Nico Hulkenberg Quotes

When a car's ahead of you, as long as you can see it, you get a tow, just like the draft in NASCAR. Even if it's a long ways down the track, it punches a hole in the air that has to help. When you're running alone, you can feel the difference, and it shows on the clock, too.

Driving at high speed where safe and legal is part of my life. As well as a higher top speed I wanted even better stability in my FX and that meant work on the aerodynamics.

All in all, racing with lift and coast is actually harder.

There is no medicine maybe for everything, but there is a big medicine which is downforce in an F1 car.

My favourite car I drove in the 'shoot out' at Silverstone was the 2016 Mercedes DTM car. I loved every moment in it, the downforce being particularly surprising.

Aerodynamics is for those who cannot manufacture good engines.

Nothing's ever too fast. Maybe sometimes on the road some people are too fast if they don't know how to control the car, but in racing, the faster and more power and grip, the better it is.

I hate to take compromises with a racing car. The more standard a car is, the more compromises you have to take.

I feel like we're a very good top-10 car, but we really have to work hard and find a unique way to get these top fives.

When a man has seen the aerodynamic shape of a Caravelle jet at an airport, he doesn't need aerodynamic furniture.

We all drive differently and have different styles. For me I need a car I can develop beneath me and feel comfortable in. If the car feels neutral and unbalanced it doesn't work for me.

A racing car is an animal with a thousand adjustments.

The trick at Le Mans is to get the car 'in the window.' Everything is critical: the tyre pressure, the brake temperature, and that means you have to push the car a lot to get it into the window - it's about getting everything to work right and getting the car to flow through the corners.

Since I started driving in F1 in 2006-07, the cars have got slower and easier to drive.

We have moved away from basic racing, where you see how the drivers fight with the cars to their physical limits and then make mistakes - or not.

I don't drive by the seat of my pants and happen to win races. I work very hard to interpret the data and drive a certain way. My engineers have confidence in me, and more often than not, when I tell them what I need or what I am feeling with the car, it's right.

Practically all animals which move fast in a homogeneous medium have found means of giving their body a streamlined shape, thereby reducing friction to a minimum.

If there are differences in the race pace it is normally because the tyre is overheating on my side.

We have seen a tendency for cars running the f-duct to use higher downforce levels than normal, because they can stall the rear wing and still generate good top speed.

I like high speed corners, but with the F111, it is taking a little time to build up to that.

Silverstone is normally quite a tricky place for the set-up and for finding a good balance, because you have a big difference between the low-speed and high speed corners, and there are not really any medium-speed corners in between.

On the RFactor model that comes with the 'Pro-Sim,' everything is balanced and measured. If you go up on the rear ride height, for example, it changes the airflow and the downforce of the car. You learn by trying different things, which gives you a better idea when you're on a race weekend.

If you have more downforce, everything becomes much easier. Drivers drive better, engineers they have more room for setup, the tyres are working better because you switch them on earlier and you have less degradation.

We want to run at the front, we want to be competitive and, in order to be competitive, we have to have a sensible power unit.

Weight is crucial and it is very beneficial - if you have spare weight in Formula One that is powerful performance.