Nelson Piquet’s net worth is estimated at $1 Million – $5 Million.
Nelson Piquet was born on 17 August, 1952 in Rio de Janeiro, State of Rio de Janeiro, Brazil. Find out about the life of this billionaire, including Nelson Piquet’s net worth, age, family, dating life, salary, and assets.
|Age||69 years old|
|Born||17 August 1952|
|Birthplace||Rio de Janeiro, State of Rio de Janeiro, Brazil|
What is Nelson Piquet’s net worth?
Nelson Piquet’s net worth has been growing in 2020-2021.Nelson Piquet is 69 years old and has a net worth of $1 Million – $5 Million.
Nelson Piquet Social Network
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|Wikipedia||Nelson Piquet Wikipedia|
Early Life: Source Wikipedia
The season began with the revokation of the South African Grand Prix’s status as an FIA-sanctioned event due to the ongoing FISA–FOCA war. With the FISA teams boycotting the race, the FOCA teams staged a non-championship race there in South Africa held in wet conditions which was won bywith Piquet second. FISA and FOCA reached an agreement banning movable skirts and requiring a minimum ground clearance, excluding the tires, of 6 cm.
On 11 November 2013, Piquet underwent heart surgery from which he made a complete recovery.
In a 2012 interview on Brazilian TV with himself and former Williams teammate, Piquet revealed that he had never been right after his accident at Imola in 1987. The crash caused him to lose some 80% of his depth perception and saw him secretly visit a hospital in Milan every two weeks through the season fearing that if he told his team they would not let him drive. He went on to say that he should have won the championship in 1986 and Mansell should have won in 1987, and that after 1987 he drove for the money as due to his condition he was no longer able to lead races from the front (each of his six wins following his Imola accident were inherited from others dropping out late).
During the Crashgate scandal, Piquet pledged to use his wealth to find out why his son had been ordered by the Renault team to crash deliberately during the 2008 Singapore Grand Prix. He and his son were eventually paid a six-figure sum for costs and libel damages.
On July 31, 2007, Piquet, after repeated speeding and parking offenses, was stripped of his civilian driving licence and ordered by the Brazilian courts to attend a week of lessons in order to “learn good and safe driving conduct”, and to then pass an exam. His wife Viviane received the same sentence. “I think we have to pay for our mistakes,” Piquet told Brazilian media. “It’s not just a speeding problem, I got tickets for all kinds of reasons, like parking where I shouldn’t.”
On January 20, 2006, Nelson Piquet won the 50th edition of the Mil Milhas Brasileiras (Brazilian 1,000 miles) at the Interlagos circuit. He drove an Aston Martin DBR9 alongside his son, Nelsinho, and driversand Hélio Castroneves. At the end of the race, an exhausted Piquet was quoted saying to a friend he would “never sit in a cockpit again”.
Since 2000, he has supported the career of his son, Nelson Piquet, Jr., who drove in the F1-feeder category GP2 for 2 seasons, achieving a best championship result of second with four race wins, and was a test driver for Renault F1 in 2007.
Piquet founded a racing team, Piquet Sports, in 2000. The purpose was to help the participation of Nelson Piquet, Jr. in Formula Three Sudamericana. It was founded eight months before Nelson Junior turned 16.
He was inducted into the International Motorsports Hall of Fame in 2000 and two racing circuits in Rio de Janeiro (formerly the Jacarepaguá Circuit) and in Brasília have been named “Autódromo Internacional Nelson Piquet”, though the Rio circuit has since been demolished to make way for venues to be used in the 2016 Summer Olympics, with Rio de Janeiro the host city. Since his retirement, Piquet has been ranked among the greatest Formula One drivers. He was ranked 13th by Autosport in 2009, and 16th by BBC Sport in 2012.
