1995 British Grand Prix
The 1995 British Grand Prix was a Formula One motor race held on 16 July 1995 at Silverstone Circuit, Northamptonshire, England. It was the eighth round of the 1995 Formula One season; the 61-lap race was won by Johnny Herbert for the Benetton team after he started from fifth position. Jean Alesi finished second with David Coulthard third in a Williams car; the remaining points-scoring positions were filled by Olivier Panis, Mark Blundell and Heinz-Harald Frentzen. Herbert's victory was his first in Formula One, the Benetton team's fifth of the season; the race was dominated, however, by the fight between World Drivers' Championship protagonists, Michael Schumacher and Damon Hill. Hill, who started from a pole position achieved during qualifying sessions held in variable weather conditions, retained his lead during the opening stages of the race whilst Schumacher, alongside him on the starting grid, fell behind Alesi in the run to the first corner. Despite being held up behind the slower Ferrari until it made a pit stop, Schumacher used a more favourable one-stop strategy to move ahead of Hill, who made two pit stops for fuel and tyres, on lap 41.
Four laps Hill attempted to pass Schumacher, but the two collided and were forced to retire from the race. This promoted Coulthard, who were battling for third place, into the fight for the lead. Coulthard passed Herbert, but dropped to third, behind Alesi, after incurring a stop-go penalty for speeding in the pit lane. Heading into the eighth race of the season, Benetton driver Michael Schumacher was leading the Drivers' Championship with 46 points; the Constructors' Championship was closer, with Benetton on 48 points leading Ferrari and Williams on 43 and 42 points respectively. After a hesitant start to the season, Schumacher had won three of the previous four Grands Prix, arrived at Silverstone as the man to beat. Hill, on the other hand, had won the 1994 British Grand Prix and was eager to repeat the feat in front of his home fans, he had set the fastest lap time in pre-event testing at Silverstone during the final week of June a second in front of teammate David Coulthard, a further 0.2 seconds ahead of Schumacher.
The McLaren, Jordan and Pacific teams took part in these test sessions. Hill was under some additional pressure going into the weekend, as his wife, was due to give birth to their third child imminently. There was one driver change going into the event: the Footwork team's lead driver, Gianni Morbidelli, was replaced by compatriot Massimiliano Papis, an International Formula 3000 race winner, the test driver for Team Lotus in 1994, before the outfit withdrew from the sport ahead of the 1995 season. Papis brought valuable sponsorship from Altea, a tie manufacturer, to the underfunded team, which supplemented the income being provided by his pay driver teammate, Taki Inoue, to cover the team's budget for the year. Morbidelli was kept on as the team's test driver, returned to racing action at the Pacific Grand Prix in the year. Pre-race discussion centred on the following year's driver line-up, with Schumacher rumoured to be moving to Ferrari to replace Berger, considering a move to Williams. Hill's future was uncertain, as was his teammate David Coulthard's, due to the McLaren team possessing an option on his services for 1996.
Sauber driver Heinz-Harald Frentzen was linked to a possible vacant position for 1996 in the Williams team. Schumacher's future plans dictated the rest of the driver market, due to his status as the reigning World Champion—and, the only such champion of all the contemporary drivers—and reputation as the best driver in Formula One, it was reported that Schumacher's teammate, Johnny Herbert, was in imminent danger of losing his Benetton seat to test driver Jos Verstappen, available due to the collapse of the Simtek team after the Monaco Grand Prix and was contractually owed race drives by team principal Flavio Briatore. Despite taking a podium finish earlier in the year, Herbert had been close to Schumacher's pace and had only completed two laps in the two previous Grands Prix. A potential new entry was being discussed: the Japanese racing car constructor Dome was in the process of building a Formula One car with which to enter the World Championship in 1997. Several teams had made modifications to their cars in preparation for the event.
Ferrari made changes to the 412T2 chassis's sidepods to improve airflow around the tyres, reverted to a diffuser design used earlier in the season. The Ligier team had Martin Brundle's car fitted with power steering for the first time and he chose to use it for the race, but teammate Olivier Panis, who had run with the system earlier in the season, decided against it. McLaren revised its troubled MP4/10B chassis's suspension geometry, Mika Häkkinen's car was equipped with a more powerful version of its Mercedes V10 engine for Sunday's warm-up session and the race itself. Team principal Ron Dennis re-hired experienced designer Steve Nichols, who had worked for the outfit in the 1980s, in the week before the race. Footwork arrived with revised suspension, whilst the Jordan team ran with brake disc sensors on its car. Further down the field, the Forti team introduced the revised version of its FG01 chassis for Roberto Moreno. Lead driver Pedro Diniz had first driven the car in its revised specification at the preceding French Grand Prix.
