there was nothing left to prove."

The following year, Häkkinen took his second championship. The season turned out to be more difficult than the previous one, as the McLaren car became more difficult to drive due to rule changes.

"The championship came, but it was a razor's edge the whole time. Ferrari started to push harder and harder, and going into 2000, things were not looking good at all. It was getting slippery at the top of the mountain. Now it was just a case of seeing which side you fell on."

At the end of the 2001 season, Häkkinen decided to take a year off. However, the sabbatical extended to a second year and soon to a third.

The man's manners changed. He started smoking cigarettes at almost the same rate as Keke Rosberg in his prime, and he enjoyed a wet dinner party almost as much as the 1976 F1 champion James Hunt did. And he got fat. He didn't swell up to the dimensions of 1980 champion Alan Jones, but he was clearly overweight.

"After my career I was bouncing around, and in the end it wasn't good for anybody. But I try to look on the bright side and think that you have to learn from your mistakes."

Häkkinen had already had time to take it on the chin when he received a call from the soul of the Williams team, Frank Williams. Sir Frank asked if Häkkinen would come to drive for his F1 team for the 2005 season. "I started to think seriously about a comeback. It wasn't going to be easy and that's why I started training harder than ever."

Häkkinen believes that with his pace, he could have returned to the premier class and still risen to the top. But no deal was struck. One reason was that Häkkinen asked for too much money.

"Money was only one reason. The second and bigger reason was the feeling I got during the contract negotiations. It is important to me that everyone involved always does everything possible to achieve a common goal. Now that feeling was missing."

After the negotiations broke down, Häkkinen left to drive in the DTM series. He says he did so mainly for the pleasure of Mercedes-Benz and German fans. "I went to enjoy myself. I got pole positions and some wins, but of course you don't win the championship with that attitude."

In this day. "It's good to remember your history, but you don't have to stare at it every day. You have to live life."

In May 2008, a fire broke out at Häkkinen's holiday home in Provence, France. It raged in the three-storey, more than 800-square-metre pyting for so long that most of the furniture and furnishings were destroyed.

"After the fire was extinguished, I walked through the house. I looked at the mess and said to myself, 'Now you, Mika, have got a tough one on your hands. How are you going to turn this into something positive? After all, all the prizes you've won in your career were destroyed there."

"Suddenly I realised that everything the fire had taken was history. It's good to remember history, but you don't have to stare at it every day. Now it was time to look forward. And besides, I shouldn't have brought those trophies into the living room. They should have been in the garage."

The house was renovated and now it's more handsome than ever.

In the same year as the fire, Häkkinen also divorced his wife Erja. The couple have two children together, who live in Monaco a couple of hundred metres from their father's apartment block. His father now has a Czech wife, Markéta, with whom he has three children. He answers all questions about his private life by saying that "we are on good terms and have things under control in every respect".

He refuses to boast about his wealth. He says it would be in bad taste if "at a time like this, when more and more Finns are having to compromise on their standard of living, someone like Häkkinen were to start spending his own money".

"But if you say that a F1 driver today earns €30 or €40 million a year, that's absolutely wrong. It should be doubled immediately to reflect the real market value of the driver."

In Finland, it is estimated that Mr Häkkinen earned 100 million marks in his first year in the championship. Today, such a sum would be worth around €23 million. Mr Häkkinen does not comment on the figures. He simply says that he was fortunate in that he was able to drive for a stable that was financially sound and that he was given a relatively free hand in salary negotiations. "I knew my market value and priced myself accordingly."

As for how he manages his fortune, he says he has invested in "a luxury travel business" and "an internet company", among other things. He has also invested in shares in listed companies.

Excerpt from Kauppalehtiio Optio on 1.10.2015.

Mika Häkkinen Recalls A Press Conference At The Kalastajatorpa In Helsinki In Late 1990 And Says It
Mika Häkkinen Recalls A Press Conference At The Kalastajatorpa In Helsinki In Late 1990 And Says It
Mika Häkkinen Recalls A Press Conference At The Kalastajatorpa In Helsinki In Late 1990 And Says It
Mika Häkkinen Recalls A Press Conference At The Kalastajatorpa In Helsinki In Late 1990 And Says It
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