In 1996, Piquet competed in the Le Mans 24 Hours driving a McLaren F1 GTR alongsideand , finishing eighth overall. In the following year, Piquet took part alongside JJ Lehto and , but the car was retired due to an accident that occurred while Lehto was driving. That same year, in December, he won the Mil Milhas Brasileiras driving the McLaren F1 GTR with and .
Upon leaving motor sport, he founded Autotrac in 1994, a company that provides mobile data messaging and tracking of customers’ trucks by satellite (GPS tracking). This business concluded quite successfully as the pioneer because the freight transportation of Brazil depended on trucks.
Piquet attempted to race in the Indy car series and was hired by Team Menard to drive in the 1992 Indianapolis 500. He had taken to the track well, and appeared comfortable driving at high speeds despite never before racing on an oval. During practice, Piquet’s car ran over a metallic piece of debris and drove through turn 3 at full speed. But when driving through turn 4, Piquet abruptly took his foot off the pedal to enter the pit lane, which resulted in his hitting the wall. Piquet suffered serious foot and ankle injuries and was forced to sit out the race. He returned after rehabilitation in 1993 and managed to qualify. He started in 13th position, but finished in 32nd, dropping out with engine problems after only 38 laps.
This was followed by the final win of his F1 career at Montreal in 1991 – again at the expense of longtime rival Mansell, whose Williams-Renault stalled past the old pits on the last lap while leading. In late 1991, Piquet’s teammatewas replaced by Michael Schumacher, who remained for the rest of the season. He had talked to the Ligier and Ferrari teams about securing a drive, but Piquet then announced his retirement from Formula One in January 1992 to concentrate on his business activities.
The late season announcement by Lotus meant that there were almost no seats left with one of the top teams (McLaren, Ferrari and Williams), leaving Piquet with the unenviable possibility of not having a drive for 1990. However, the Benetton team had a seat become available when they decided not to retain fill-in driver. After two lacklustre seasons at Lotus, Piquet was forced to sign an incentive based payment-by-results deal with Benetton, who had exclusive use of the factory Ford HB4 V8 engine. This saw Piquet return to something like his former top form in 1990. Despite a handful of lacklustre performances and sometimes being outperformed by fast Italian teammate who would tragically lose his right forearm in a helicopter crash following the Spanish Grand Prix forcing his F1 retirement (his arm was surgically re-attached), Piquet scored two wins in the last two races of the season. The first in Japan was somewhat inherited after Senna had taken out Prost’s Ferrari at the first turn, and both (McLaren) and Mansell (Ferrari) retired. It was his first win since the 1987 Italian Grand Prix. The second was just two weeks later at the last race of the season in Australia when after a great drive, Piquet survived a spirited, but fair, challenge from the V12 Ferrari of Mansell to win what was the 500th World Championship Formula One Grand Prix. His 18 points from the last two races saw him move from 7th in the standings (25 points) to finishing 3rd in the championship with 43. Piquet and both scored 43 points (Piquet had scored 44 but was forced to drop 1 point under the “Best 11” rule of the time), but Piquet’s two wins, where Berger won none, saw him finish third.
Piquet had a dismal 1989 season, driving a Judd V8-powered Lotus which had 125 less hp than the Honda V10s used by McLaren. He (and teammate Satoru Nakajima) once again had no wins and they both even failed to qualify for the 1989 Belgian Grand Prix, Piquet’s first non-qualification since the 1982 Detroit Grand Prix. On what was his last attempt to qualify at Spa, Piquet lost his chance when he was slowed by rookie Frenchman, who had gained a reputation throughout the season as a blocker.
When Lotus informed Piquet during 1989 that they would be using the Lamborghini V12 engine for 1990, he decided to leave the team claiming that there had not been enough development of the V12 during its debut year with Larrousse in 1989 and that the team would be uncompetitive using the Italian engine.