The revised aerodynamic package included new sidepods. Both drivers tes
Oliver Benjamin Gavin, is a British racing driver who joined Corvette Racing in 2002. He has won five American Le Mans Series class championships, five 24 Hours of Le Mans class wins, five 12 Hours of Sebring class wins and five Petit Le Mans class wins, he was raised in the village of Bedfordshire. He attended Pinchmill. At age nine he attended Lincroft Middle School and took his GCSEs and A-levels at Sharnbrook Upper School and Community College. Born in Huntingdon, Gavin was introduced to motor racing through the traditional karting route. After finishing as runner-up in the 1993 British F3 series to Kelvin Burt, Gavin graduated to Formula 3000 in 1994 with Omegaland, he failed to score any points in the five races he contested, subsequently opted to drop back down to F3 for 1995. He managed to overcome rival Ralph Firman in the final round to snatch the title, he was test driver for the ill-fated mid-1990s Pacific Grand Prix team. It was proposed that he would drive for the team in the 1995 Australian Grand Prix, but he was not granted the required FIA Super Licence.
Gavin drove the Safety Car from 1997 to 1999 for the Formula One championship. Gavin became a Corvette Racing factory driver in 2002, having raced full-time in the American Le Mans Series GT1 and GT2 classes and the IMSA SportsCar Championship GTLM class, his full-time codrivers have been Olivier Beretta, Jan Magnussen and Tommy Milner, whereas Max Papis, Richard Westbrook and Jordan Taylor have been his endurance codrivers. He has won his class in Le Mans on five occasions, the 12 Hours of Sebring five times, Petit Le Mans another five times, he won the ALMS GT1 titles in 2005, 2006 and 2007, plus the GT2 title in 2012. Gavin lives in a village east of Northampton with his wife and their three children. † — Retired, but was classified as he completed 90% of the winner's race distance. * Season still in progress. Official Website
Ilmor, founded by Mario Illien and Paul Morgan in November 1983, is a British independent high-performance autosport engineering company. With manufacturing based in Brixworth and maintenance offices in Plymouth, the company supplies engines and consultancy to the IndyCar Series and MotoGP. After developing IndyCar engines, the company built a partnership with Mercedes-Benz to power F1 cars for both the Sauber and McLaren teams. After the death of Paul Morgan in a vintage aeroplane crash in 2001, Mercedes increased its stake until it owned the entire company, renamed it Mercedes-Benz High Performance Engines Ltd. In 2005, Mario Illien concluded a deal to purchase the Special Projects part of the company in partnership with Roger Penske, under contract with Honda Performance Development to jointly develop, arrange and tune-up IndyCar engines from 2003-2011; this new company, independent of Mercedes, is once again known as Ilmor Engineering Ltd. They once again developed the Ilmor X3 for the 2007 MotoGP World Motorcycle Championship, which they entered in one race before withdrawing and shutting down the race team, due to funding problems.
Racing remains the core part of the business today and Ilmor acts as a consultant for motorsport clients from all forms of racing. However, the business is now using its racing expertise to diversify into other areas such as OEM automotive, defence and energy efficient engine applications. Both engineers were working at Cosworth on the Cosworth DFX turbocharged methanol engine for the CART Indy Car World Series. There was some acrimony in their split from Cosworth, their former employer claiming that the Ilmor engine was little different from their planned modifications to the DFX. Founded as an independent British engine manufacturer in 1983, it started building engines for Indy cars with the money of team owner and chassis manufacturer Roger Penske; the Ilmor-Chevrolet 265-A debuted at the 1986 Indianapolis 500 with Team Penske driver Al Unser. In 1987, the engine program expanded to all three Penske team drivers, Patrick Racing, Newman/Haas Racing. Mario Andretti, driving for Newman/Haas, won at the engine's first Indy car victory.
