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Boat of the Week: Inside Malcolm Forbes’s Iconic ‘Highlander,’ Once the Ultimate ’80s Party Yacht

This bannenberg-designed 162-footer hosted everyone from rock stars to world leaders. after a major refit, she's now looking for a new owner., howard walker, howard walker's most recent stories.

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The Iconic 164-foot Highlander was owned by Malcom Forbes but has undergone a complete refit

If these teak decks could talk. Paul McCartney tinkling the ivory keyboard. Elizabeth Taylor sunning herself on the top deck. Margaret Thatcher discussing world peace with Canadian Prime Minister Brian Mulroney. Harrison Ford taking a turn at the wheel.

Back in the 1980s, an invitation from Forbes magazine owner and consummate bon vivant , Malcolm Forbes, to join him aboard his beloved superyacht The Highlander was a reason for celebration.

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And Forbes was a master when it came to celebrating. His first of many Fourth of July parties aboard The Highlander , anchored off Governors Island in New York Harbor, saw the world’s greatest movers and shakers piped aboard by tartan-clad Scottish bagpipers.

The Iconic 164-foot Highlander was owned by Malcom Forbes but has undergone a complete refit

Joanne de Guardiola’s interior design is light and sometimes whimsical, as opposed to Highlander ‘s previous formal, corporate look.  Courtesy IYC

There on the yacht’s decks were the likes of Fiat boss Gianni Agnelli, Henry and Nancy Kissinger, David and Peggy Rockefeller and Brooke Astor. More than 150 Maine lobsters and 30 pounds of Scottish smoked salmon were reportedly flown in to feed the elite crowd.

During the five years Forbes owned the yacht, before his death in 1990, she traveled the globe; everywhere from then Communist China, to Bora-Bora, to Thailand, the Philippines and Alaska.

Launched in 1985, this was the last of five Forbes-owned yachts named The Highlander, after his family’s Scottish roots. But this one was unique. Designed by world-renowned designer Jon Bannenberg and built in Holland by Feadship , her dark green hull—said to be the color of dollar bills—stretched 162 feet bow to stern.

The Iconic 164-foot Highlander was owned by Malcom Forbes but has undergone a complete refit

Malcolm Forbes used The Highlander , which traveled around the world, to entertain political leaders, celebrities and other billionaires.  Courtesy John Barrett/Celebrity Archaeology/The Mega Agency

“She was nicknamed ‘The Ultimate Capitalist Tool’ for good reason,” the yacht’s current owner, New York-based interior designer Joanne de Guardiola told Robb Report . “Anyone who was anyone stepped aboard at some time during the ’80s.”

De Guardiola and her husband, investment banker Roberto de Guardiola, bought The Highlander from the Forbes estate back in 2012. And just as she’d done with the couple’s previous Feadship, the classic 159-foot Audacia , de Guardiola commissioned a top-to-bottom refit, this time with Florida’s Derecktor Shipyards.

“We had no thoughts of buying another yacht; we loved Audacia. But back in 2012, we had heard The Highlander was for sale and I went to take a look. She was not in great shape, but as a huge fan of Jon Bannenberg’s designs, and knowing her amazing history, we couldn’t resist,” she said.

The Iconic 164-foot Highlander was owned by Malcom Forbes but has undergone a complete refit

The yacht was built by Feadship and designed by Jon Bannenberg, the father of modern yacht design. The original dark-green exterior was said to be the color of a dollar bill.  Courtesy Jim Raycroft

The exhaustive, two-year refit took the steel and aluminum superyacht down to the studs. The yacht was extended by 12 feet to add a swim deck and rear “garage” for water toys; the top deck was lengthened. Effectively doubling its size, and the master stateroom was moved to where the observatory used to be.

The entire interior was redesigned and refitted with more modern materials and finishes. Out went the padded leather ceilings, the somber, dark green carpets and ornate Chippendale antique chairs; in went bleached-white Anigre paneling, wide-planked dark wood flooring, and brightly colored pop art.

One especially jaw-dropping feature de Guardiola created was the stunning, open-tread marble staircase from salon to upper deck. That and the new, glass-enclosed sky lounge with its disco vibe and blue onyx floor.

The Iconic 164-foot Highlander was owned by Malcom Forbes but has undergone a complete refit

The top deck nearly doubled in size during Highlander ‘s two-year refit.  Courtesy IYC

“The yacht didn’t really suit a family’s needs—she was really designed for Malcolm Forbes-style corporate entertaining,” says de Guardiola. “And if you wanted to splash in the water, you had to jump over the sides. Mr. Forbes didn’t like to swim.”

But de Guardiola is quick to add that her primary focus with the refit was evolving and not compromising Jon Bannenberg’s iconic design. “That’s what attracted me to the yacht in the first place.”

Mechanical improvements included the installation of Quantum zero speed stabilizers and full rebuilds for the trusty 900 hp Detroit Diesels. They still give the yacht a top speed of 18 mph, cruising at an easy 14 mph with transatlantic capability.