Nelson Piquet and the number 1 went to a stagnating Lotus team in 1988, and his career took a nose dive despite the Camel sponsored Lotus 100T having the same specification Honda V6 turbo that powered the McLarens of Ayrton Senna and Alain Prost. Nelson, who had 20 wins and 3 World Championships following the 1987 season, began to lose his reputation when he had no wins in 1988, losing his number one status to fellow Brazilian Senna, who won 8 races and the championship for McLaren (Prost won 7 races, while Piquet could only manage three 3rd-place finishes for the season).
In early 1988 he resorted to using the media to attack his rivals and gained a reputation as an outspoken “loose cannon”, such as attacking Mansell and his wife, calling Mansell “an uneducated blockhead” (and insulting his wife’s looks), and calling fellow Senna “the São Paulo taxi driver” and stating that he “doesn’t like women”. Piquet retracted his comments when both threatened legal action. He also earned the ire of the Tifosi at the San Marino Grand Prix when he said in an interview with Playboy that Scuderia Ferrari might do better as a team if the boss (Enzo Ferrari) was a younger man instead of the 90-year-old one who rarely attended races due to his age and failing health. Piquet claims he was badly misquoted in the interview, which also had him questioning Alain Prost’s standing as the best driver in the world. On the official FIA video review of the 1988 season, Piquet left no doubts that the article got it wrong in his comments about Ferrari (saying that at 90,had to be a strong man to run a Formula One team), and that he considered Prost to be the world’s best driver.
Piquet was also not above ungentlemanly behaviour, in 1988 he made extremely unkind comments about rivalcalling him an “uneducated blockhead” and calling his wife Roseanne “ugly”. He also called Ayrton Senna “gay” and “senile”. Mansell was in particular incensed about the personal attacks on his family which he believed were “out of order”.
Piquet made amends in 1987, using political maneuvering and technical skill to gain the upper hand. He was also a very good testing and development driver, and was able to develop the Williams car further to make it even more competitive. At times during the season, the rift between himself and Mansell was evident, as Mansell was showing superior speed in qualifying and races. Piquet had also admitted to “not ever being quite right” after his qualifying crash for Round 2 at Imola. He was ordered by FISA’s medical chief, Prof., not to race due to the concussion he suffered when his Williams hit the wall at high speed at the Tamburello curve. He was offered by RAI to join Mario Poltronieri and to comment on the race. Piquet, who had maintained friendly relations within the commentary box, sent Ezio Zermiani. Piquet accepted improvising as a commentator, but beyond the short journalistic experience, Piquet complained at year-end about the fact that the incident had left strong psychological effects in its aftermath which had caused insomnia.
It became obvious that the continued development of the FW11 meant that it was clearly the best car that year, and the 1987 championship was going to be disputed between Piquet and Mansell. Despite winning fewer races than Mansell in 1987, Piquet emerged as world champion. From Detroit to Portugal, he never finished off the podium, racking up points in what he called his “percentage driving policy” in his successful bid to win his 3rd championship. Piquet announced during practice for the 1987 Hungarian Grand Prix that he had signed with Lotus as the undisputed number 1 driver, a position he claimed was promised at Williams from 1986, but was never honored following Frank Williams’ car crash. It was also believed this was a big factor in Honda dropping Williams and moving to McLaren for 1988, despite another year left in the contract. The Japanese, who paid most of Piquet’s salary, considered him to be the number 1 and were privately fuming that Williams management didn’t rein in Mansell and allow Piquet an easier time.
A move in 1986 to Williams saw Piquet becoming the teammate of one of his fiercest rivals,. It was reported that Honda were paying the bulk of his US$3.3 million contract. When Piquet had signed for Williams at 1985 Austrian Grand Prix, Piquet did not regard Mansell as a serious threat, as the Briton had not won a race yet in his fifth year in Formula One (and would win his first race a month later). Piquet had underestimated Mansell, and the Englishman came out of 1985 on a confidence high after winning 2 of the last 3 races in 1985. Both were regarded as high-strung characters with delicate temperaments, and two top drivers in the same team was a recipe for fireworks – and sure enough Mansell and Piquet went head to head for the title. Piquet had wanted to play the role as the number one driver. According to Piquet, the verbal agreement with Frank Williams on this point was clear, and Williams’s comment that in signing Piquet he had “signed the best driver in the world” seemed to back that up. However, shortly before the beginning of the season, Frank Williams suffered a serious car accident that kept him away from the team for a long time and caused a permanent physical disability. The team was then led by technical director , who was also the team’s Technical Director and Mansell’s race engineer.