He won the pole position for the 1987 Indianapolis 500. A year the engine was rebadged as the Chevy Indy V-8, Rick Mears won the 1988 Indianapolis 500, the engine's first win at Indianapolis; the engine went on to have a stellar record in CART. From 1987 to 1991, the engine won 64 of 78 races; the 265-A engine was followed up by the 265-B engine. The "Chevy-B" won five CART series races. All other Ilmor teams remained with the "Chevy-A" for 1992, it was at this time that Ilmor was receiving new competition from Cosworth, which had just introduced their new powerplant, the Ford-Cosworth XB. For 1993, the 265-C engine was introduced, replacing both the "A" and the "B"; the "Chevy-C" was used widespread, produced continued success for Ilmor. Chevrolet dropped its badging support after the 1993 season. For the 1994 season, two new engines were introduced; the 265-D engine replaced the "C", although some of the smaller teams associated with Ilmor still ran the "C" in 1994. Without badging support, the engines were referred to as the "Ilmor-C" and the "Ilmor-D".
The other engine introduced in 1994 was the top-secret 265-E, a 3.43 liter pushrod engine, used by Penske Racing at the 1994 Indianapolis 500. For 1995, Mercedes-Benz became the badging manufacturer for the Ilmor Indy car engines; the engine continued to be a strong contender on the CART circuit. In 1996, the open wheel "split" began between CART and the IRL. Ilmor was a provider for CART-based teams, did not provide engines for any full-time IRL teams. At the 1996 Indy 500, the "Ilmor Mercedes-Benz D" was used by Galles Racing, finished second, the powerplant's one and only start in an IRL-sanctioned race; when the IRL switched to normally-aspirated engines for 1997, the 265s were no longer permitted in the IRL and the Indy 500, raced in the CART series exclusively. In 1991 Ilmor entered Formula 1 with a V10 engine as exclusive supplier to the ambitious Leyton House team. After some troubles Leyton House returned to racing as March again in 1992, still using Ilmor engines. Ilmor supplied engines to the Tyrrell team, starting from 1992.
Powered by the Ilmor V10, Tyrrell scored 8 points through Andrea de Cesaris and March another 3 through Karl Wendlinger. Ilmor were gaining a reasonable reputation in F1, so the Sauber sportscar team and Mercedes-Benz, who were planning their Formula One entry together, signed a deal with Ilmor after scrapping plans for a Mercedes engine. In order to protect their image, Mercedes took on an observational role in the project and the cars had "Concept by Mercedes-Benz" written in the engine cover. After scoring 12 points in 1993, Mercedes entered in 1994 using an updated version of the 1993 engine, now "Powered by Mercedes-Benz" was seen on the Sauber engine-cover; the same year Mercedes-Benz acquired Chevrolet's 25% share of Ilmor. In 1994 Ilmor supplied the new Pacific GP team of Keith Wiggins with the old 1993 spec engines. In 32 attempts, the Pacific cars qualified seven times; the 265C V8s ran the entire 1994 Indy Car season badged as "Ilmor Indy V8", with Team Penske headlining the program.
But there was another extraordinary engine from Ilmor in 1994 - the Mercedes-Benz 500I (although work on
Jyrki Juhani Järvilehto, better known as "JJ Lehto", is a Finnish racing driver. He won the 24 Hours of Le Mans twice, in 1995 and 2005, he is a former Formula One driver. He was a protégé of Finnish 1982 Formula One World Champion Keke Rosberg, who first suggested that Jyrki Järvilehto should abbreviate his name to the more manageable JJ Lehto, much as Rosberg had done before him. Like many racing drivers Lehto began in karts at age 8, winning numerous events, before graduating to Formula Ford at the early age of 15. A switch to single seaters saw, he won the British and European Formula 2000 championship in 1987 and went on to win the coveted British Formula 3 title in 1988, driving for Pacific Racing. In 1989 Lehto drove in Formula 3000, again for Pacific Racing; the season was not successful and he failed to score any podium finishes. He did not participate in the last race, held in Dijon-Prenois. In 1989 Lehto tested for Ferrari before making his Formula One debut for the Onyx team as a late-season replacement for Bertrand Gachot.