The Iconic 164-foot Highlander was owned by Malcom Forbes but has undergone a complete refit

One of Highlander ‘s lounges.  Courtesy IYC

With kids in mind, Highlander —de Guardiola dropped the “the”—is brimming with water toys. Everything from Waverunners, Seabobs, banana floats and kayaks, to Malcolm Forbes’ much-loved, Ferrari-red 22-foot Donzi speedboat. Sadly, his other favorite, a custom-built Cigarette Racing powerboat, is no more. After being fully restored during the refit, the boat caught fire while Highlander was anchored off the Amalfi Coast in Italy.

“My husband was just heading off with our daughter and friends when the fire broke out,” de Guardiola says. “Everyone ended up in the water but were okay. It was one cool boat. It ran at over 60 mph.”

Since the refit, the de Guardiolas have taken friends and family all around the Mediterranean, hanging out at the Monaco Grand Prix, Cannes Film Festival, and hitting most of the Greek islands. Winters were in the Caribbean. Typically, they spent eight to 10 weeks a year aboard.

The Iconic 164-foot Highlander was owned by Malcom Forbes but has undergone a complete refit

A young Harrison Ford, taking the wheel of Highlander , was one of many celebrity guests in the 1980s.  Courtesy The Highlander Archive

So why the decision to sell? De Guardiola says she’s looking for her next project: “As with my interior design work, I love the intellectual challenge of a makeover. It’s also time. We feel we’ve been good custodians. Now someone else should enjoy her.”

Highlande r is listed with IYC in Fort Lauderdale for $8.5 million.

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Victor Muller's classic superyacht The Highlander

Victor Muller on the refit of his classic superyacht The Highlander

Refitting his classic 1967 Feadship superyacht The Highlander with a celebrated history was a testing experience for Victor Muller. The Dutch sports-car magnate tells Stewart Campbell and Sacha Bonsor what he learnt in the process.

Profound epiphanies don’t often happen in garages in southern Holland, but when superyacht owner Victor Muller visited an oily workshop in 1983, the occasion was formative. “Sonny,” said an 80-year-old mechanic with a funny accent, “let me tell you something about the human eye… it only notices imperfection.”

Muller was a 24-year-old lawyer and had taken his car in to get the bumpers chromed. “What do you see?” the man asked. Nothing, thought Muller. “Look closer, look properly,” the man pressed.

And then he saw it, a tiny imperfection in the metalwork. “He was right,” Muller says over tea in London’s Connaught Hotel. “That blemish became all I could see. If you walk into a room and everything is fine but there’s a socket hanging from the wall, the socket’s the only thing you remember. You have to have a design so flowing that your eye doesn’t stop. That’s what I learned from an 80-year-old chromer in Holland.”

That brief moment informed everything the 54-year-old Dutch millionaire went on to accomplish: running the biggest tugboat fleet in the world, starting supercar company Spyker and amassing an enviable collection of classic cars. All of the excruciating adherence to detail, design and quality has been done with a nod to that old man, says Muller, and nowhere is this more apparent than in his latest project: the refitting of classic 1967 Feadship The Highlander .

This 37 metre icon of Dutch boatbuilding has been impressively redesigned by Muller in the US, creating something sublimely seamless. “A good design is only pleasing to the eye when it’s consistent everywhere, with one design language throughout the yacht,” he says. “I have a hard time reconciling how, on some boats, you walk from a Louis XVI room into an art deco space and on to modern realism. With my yacht, I tried to make it as consistent as possible. It’s very smooth, very calm. Nothing is flashy. It takes three things to build a brand, or a boat: consistency, consistency, consistency.”

It’s clear within minutes of meeting Muller that he’s a fanatic; whether it’s cars, boats or helicopters (he has recently learnt to fly one), his interest and enthusiasm for everything he does is extreme. “I could say car before I could say mummy,” he says, proudly. “She’s still a little upset about that!”

At the height of his auto obsession, around 1997, he owned 50 classic cars, but that’s now down to a slightly more manageable 18. Following a series of Lancias in the 1970s, he bought his first true sports car, a Maserati, in 1983, after borrowing money from his grandmother.

This infatuation wasn’t inherited – his dad had “terrible taste” in cars, a point Muller could not let go even after his father’s death: “In my eulogy, I reproached him for driving a Ford Cortina. And a big, ugly Opal Kapitan. Oh, God, and then he started buying American cars. When I was 12, I forced him out of American cars because it was an embarrassment. So he bought a Volvo 244 GLE, still a tank but at least it was a decent car. Then he started buying BMW 7 Series. This is when our relationship improved.”

"It takes three things to build a brand, or a boat: consistency, consistency, consistency."

Victor Muller

For Muller, this gradual move up the car-quality league table reached its apotheosis in 1997 when, having left law to successfully revive a number of businesses, he bought classic Dutch car-maker Spyker. In the early 20th century, this manufacturer was a big deal, building state coaches, planes and rally cars that took part in Victorianesque adventures from “Peking to Paris”, but it ceased trading in 1925.

Seventy-five years later the brand was back, with Muller at the helm, displaying the C8 Spyker concept at the Birmingham Motor Show. “I was buying new Astons and Ferraris and they were so poorly built in the 1990s. And I thought, as a classic car collector, that there must be a way to bring back the craftsmanship of the golden age of car manufacturing, from, say, 1925 to 1955. Hand built, nothing but pure materials, no plastics, no cheap shit. I thought that must be possible, so that’s what I did,” he says.