Prior to the 1985 season, Piquet and Brabham conducted their winter testing at the Kyalami circuit in South Africa, along with the team’s new tyre supplier Pirelli. It was through this testing that Pirelli came up with the tyre compounds they would use during the season. Unfortunately, unlike the hot conditions in South Africa, most of the European part of the season took place in unseasonably cold weather. This, and the Brabham BT54’s weight distribution towards the back of the car saw the Pirelli tyres (especially the fronts) largely ineffective and left Piquet often fast, but ultimately uncompetitive.
In 1985, Piquet won a single race, the French Grand Prix at the Paul Ricard Circuit with summer conditions similar to those experienced in testing suiting the tyres, and the powerful BMW turbo engine propelling the Brabham BT54 (of teammate Marc Surer) to the then F1 speed record of 338 km/h (210 mph) on the 1.8 km long Mistral Straight during qualifying. It was Pirelli’s first victory since returning to Formula One. Already negotiating with other teams in mid-season because of poor results, it was widely questioned where Piquet would end up. In fact Piquet was in contact with McLaren, but then settled at Williams in place ofwho ironically ended up at McLaren. Williams offered him a contract worth three times as much as his Brabham contract, and with the turbocharged Honda engine used by Williams quickly becoming one of the best on the grid, it was an offer too good to refuse. At the end of the year, Piquet reluctantly left Brabham after seven seasons and two world championships.
In 1980, Piquet finished a hard-fought 2nd in Argentina behind Alan Jones; the race was held in very hot conditions on a disintegrating track. There were doubts about the legality of the car as it was believed to be underweight. Jones went to see the car which gave the suspicion that ballast had been added to bring the car within the regulations to make it legal. Piquet took his first win at the United States Grand Prix West in Long Beach, California by over 50 seconds from. 5 months later, Piquet scored back to back wins in the Netherlands and Italy. He finished second in the drivers’ standings, 13 points behind title winner Alan Jones. In Canada, Piquet and Jones had contact off the start and Piquet’s car was damaged and caused a major crash resulting in the race being red flagged. Jones, his Championship rival, continued in the race and joined the restart in the same car. Piquet switched to his qualifying car which had a special engine that was not set up to go the distance, so Piquet retired and Jones won the race and the World Championship from Piquet.
In the same year, he made his Formula One debut with the Ensign team and drove for McLaren and Brabham. In 1979, Piquet moved to the Brabham team and finished the runner-up in 1980 before winning the championship in 1981. Piquet’s poor performances in 1982 saw a resurgence for 1983 and his second world championship. For 1984–85, Piquet had once again lost chances to win the championship but managed to score three wins during that period. He moved to the Williams team in 1986 and was a title contender until the final round in Australia. Piquet took his third and final championship in 1987 during a heated battle with teammatewhich left the pair’s relationship sour. Piquet subsequently moved to Lotus for 1988–89 where he experienced his third drop in form. He eventually went to the Benetton team for 1990–91 where he managed to win three races before retiring.