Though he failed to prequalify for his first race at Estoril he impressed with his speed in the tough sessions and made his first start in the following meeting. In the wet season finale at Adelaide he ran as high as 5th before retiring with waterlogged electrics. Over the summer Onyx were sold to Swiss racer turned businessman Peter Monteverdi. Lehto, marked by many as a star of the future, was paired with Gregor Foitek but financial difficulties hampered his season, leading to the team's withdrawal after the Hungarian Grand Prix. For 1991 he was signed by the ambitious Scuderia Italia team, financed by Beppe Lucchini with a Dallara chassis, Judd V10 engines and Emanuele Pirro in the second car. Due to poor results in 1990 the cars had to prequalify but soon established themselves as decent midfield runners. In the wet San Marino Grand Prix Lehto impressed by lasting in a race of attrition to finish 3rd, scoring his first F1 points, he did not score again through poor reliability and bad luck.
He stayed with the team in 1992, now paired with Pierluigi Martini and using Ferrari V12 engines but the new Dallara B192 chassis had severe handling problems. Lehto's best result was 7th at his worst a failure to qualify at the Hungaroring, he landed the second seat at the much-anticipated Sauber team for 1993, running Ilmor engines. The season started well as Lehto survived a late downpour at Kyalami to score 5th place on the team's debut finished 4th at Imola despite a late engine failure. However, after a collision with Wendlinger at Monaco his relationship with both his teammate and Sauber became frosty and his season tailed off with no more points scored. For 1994 he saw off competition from Michele Alboreto and Luca Badoer to land the second seat at Benetton alongside Michael Schumacher. However, he injured his neck testing the new B194 in pre-season with test driver Jos Verstappen taking his place for the first two rounds of the championship. Lehto returned to the cockpit for the ill-fated San Marino Grand Prix despite some question marks over his fitness.
He qualified 5th but stalled on his car being struck from behind by Pedro Lamy's Lotus. This led to the safety car period which may have contributed to the death of three-times world champion Ayrton Senna. Despite running 3rd in Spain before an engine failure and scoring a point in Canada it was clear his injuries had not healed and he was replaced once again by Verstappen for the French Grand Prix, he returned to the cockpit for the Italian and Portuguese rounds in place of the suspended Schumacher but did not impress and was released soon afterwards when the team signed Johnny Herbert. This freed him up to drive in the last two rounds for Sauber – Wendlinger's injuries from an accident in practice before the 1994 Monaco GP had failed to heal and his previous replacement Andrea de Cesaris was unreachable. After his Formula One career stalled, advised by his manager Keke Rosberg, Lehto joined the German Touring Car Championship, DTM, in 1995 and 1996. Though rated victories eluded him, but this loss was made up by his successes in GT and sports car racing.
He was a late addition to the 1995 edition of the 24 Hours of Le Mans in a McLaren F1 GTR, but he won the race outright, at his third attempt, sharing the car with Yannick Dalmas and Masanori Sekiya. Lehto was an integral part of the win, gaining the lead for the team by driving a few stints during the rainy night. While others were driving cautiously, Lehto was seen to be sliding the car, lapping at times 30sec faster than everyone else, he had three more guest appearances in the same car the next year, winning another race, before he got picked up by BMW to join the factory squad in the inaugural FIA GT season, partnering Steve Soper. Though success came easily, including a win in front of his home crowd at the Thunder In Helsinki event, the might of Mercedes-Benz caught up with the McLarens and left Lehto conceding the title to former DTM rival Bernd Schneider. After an unsuccessful 1998 campaign as a Mercedes-Benz factory driver in the American-based single-seater CART series with Team Hogan, Lehto stayed Stateside but returned to the BMW camp, which entered the
Formula Ford is an entry-level class of single seater, open-wheel formula racing. The various championships held across the world form an important step for many prospective Formula One drivers. Formula Ford has traditionally been regarded as the first major stepping stone into formula racing after karting; the series sees professional career minded drivers enter alongside amateurs and enthusiasts. Success in Formula Ford can lead directly to other junior formulae such as a Formula Renault 2.0 or a Formula Three seat. Formula Ford is not a one-make championship, it allows freedom of chassis design, engine build and numerous technical items of specification on the car. This opens the door to many chassis manufacturers and small. Many other single-seater formulae impose fixed specifications. Only two other professional single seater racing formulae in the world offer the same freedom of chassis and engine build: Formula Three and Formula One; the origins of Formula Ford began in the early 1960s, where motor racing schools such as the Jim Russell school and Motor Racing Stables featured single seat Formula Junior and Formula Three-like machines from world class constructors like Cooper and Lotus.