Every single Spyker starts life in Muller’s head; he just draws what he loves. “I’m very visual, I know exactly what the car’s going to look like, and I have a young guy who translates it into 3D drawings. The design of our latest car, the Venator, we did in 22 days from a drawing I did on a napkin in China.”

Muller has no formal training in design, and attributes his love of aesthetics to his upbringing. He grew up in comparative wealth, largely thanks to his father’s successful accounting firm (eventually sold to Ernst & Young) and the money was spent educating him and his sister on beauty. They were regularly taken to Italy, for example, where Victor soaked up la dolce vita: “I’m so old I actually know what that means. This was the time of (legendary Italian film director Federico) Fellini, so yeah, I love that era. I love the cars and boats made then.”

But it was his grandmother who he really has to thank. “She was like a little queen,” he recalls. “She really taught us to appreciate quality.”

It’s more than money he’s got his father to thank for, however. As a child the two of them would go birdwatching on the Dutch coast near a town called IJmuiden; the birds were interesting, he recalls, but the tugboats plying the canal between the coast and Amsterdam were fascinating: “I would see the boats come in and out and I was intrigued.”

They were owned by a company called Wijsmuller, which Muller, at just 32, would later buy and turn into the biggest tugboat operator in the world. “I sold it off to Maersk in 2001. It was my single biggest deal,” he says.

Money from the deal was ploughed into Spyker, which in turn allowed Muller to think about boats: before The Highlander , which he keeps in the US, he bought a Riva Aquariva and a nine-metre sloop that he keeps at his home in Mallorca. He previously owned a wooden Aquarama too, but got sick of having to take her in and out of the water to keep her from falling apart.

It was only when Muller was leafing through a copy of Boat International in 2007 on the island of Capri that he seriously considered buying a superyacht. “I saw an ad for a Feadship and started looking into it. I thought, heritage is very important,  I want to buy the one with  the best heritage.”

The search stopped when Muller saw The Highlander , then called Avante , nestled behind a house on the Intracoastal Waterway in Boca Raton, Florida.

The 36 metre classic scored on all counts: it was from an era when design briefs might as well have read “Elegant”; it had an enviable past, having been owned by legendary publisher Malcolm Forbes and, perhaps most importantly, it was a Feadship. “Everyone makes beautiful yachts,” explains Muller, “but there’s only one Feadship. If you buy a Feadship, you’re saying ‘I like quality and I don’t care what it costs.’”

In the 40-odd years of the yacht’s life to that point, it had hosted presidents, captains of industry and celebrities and now it was all Muller’s. “And it was still completely intact,” Muller adds. “Forty years of being in the harshest environment on the globe and externally there was nothing wrong with it.” The internals were a different matter, however. “It looked like a cheap whorehouse,” he remembers. “There was a fire on board in 1980 and the interior had been redone for a Californian owner. It was all white leather and brass. And Plexiglas. It was the worst of 1980 – nauseating – so I knew the first thing I had to do was rip the interior out.”

The Highlander spent three years at the superyacht refit yard in Fort Lauderdale, and Muller freely admits that he got it all wrong. “I was a novice and I made every classic mistake: I wasted money on the wrong things, I had to do lots of things twice. With hindsight I should have picked the yacht up and brought it back to Feadship. But I thought  at the time that I couldn’t afford it: penny-wise, pound-foolish.”

Despite often contemplating canning the whole project, slowly the yacht came together and today it stands as a testament to Muller’s exacting eye and love of detail. He went big on teak and nickel (“because it’s so much more beautiful than chrome”) and chose white and orange for the main colours; white because it contrasts beautifully with the teak, and orange “for Holland”.

What he’s created is the ultimate family getaway. Sadly his father died before the yacht was finished but his mother, still going strong at 85, loves it. “The reason for buying the yacht was because my family is so important. The yacht offers a unique place to have everyone together in a confined but spacious area. Nobody is sitting too close together, and everyone can do their own thing. But you are together. And that’s invaluable,” Muller says.

Does his family appreciate the blood, sweat and tears he has poured into the detail? The seamlessness? The aesthetic? The design? Muller pauses. “You can learn quality,” he says, slowly. “It’s handed down from generation to generation. My children appreciate it, because I tell them, ‘This is crap, and that is good.’ If you see it enough times you will recognise it yourself, if you’re open to it.”

That 80-year-old chromer would approve.

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The Auto Channel

Highlander’s Last Stand -Up Close And Personel: David Coulthard: .

By Nicholas Frankl Contributing Editor.

David Coulthard is unlikely to have a better chance to snatch the championship from the grips of Schumacher and the dominant Ferrari Team than in 2002.

Nicholas Frankl caught up with the dashing Scotsman before he left for the Melbourne Grand Prix and talked about ’01 and the what’s to come.