In 1979, Piquet competed in his first full season in Formula One. He once again drove for the Brabham team, alongside double world champion,. The season was difficult for the team, which was accustomed to success. Piquet retired from eleven of the fifteen races in the season. He started off his season being involved in a first-lap pile up and getting injured at the Argentine Grand Prix in Buenos Aires and crashing into Clay Regazzoni’s Williams car at the Brazilian Grand Prix at Interlagos. The first points of his career came at the Dutch Grand Prix, where he finished fourth. He had a huge accident at the Italian Grand Prix; the rear section of his BT48 was completely ripped off at Monza’s Curva Grande corner after another incident with Regazzoni; Piquet walked away uninjured. But even through he crashed a few times driving a semi-competitive car that had an unreliable engine, Piquet qualified in the top 5 several times- often out-qualifying Lauda. 2 weeks after the Italian round, Lauda abruptly quit driving before the start of the Canadian Grand Prix, leaving Piquet as the number one driver for Brabham, and leaving him and new recruit Ricardo Zunino to debut the new BT49, which had a Ford-Cosworth DFV engine; Brabham ditched the Alfa Romeo V12’s in protest to Alfa Romeo entering as a full works team. In the final race, the United States Grand Prix at Watkins Glen, Piquet started from the front row and took the fastest lap in the race, clearly showing the new BT49’s considerable potential.
For the last race in 1978, Piquet moved to the Brabham team; he qualified in 14th and finished 11th. Piquet stayed with Brabham until 1985.
Piquet entered into a first marriage with Brazilian Maria Clara in 1976 with the marriage lasting for one year. They have one son, Geraldo Piquet (born 17 November 1977). His second marriage to the Dutchwoman Sylvia Tamsma (who had previously dated Elio de Angelis) produced three children,Piquet (born 25 July 1985), Julia Piquet (born 8 May 1992), and Kelly Piquet (born 7 December 1988). Laszlo Piquet was born in 1987, but his mother is Katherine Valentin (Piquet’s girlfriend while he was temporarily separated from Sylvia). He is currently married to Brazilian Vivianne de Souza Leão and they have two children, Pedro Estacio Piquet (born 1998) and Marco Piquet (born 2000). Piquet’s daughter Kelly was in a relationship with Russian F1 driver , with whom she had a child.
Piquet dropped out of a University two years into an engineering course in 1974. He was subsequently employed in a garage to finance his career, since he had no financial support from his family
Piquet had a brief career in tennis before losing interest in the sport and subsequently took up karting and hid his identity to prevent his father discovering his hobby. He became the Brazilian national karting champion in 1971–72 and won the Formula Vee championship in 1976. With advice from, Piquet went to Europe to further success by taking the record number of wins in Formula Three in 1978, defeating Jackie Stewart’s all-time record.
Upon returning to Brazil, Piquet and three friends brought a 20 hp cart and participated in Brazilian go-karting (1971 and 1972 national champion) and in the local Formula Super Vee 1976 championship, on the advice of, the first Brazilian Formula One world champion who sold the chassis for the Brazilian Formula Vee champion car with his brother, he arrived in European motor sports hailed as a prodigy. In the 1978 British Formula 3 season he broke Jackie Stewart’s record of the most wins in a season.
Nelson Piquet Souto Maior (Portuguese pronunciation: [ˈnɛwsõ piˈke] , born 17 August 1952), known as Nelson Piquet, is a Brazilian former racing driver and businessman. Since his retirement, Piquet, a three-times World Champion, has been ranked among the greatest Formula One drivers in various motorsport polls.
Piquet was born 17 August 1952, in Rio de Janeiro, then the capital of Brazil, the son of Estácio Gonçalves Souto Maior (1913–1974), a Brazilian physician. His father moved his family to the new capital, Brasília, in 1960 and became Minister for Health in João Goulart’s government (1961–64). Piquet had two brothers, Alexis, and Geraldo, and a sister Genusa. Piquet was the youngest of the children.
Piquet made his Formula One debut for Ensign in Germany, starting 21st only to retire on lap 31 with a broken engine. After the race, Piquet drove a McLaren of BS Fabrications in the next three races, where he left good impressions. The deal was negotiated when BS Fabrications employees met Piquet when he was driving at Brands Hatch. His best finish was ninth in Italy.