Many aspiring Formula One stars looked to these schools in the hope of learning the craft and looking the part. However, although there was no shortage of aspiring drivers, these schools had much trouble avoiding bankruptcy; the 1-litre Formula Three engines, the 1.1-litre Coventry Climax FJ and the Ford Anglia 105E, cost around £3,000 at the time in addition to the Dunlop racing tires which cost £80 a set. Furthermore, these engines were fragile and had a tendency to self-destruct. All these factors contributed to a steep upkeep cost of the schools. In 1963, Geoff Clarke; this brought him in contact with John Webb. At about this time, two of the school’s Lotus Formula Junior chassis were fitted with a standard 1498cc Ford pushrod engine as featured in the introduced Cortina GT saloon; the 1500 Cortina, with its sensational reliability and horsepower output close to “F3 proper” proved a resounding success in the school. The earliest experiments with radial tires bore fruit as well: the students of the day did not care that these were not the racing engines or racing tyres, just that the cars were equal.
At an informal meeting at the December 1966 racing car show day at Olympia and Clarke were discussing the possibility of building a fleet of identical open wheel race cars based on the success of combining the Ford power plant and road wheels, radial tyres, Formula Junior style chassis. Not only would they make ideal school cars, but would provide a new entry level formula for a race series, they felt. Webb was on the phone the next day to Ford competition manager Henry Taylor, who agreed to provide Clarke and MRS with 54 Cortina GT engines at £50 each. Webb approached the Royal Automobile Club's competition director, to establish rules for this new class. Late in 1967, Ford announced the new Formula Ford class to the world. Clarke set about approaching existing race car constructors to build the first Formula Fords. Both Bruce McLaren and Jack Brabham turned down the idea, he agreed to provide the first of two 25 car batches at £850 per car. The only stipulation Chapman had was; this proved to be fundamental weak point in the drive train.
Difficulty with the Renault transmission resulted in a failure to continue with the second batch of cars for MRS. Russell approached Chapman to supply Formula Ford cars for his own school. Chapman insisted. Russell approached Taylor who built the Alexis car and a deal was struck to jointly produce the Russell-Alexis; this car had a Hewland racing gear box which made the car more expensive, but was more reliable and allowed interchangeable ratios. The first standalone Formula Ford race took place at Brands Hatch on July 2, 1967. Of the 20 cars that competed, 10 were MRS Lotus 51s, including Ray Allen; the Russell-Alexis car won its debut race in August 1967, by 1968 54 Russell-Alexis had been sold. Based on this success Russell opened two more racing schools in Britain, another in Canada, another in the United States. Chapman and his Lotus 51 did recover, replacing the troublesome Renault gear box with the Hewland unit claiming Russell as a customer in 1968. In 1968, Meryln debuted as a Formula Ford constructor, dominating sales for that year.
Other new manufactures included Crosslé Car Company, Elden Racing Cars, Hawke Racing Cars and Royale Racing Cars, together with existing constructors such as Brabham choosing to build a Formula Ford chassis. As the production Ford Cortina engine evolved to a new 1600cc crossflow unit, so did the Formula Ford regulations. Increasing costs forced them to relax the £1,000 price ceiling on Formula Ford as blueprinting of the engine was now allowed. Belgium hosted the first race outside England, in 1967. Formula Ford racing spread across Europe and North America, with the first official Formula Ford race in the United States on March 23, 1969 and was included in the SCCA Runoffs that same year. By the late 1960s and early 1970s, Formula Ford had established itself as a direct path to a seat on a Formula One car, the highest level in open wheel motorsport. Australian Tim Schenken won over two dozen Formula Ford races i
Reynard Motorsport was at one time the world's largest racing car manufacturer. Based at Bicester and latterly at Reynard Park, England the company built successful cars in Formula Ford 1600, Formula Ford 2000, Formula Vauxhall Lotus, Formula Three, Formula 3000 and Indy Car. Founded by Adrian Reynard in 1973 as Sabre Automotive Ltd, the company built on its success in lower formulae to progress in March 1994 to Champ Car racing and collaborate with British American Racing from 1999 in the design of its early Formula One cars. Adrian Reynard formed a effective working partnership with friend and Formula Ford rival Rick Gorne, who looked after the sales and commercial side of the business. Gorne was one of the first people to bring a commercial mindset to the sale of racing cars - he worked out pricing models for cars and spares and started "networking" with young drivers early in their careers so that they would be favourably disposed towards Reynard later. Reynard acquired a reputation for being a marque whose cars won in their first race - they achieved this on their debuts in Formula Ford 1600, Formula Ford 2000, Formula Three, Formula Atlantic, Formula 3000 and Indy car.