Pre season build-ups in F1 have followed the same routine for the last few years. Every year we heard Ferrari President Luca di Montezemolo announce this was the year that the scarlet cars would win the championship. After 5 years of pronouncements, he finally predicted correctly. The other stories mostly focused on the resurgence of Williams and the continued dominance of McLaren and Ferrari. But all the way through this endless media and public speculation was the aspect of personal rivalry; Schumacher versus Hakkinen versus Coulthard. In 2002, with Mika on “sabbatical”, the weight has now been fixed firmly on the Scotsman’s experienced shoulders. Can one of Formula One's most likable “nearly men” seize his chance and move, from behind the shadows of what has largely been seen as Hakkinen’s McLaren Team, into a serious title winning position?

Thirty-year-old Coulthard has been winning races in Formula One since 1995. His big break came with the Williams Team in ’94, moving from test driver into racer when Senna was killed at Imola. Since then he has had the benefit of driving for two of the best teams in F1, both during times of championship winning seasons, but never to the benefit of the Scot. Admittedly, as Damon Hill’s teammate, Coulthard shone under pressure and delivered what was expected. But for three of the last six seasons he has had the fastest and most reliable car on the grid, and has been out-qualified and out-driven by his flying Finn Team mate. Many thought last year would be his turn. Hakkinen was clearly unmotivated from the start of the season; he had a new baby, was double world champion and was stuck with a car that was hugely inferior to the Ferraris, both in terms of out-and-out horsepower and aerodynamic performance. “I knew Mika wasn’t going to push as soon as he learnt the car was going to require a lot more hours of testing to improve it, and just get it to a competitive level” said Coulthard to SCI in March.

2001 was going to be his year, he believed, but just as the initial aerodynamic problems were cured, and Schumacher began to wonder if his performances mid-season would be enough to open up a championship gap, the McLaren stranded it’s lead contender on the grid on three occasions. If one can dissect a 17-race championship, down to a few key moments, then May 27th was the day McLaren and Coulthard lost the championship. Coulthard on pole position at the Monaco Grand Prix, and with every chance of dominating the race, stalled the car on the warm up lap – thanks in no small part to the electronic gismos introduced just a few races before, to level the playing field and allow traction control. Schumacher and Barrichello went onto a glorious Ferrari one, two and the gap opened up to 12 points between the two championship rivals. “It was probably the most disappointing race of the season. It certainly affected me and the team, and then the story broke about Adrian (Newey) leaving us and that shocked us all as well”. McLaren went into a mid-season dive – from which they never recovered.

But, armed with a new three-year contract and Ron Dennis finally paying him more than the least he could previously get away with, (worth over $6m a year compared to his derisory $2.5m for the last few seasons) and with the team now firmly behind their new physiological No1 (Mclaren, unlike Ferrari, refuse to grant a driver any preferential treatment until mathematically only one can win the championship) Coulthard can finally demonstrate whether or not he has the ability to take the fight to Ferrari, and increasingly BMW Williams too, and win the title. If he cannot mount a very serious challenge this year, he may not get the chance in a top-tier team again.

“I know this year is key to my whole career. Last year we didn’t finish enough races because of reliability problems. It was a quick car, but a bit too peaky, especially at the start of the season where we were forced to contest three races without the right aerodynamic package. There were races where we performed very well but, looking at Suzuka, we were over a second off the pole position time. It's been a while since we were so off the pace. I think if the car is at least equal to our nearest competitor, and I think that has still got to be Ferrari, although I know the BMW engine will give us some headaches too, then race victories are going to come from that. That's what Championships are made of. If that's not the case, then we might get a few wins, but someone else will get the title. On paper, all the changes have been made to address last year's problems."

During testing, the McLaren has been competitive, with both Raikkonen and Coulthard posting fastest laps and long durability stints. But the word from engine partner Mercedes is that the new FO110M V10 has fallen short of it’s projected power target. "We are not where we want to be" said team principle Ron Dennis last week, "but we have been very open about this and there is still time to develop the unit to where we will be comfortable."

Coulthard concurred. “Clearly if you look at the times from last season, BMW and Ferrari both had very powerful engines. It was most noticeable at fast tracks like Hockenheim. If we are going to beat them, head to head, we are going to need to close that gap and I’m confident Mercedes has the ability to do this. I think we’ll also gain some advantage from the swap to Michelin tires from Bridgestone. The only reason we moved to Michelin was because we believe it’s a big step forward in performance. Obviously we are keen to close the gap to Ferrari, and we believe that Michelin can help us do that.

The only fly in Coulthard's Silver Arrows ointment could be the arrival of a new, feisty, Finnish teammate in the shape of Ex-Sauber rookie Kimi Raikkonen. Coulthard must be wondering what he did to deserve another Scandinavian, whose temperament has been referred to as 'fiery' and character as “rather full of himself”.

“Kimi and I have been working together now, for a few months, on the final development of the car. He’s obviously very capable, but lacking in terms of race and testing experience.

“When I joined McLaren I'd only done 25 Grand Prix, which is only 8 more than Kimi. You can't buy experience, but if you have the speed, that is the basis to develop everything else”.

But does Coulthard expect to give his junior teammate a quick lesson and put him firmly in his place for the year?

“In a dream world you'd love to thrash any team mate. But the reality is he is a quick racing driver. There are similarities for him, with the position I was in, when I joined Williams for my first full season in 95. Damon (Hill) had the experience, but we were evenly matched in terms of speed, so there were times when I was in front of him. Over the course of the year, he was able to use his experience and he finished 10 points ahead of me at the end of the year. Kimi will be quick at every grand prix this year, as he was quick at every grand prix last year. But I also will be quick.

“I don’t know what the future holds, but when I’m asked 'can I win the championship?', I’d like to think so. If the car is not quick enough, then even Michael Schumacher is not good enough to win the championship in an uncompetitive car. You need a quick car, a reliable car and all the breaks to come your way, which they certainly haven’t in the past. If all those elements come together then it could be a good year."

While 2001 may have been a disaster on the track, Coulthard’s passion for life became ever more evident. Since the horrific private-plane crash that he was lucky to survive, and which claimed the life of the two pilots, Coulthard’s life has seen changes. He split with fiancée Heidi Wichlinski at the start of 2001 (but unlike with his previous girlfriend he didn’t have to change the locks on his Monaco apartment to keep her out!) and began a series of high profile relationships. At one point it was suggested that he and legendary F1 playboy Eddie Irvive were running a separate world championship! But Coulthard, who also opened his first Hotel last year in Monaco, has now settled down with Simone Adbelnour, a Brazilian model that friend, ex-F1 driver and Monaco neighbor, Pedro Diniz, introduced him to. “I am very happy right now. My life seems to be heading in the right direction on all sides; I have my health, some cash in the bank and new a 35-meter yacht on the way. Now I just have to focus on the championship and bring home the title.”

  • Yachting World
  • Digital Edition

Yachting World cover

David Coulthard to sail at Cowes

Yachting World

  • August 3, 2003

Team McLaren Mercedes' British Formula 1 driver David Coulthard will be taking the wheel of Formula 1 Sailing's brand-new Farr 65, Hugo Boss on Friday 8 August at Skandia Cowes Week.

Team McLaren Mercedes’ British Formula 1 driver David Coulthard will be taking the wheel of Formula 1 Sailing’s brand-new Farr 65,Hugo Bosson Friday 8 August at Skandia Cowes Week.

Coulthard will join the Hugo Boss sailing team, skippered by Alex Thomson, founder of Formula 1 Sailing, on their final test sail and training day before the yacht takes the start line of the Rolex Fastnet Race on Sunday. Coulthard says: “I have always enjoyed sailing and spend a lot of time on my boat in Monaco, but this is my first time at the helm in a race. Hugo Boss is McLaren’s longest serving partner so I am especially excited to be involved with its first yachting partnership. I will enjoy learning from Alex during the race and I will do everything I can to ensure a top performance.”

Skipper Alex Thomson will act as coach Coulthard but the racing driver is said to be fully responsible for helming Hugo Boss , as Thomson explains: “I won’t be touching the wheel all day, David is here to have the Formula 1 experience on the water, which means driving the boat himself and competing against other ocean-racing machines right off the starting blocks to the finish line.”

Hugo Bossis racing in Class 0 for Skandia Cowes Week and is moored off the Royal Yacht Squadron during the regatta.

Coulthard raced his more usual steed, a McLaren Mercedes F1 car today in the German Grand Prix; he took 10th place on the starting grid in yesterday’s final qualifying session but drove a brilliant race to take second at Hockenheim. 

f1worldwide.com

F1Worldwide.com

All The F1 News - Read It Here First

From Track to Triumph: The Inspiring Journey of David Coulthard in Formula 1

By jonny noble.

David Coulthard

In the high-speed world of Formula 1 racing, few names evoke as much admiration and respect as David Coulthard. His career spanned over a decade. Coulthard’s journey is a testament to his unwavering determination and relentless pursuit of excellence.

He debuted in 1994 with the Williams team and retired from Red Bull Racing. His skill behind the wheel and ability to consistently deliver exceptional results earned him numerous podiums.

He also earned the admiration of fans worldwide. But his success on the track is only part of the story.

Beyond the glamour and excitement of race day, Coulthard faced numerous challenges both on and off the circuit. He tragically loss of his friend and fellow driver Ayrton Senna. Despite this he managed the intense pressures of competing at the highest level.

Join us as we dive deep into the inspiring journey of David Coulthard. We explore the triumphs, setbacks, and pivotal moments that shaped his remarkable career in Formula 1.

David Coulthard – Early life and entry into Motorsports

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Born on March 27, 1971, in Twynholm, Scotland, David Coulthard developed a passion for motorsports at an early age. Growing up in a rural area, young Coulthard he enjoyed karting. It was here that the bug bit for what would become an illustrious racing career.

His natural talent and competitive drive soon caught the attention of racing scouts. So started his entry into the world of professional racing.

At the age of 18, Coulthard moved to England to pursue his dream of becoming a Formula 1 driver. He quickly made a name for himself in the lower racing categories, showcasing his exceptional speed and technical prowess. Coulthard’s impressive performances earned him a spot on the Williams team, marking the beginning of his Formula 1 journey.