Reynard wiped March and Ralt out of Formula 3000 and Lola out of Indy Car - Lola recovered by securing the one-make contract for F3000 and reviving themselves in Indy Car in the late 1990s. Reynard were involved with various special projects. Given Reynard's involvement with BAR there were high expectations for the team's F1 debut, which were not met. Reynard's success in F3 was transitory, with Dallara and a revived Ralt obliterating them from the market in 1992, their success in ChampCar and F3000 was more lasting, though. When individual chassis programmes did not work out for Reynard, Gorne managed to make a profit - the 1985 Formula Ford car was a disaster, so the entire programme was sold on for a one-make series behind the Iron Curtain. Reynard acquired various other lucrative contracts for one-make racing series over the years, as well as achieving numerical domination in many open-chassis formulae. Outside motorsport, in the 1990s the company became involved in a project to build lightweight carbon-fibre seats for Richard Branson's Virgin Atlantic airline.
The deal came about through friendship between Branson. The joint-venture company that built manufactured; as a result of its success the company was awarded the Queen's Awards for Export Achievement in 1990 and 1996. The company started preparing a Formula 1 program in 1989, to debut in 1992. Engineers were hired, such as Rory Byrne from Benetton. In 1991, Reynard was not able to push through, so the entire program, including the Enstone factory, was sold to Benetton. Reynard's research data was sold to Ligier; some Reynard components were used by Keith Wiggins' Pacific Racing in their unsuccessful F1 car. It is unlikely that the putative 1992 Reynard would have been a significant success had the money been available to develop it - the only works engine the team could obtain was the Yamaha unit that subsequently gave Jordan Grand Prix so much trouble that year. Reynard was involved in the construction of the DAMS GD-01 car, which never raced due to the DAMS team deciding not to enter the championship.
Toward the late 1990s Reynard was involved in Champ Car, Formula Nippon and Barber Dodge racing series. The company engineered sports and touring cars; the success in Champ Car was profitable and led the company to diversify. In 1999 Reynard purchased US racing car manufacturer Riley & Scott; the company opened an R&D facility in Indianapolis called the Auto Research Center under the guidance of Bruce Ashmore. This facility soon came to house seven post shaker rig. Adrian Reynard is still involved with ARC. Adrian Reynard and his chief designer Malcolm Oastler became involved with the BAR F1 team, with Reynard Motorsport providing some design services to the F1 outfit. Reynard worked in partnership with West Surrey Racing to design and build Ford Mondeo chassis for the British Touring Car Championship from 1996 to 1998. WSR was running the works Ford programme, ran the race team while Reynard handled the technical side; the project was well funded by Ford, but had only limited success throughout its three-season stint with the Mondeo.
Following an aborted IPO on the NYSE and the costly purchase of Riley & Scott, the company was bankrupted in February 2002. Around 120 jobs were lost. In 2002 the assets were distributed among three buyers. BAR acquired the buildings at the Advantage CFD aerodynamics engineering business. International Racing Management of Guildford acquired the Formula Nippon and sports car racing operations, with the sports cars being licensed Zytek Engineering for construction. Walker Racing, a team in the Champ Car World Series, acquired the rights to the Champ Car chassis
David Marshall Coulthard, known as DC, is a British former Formula One racing driver turned presenter and journalist. He was runner-up in the 2001 Formula One World Drivers' Championship, driving for McLaren. Coulthard began karting at the age of eleven and achieved early success before progressing to car racing in the British Formula Ford Championship and the Formula 3000 series, he first drove in Formula One with Williams F1 in the 1994 season succeeding the late Ayrton Senna. The following year he won his first Grand Prix in Portugal, for the 1996 season he moved to McLaren. After winning two races in the 1997 season, he finished 3rd in the World Drivers' Championship in the 1998 season, he won five races throughout 1999 and 2000 before finishing 2nd in the Drivers' Championship to Michael Schumacher in 2001. Two more victories followed between 2002 and 2003 before he left McLaren at the end of 2004, he secured their first podium a year later. Coulthard retired from Formula One racing at the end of 2008.
After retiring from Formula One Coulthard continued working with Red Bull as a consultant and joined the BBC as a commentator and pundit for their coverage of Formula One. He returned to active motorsports in 2010 joining Mücke Motorsport in the Deutsche Tourenwagen Masters and retired at the end of 2012. Coulthard has participated in the Race of Champions, finishing runner-up in the Drivers' Cup in 2008, winning the competition in 2014 and 2018. Since 2016 he has worked as a commentator and analyst for Channel 4 after they took over the BBC's terrestrial television rights. Coulthard was born on 27 March 1971 in Twynholm, Kirkcudbrightshire, Scotland one of three children of Duncan Coulthard and Elizabeth Joyce Coulthard née Marshall, his family was connected to motor racing: his grandfather competed in the Monte Carlo Rally and his father drove karts, becoming Scottish National Champion. From an early age motorsport was where his interest lay listing Formula One World Champions Jim Clark, Nigel Mansell and Alain Prost as his childhood heroes.
Coulthard was educated at Kirkcudbright Academy. Coulthard began karting. Having won several local karting championships including the Scottish Junior Kart Championship and the Scottish Kart Championship, Coulthard participated in events further down the UK, including title victory in the Cumbria Kart Racing Club Championship in 1985. Coulthard graded each race he entered on a scale of 1 to 10, with an additional column headlined "Performance", he gave credit to David Leslie and junior for allowing his career to develop. In 1989, Coulthard made the transition from karting to car racing by winning the British Formula Ford Championship and became the first recipient of the McLaren/Autosport Young Driver of the Year award, which allowed him to test a McLaren Formula One car. In 1990, Coulthard travelled to Belgium to compete in the EFDA Nations Cup for Great Britain and was partnered with Nicky Hart, where they finished 9th. During the year, Coulthard was selected by Vauxhall Motorsport to race in a one-off appearance in the British Touring Car Championship at Brands Hatch, where he finished 13th.
He did not return to the series after suffering a leg injury in a Formula Vauxhall race at Spa-Francorchamps. For 1991, Coulthard signed with Paul Stewart Racing to compete in the British Formula 3 series, taking five victories and finishing second in the Championship behind Rubens Barrichello. Coulthard won the Masters of Formula Three, he traveled to the Fuji Speedway to compete in the annual Formula Three Fuji Cup, taking pole position and finished second behind Jordi Gené. In 1992, he moved to the International Formula 3000 series, where he suffered from a lack of competitiveness and finished ninth in the championship. For 1993, Coulthard joined Pacific taking one victory and finishing third in the series, he entered the 24 Hours of Le Mans alongside John Nielsen and David Brabham for the TWR Jaguar Racing team. The trio won the GT Class, although they were disqualified for a technical infringement, he moved to the Vortex team in 1994, which received investment from a private investor, allowing Coulthard to drive for the team.
In his first and only race for the team held at Silverstone, Coulthard finished third. Throughout 1993 and 1994, Coulthard was employed by Williams Grand Prix Engineering team as their official test driver. A race seat became available after the death of Ayrton Senna in the 1994 San Marino Grand Prix. Coulthard received a telephone call from team principal Frank Williams to test the Williams car at Jerez circuit over four days, causing him to miss a Formula 3000 race at Pau. Making his début in Spain, Coulthard qualified in eighth position, was set to score a point before his engine failed 34 laps from the finish, he followed this up by scoring his first points with a fifth-place finish in Canada. Williams dropped Coulthard for the following race in France, allowing 1992 Drivers' Champion Nigel Mansell to make a one-off appearance due to pressure from engine supplier Renault; the move strained the relationship between Williams and Coulthard who returned for the British Grand Prix, finishing fifth.
For Germany, Williams introduced a revised version of their car, the Williams FW16B. He suffered back to back retirements in the next two races but secured three consecutive points scoring positions—including a podium finish with a second-place in Portugal. Mansell returned to fill Coulthard's seat for the final three races of the season. Coulthard finished the season in eighth place with Williams second in the Constructors' Championship. For his role, Coulthard was awarded