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David Coulthard – Breakthrough in Formula 1

In 1994, Coulthard made his Formula 1 debut with the Williams team, partnering alongside the legendary Ayrton Senna. This was a monumental moment in his career. Ayrton became his friend and coach.

David had the opportunity to learn from one of the greatest drivers in the history of the sport.

However, tragedy struck during the infamous San Marino Grand Prix when Senna tragically lost his life. This incident deeply impacted Coulthard, but it also served as a catalyst for his pursuit of greatness .

Despite the challenges he faced, Coulthard’s talent behind the wheel was undeniable. He quickly established himself as a force to be reckoned with, consistently delivering exceptional performances and securing podium finishes.

David Coulthard winning, the Portuguese GP in 1995

His breakthrough came in 1995 when he achieved his first Formula 1 victory at the Portuguese Grand Prix. This win marked the beginning of Coulthard’s ascent to the top of the sport.

Challenges and Setbacks Faced by David Coulthard

While Coulthard’s career was filled with triumphs, it was not without its fair share of challenges and setbacks. One of the most significant obstacles he faced was the pressure of competing at the highest level. F1 is known for its intense competitiveness, and Coulthard had to navigate the mental and physical demands of the sport.

Coulthard had to overcome personal tragedies, including the loss of his younger sister, Lynsay. She died in a car accident in 2000. This devastating event deeply affected Coulthard.

David Coulthard – Notable Achievements in Formula 1

David Coulthard

Throughout his career, Coulthard achieved many notable milestones and accomplishments in Formula 1. He secured a total of 13 Grand Prix victories and stood on the podium 62 times. Coulthard’s consistency and ability to perform under pressure earned him the respect of his peers and fans alike.

One of Coulthard’s most memorable moments came in 2001 when he won the Monaco Grand Prix, one of the most prestigious races on the Formula 1 calendar. This victory showcased his exceptional skills on the notoriously challenging street circuit and solidified his status as a top-tier driver.

The Impact of David Coulthard on the Sport of Formula 1

Beyond his individual achievements, Coulthard’s impact on the sport of Formula 1 is profound. He played a crucial role in the development of the Red Bull Racing team, helping to establish them as a competitive force in the sport. Coulthard’s experience and technical expertise were instrumental in shaping the team’s success.

Furthermore, Coulthard’s sportsmanship and professionalism earned him the admiration of fans and fellow drivers. He was known for his fair play and respect for the sport, setting an example for future generations of drivers.

David’s F1 Career Statistics

Lessons learned from his journey.

Winner

Coulthard’s journey in Formula 1 teaches us valuable lessons about perseverance, dedication, and the pursuit of excellence. His unwavering determination to overcome setbacks and his relentless pursuit of improvement serve as inspiration for individuals facing their own challenges.

One of the key lessons we can learn from Coulthard is the importance of embracing failure as a stepping stone to success. He never allowed setbacks to define him but instead used them as opportunities for growth and learning.

David Coulthard – Legacy in Formula 1

After retiring from professional racing in 2008, his impact on the sport continues to resonate. He transitioned into a successful career as a commentator and pundit, sharing his insights and expertise with fans around the world.

David Coulthard continues to have a presence in the Formula 1 community, and his contributions to the sport will be remembered for years to come.

David Coulthard – Post-Racing Career and Contributions to the Sport

Daci Coulthard - Speaker

In addition to his role as a commentator, Coulthard has also been actively involved in promoting road safety. Through his foundation, he aims to educate young drivers about the importance of responsible driving and the potential consequences of reckless behavior.

The fact that David Coulthard has committed to making a positive impact extends beyond the racetrack and serves as a testament to his character.

David Coulthard on a nudist beach

David Coulthard Height

Coulthard is 1.82 m tall.

David Coulthard Weight

Coulthard weighs 73 kg

To see the other F1 Drivers Height and weight follow this link .

David Coulthard Wife

david coulthard yacht highlander

Coulthard, aged 50, is making headlines for his rumored connection with 27-year-old model Sigrid Silversand . This buzz comes in the wake of Coulthard’s reported separation from his wife of nine years, Karen Minier.

The British racing legend tied the knot with Minier in Monaco back in 2013, their romance igniting eight years earlier during her coverage of the Monaco Grand Prix for French TV. Coulthard, still in his Red Bull racing days, and Minier hit it off, but it appears that chapter has now closed.

The Daily Mail has shed light on Coulthard’s newfound companionship with Silversand, capturing moments of the two being spotted “smooching and holding hands” in London. This sighting coincides with Coulthard’s noticeable absence of his wedding ring, which hasn’t graced his finger for over a year.

While Coulthard has transitioned into an F1 pundit for Sky Sports, the cracks in his marital life began to show. His last public appearance with Minier was at Wimbledon in 2019, but they were later seen sharing a meal with Amanda Holden and her husband, Chris Hughes, on the French Riviera midway through 2020.

An anonymous source revealed, “David split with his wife over a year ago, and Sigrid has been introduced to the whole family, including his son, and all is harmonious,” providing insights into the evolving dynamics of Coulthard’s personal life.

Following his retirement from Formula 1, David Coulthard remained actively involved in the world of motorsports. He co-founded the luxury lifestyle brand, Whisper, which specializes in creating exclusive events and experiences for motorsport enthusiasts.

His venture reflects his commitment to sharing his passion for racing with fans around the world.

In addition to his business endeavors, Coulthard also channels his expertise and insights into supporting young talent and promoting safety within the sport.

Through his involvement with the FIA (Fédération Internationale de l’Automobile), Coulthard works to improve safety standards and introduce initiatives that prioritize the well-being of drivers.

One response to “From Track to Triumph: The Inspiring Journey of David Coulthard in Formula 1”

He is an interesting man – I think more hype than substance.

ABOUT THE AUTHOR - Jonny Noble I’m a dedicated F1 Writer – and I’ve Been One for Over Four Decades, I’ve been intimately immersed in the world of Formula One for more than 44 years. That’s longer than most professional commentators can boast! As an independent writer, I offer a unique perspective on the entire F1 landscape, free from biases that might cloud the discussion. We dive deep into the exhilarating, frustrating, and captivating facets of the F1 universe. So, regardless of my amateur status, one thing is undeniable: four decades of dedicated F1 fandom have forged strong opinions worth exploring!

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#1 RedFever

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Posted 03 August 2001 - 19:40

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Posted 03 August 2001 - 19:45

"I kind of need the break in a way to just sort of stop and re-start because the races have been just coming, coming, coming." But I've still got promotions really until Friday and it obviously eats into the time available. It's flights, it's travelling, all the rest of it -- that is the other side of the business which is very draining. Already you've lost one week of that (break) because marketing don't look at race schedules and that sort of thing."

#3 RiverRunner

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Posted 03 August 2001 - 19:46

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#5 Ross Stonefeld

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Posted 03 August 2001 - 19:47

#6 RedFever

Posted 03 August 2001 - 19:49

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Posted 03 August 2001 - 19:51

Originally posted by Ross Stonefeld And im attacking the media, not RedFever.

#9 Ross Stonefeld

#10 rv_canada.

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Posted 03 August 2001 - 19:52

#11 RedFever

Posted 03 August 2001 - 19:54

#12 Ross Stonefeld

Posted 03 August 2001 - 19:56

#13 RV_Canada

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#14 RedFever

Posted 03 August 2001 - 20:05

#15 Ross Stonefeld

Posted 03 August 2001 - 20:10

#16 Jerry Lee

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Posted 03 August 2001 - 20:15

#17 RV_Canada

Posted 03 August 2001 - 20:16

Originally posted by RedFever oh, come on, you would want to hang around with a cube head only to get some tongue like the guy in the pic?????? you need to go out more often, I suppose......

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Posted 03 August 2001 - 20:39

Posted 03 August 2001 - 20:48

"...the races have been just coming, coming, coming."
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Posted 03 August 2001 - 21:38

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#22 brett_sequeira

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Posted 03 August 2001 - 22:00

So what do the media expect a young, single, multi-millionaire race driver to do in Monaco on his day off? Read War and Peace? Play chess? Walk old ladies across the street?

#23 Ross Stonefeld

Posted 03 August 2001 - 22:13

Originally posted by Turbo So what do the media expect a young, single, multi-millionaire race driver to do in Monaco on his day off? Read War and Peace? Play chess? Walk old ladies across the street?

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Posted 03 August 2001 - 22:52

Originally posted by EVL29 Oh man,Pudgy,Middle Aged Balding guy was Gettin' Some.

Posted 03 August 2001 - 22:55

#28 arcwulf7

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#29 Real Estate Queen

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Posted 04 August 2001 - 00:20

#30 Ross Stonefeld

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Posted 04 August 2001 - 00:24

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Posted 04 August 2001 - 00:31

Originally posted by arcwulf7 Let's see DC gets a week or two off and heads to the Adriatic in a 72 ft. yacht with his 20 year old girlfriend, his third in the last couple of months, and a bevy of beauties and buddies for some heavy duty, on deck, boozing, group groping and swapping. Michael heads back to Geneva to spend time with his wife and two children, and might go up to the mountains for some hiking or fishing -- and calls the factory every second day to get technical up dates. Yep i think David's going to get things together in the last 5 races and have a real go at the Championship.

#33 Real Estate Queen

Posted 04 August 2001 - 00:36

Posted 04 August 2001 - 00:40

Originally posted by Real Estate Queen tifoso: Only to reinforce your signature, until today I used to brag (to my buddies only, not to any girl yet) about having made love in 126 diferent positions, but after seeing that last picture, I can confidently say I have learned the 127th. Everyday you learn something new !! GO JPM GO!!!!!

#35 Real Estate Queen

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#37 Real Estate Queen

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#38 skylark68

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#39 brett_sequeira

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#40 Nikolas Garth

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Posted 04 August 2001 - 07:02

Originally posted by Andy23 Click trough all the pictures. http://www.bild.de/s...thard/kla1.html The last two speak for themselfs.

#41 silver fan

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#42 AyePirate

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Posted 04 August 2001 - 13:55

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Posted 04 August 2001 - 15:04

Originally posted by Ross Stonefeld dude stop reminding me! *gak* It looked like something out of Alien
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#46 LuckyStrike1

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#47 Diffuser

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#49 Chris G.

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Posted 06 August 2001 - 22:43

Originally posted by Diffuser Who is that skinhead on the boat? He looks like a soccer hooligan.
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BBC TopGear

My life in cars: David Coulthard

DC on the cars he's owned, and the ones he's got on order...

71470sil.jpg

My family has a transport business, so I grew up around trucks and the truck yard. I had a motorbike for the field at a very young age and went karting at 11. Even before that, I remember sitting on my dad’s lap at kart races – he’d do the pedals and I’d do the steering.

I turned 17 at the end of March and I passed my driving test the first week of April, but I didn’t have my own car until I was almost 18. We had a Mercedes 508D karting van: it had bunk beds in the back of it and karts in the very back.

When I eventually got a car, it was a Renault 5 Turbo – oh, I was big time – but I’d been driving a van for a year, so I deserved to step up. I was racing in Formula Ford and won both the championships, so it was a treat. I had a great time in that car; the seats reclined all the way back, which was handy as a teenage boy. It doubled up as somewhere you could, erm, well, you know what I mean...

Then I moved to England to drive for Paul Stewart Racing, Jackie’s son’s team, so I borrowed my mum’s BMW 318i. I was meant to have it for a week, but managed to eke it out for three or four months. I didn’t actually buy a car for a while because I had a Ford contract with Jackie and had an RS2000 on rotation, then a Scorpio with the most godawful body kit on it. Then, briefly, an Escort Cosworth with the big rear wing – that was proper boy racer. That got stolen outside The Point in Milton Keynes when I was in the cinema.

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When I became a test driver at Williams, I went to a Renault Laguna automatic, just as a means to get to the track and back, really. Then I actually paid for my first car. I was 23 and bought a 1971 Mercedes 280 SL, the same age as me, which I still have today. Our son will inherit the 280 when he’s old enough to drive, on the basis that under no circumstances can he sell it on.

Then I didn’t buy anything for a while. I was at McLaren so I had a run of Mercedes including a C63 AMG wagon. My wife is an Aston fan, so a few years back I bought her a DB9 convertible, which she still has. We also have a 1984 G-Class 280 short wheelbase with no roof on it. It looks amazing. It was white when I bought it, but I had Mercedes respray it in gunmetal silver and move the seats back, so it’s a proper five-seat restaurant car for the South of France. I keep it in Monaco where there’s a whole bunch of Brabus and AMG G-Wagens, but nothing looks as stripped and as cool.

I’m not like Jenson, who’s quite a buyer and seller of cars, but I have on order the Aston Valkyrie and the Mercedes Project One, both of which should come through in 2019 or 2020. The reason I can afford Adrian Newey’s Valkyrie is I was lucky enough to drive racing cars he designed, so it’s a tip of my hat to him.

Project One: I’m still a Mercedes guy, and it’s such a unique proposition, I don’t think anyone will do something like it ever again. But the car I drive more than any is my little Smart Convertible – every ex GP driver in touch with their racing spirit should have one of those.  

David Coulthard’s new book 'The Winning Formula: Leadership, Strategy and Motivation the F1 Way’ is on sale now   

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Highlander Charter Yacht

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Highlander (ex: The Highlander)

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HIGHLANDER YACHT CHARTER

49.5m  /  162'5   feadship   1986 / 2021.

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Motor yacht Highlander still retains Jon Bannenberg's iconic angular lines and side profile

The 49.45m/162'3" 'Highlander' (ex. The Highlander) classic yacht built by the Dutch shipyard Feadship is available for charter for up to 12 guests in 7 cabins. This yacht features interior styling by English designer Bannenberg & Rowell.

Meticulously preserved, classic pleasure craft Highlander offers an abundance of convivial spaces, both inside and out, that showcases her timeless pedigree build off to perfection. Her features include a dancefloor, movie theatre, spa and gym.

Guest Accommodation

Built in 1986, Highlander offers guest accommodation for up to 12 guests in 7 suites comprising a master suite located on the main deck, one VIP cabin, two double cabins, two twin cabins and one single cabin. There are 7 beds in total, including 2 king, 2 queen and 3 singles. She is also capable of carrying up to 11 crew onboard to ensure a relaxed luxury yacht charter experience.

Onboard Comfort & Entertainment

On your charter, you'll find plenty to keep you busy and entertained, notably a dancefloor where you and your guests can celebrate in style. For those looking to unwind after a long day of exploration on the water, you will find a dedicated and comfortable movie theatre. For the ultimate relaxation experience, Highlander plays host to a luxury spa and in addition maintain your fitness routine and work out in the well-equipped gym. Soak up the bubbles in style in the deck jacuzzi.

Highlander benefits from some excellent features to improve your charter, notably satellite communications, keeping you connected on any voyage. Whether you want to work, use social media or stream movies on board this yacht, you can with Wi-Fi connectivity and in addition guests will experience complete comfort while chartering thanks to air conditioning.

Performance & Range

Highlander is built with a steel hull and aluminium superstructure. Powered by twin engines, she comfortably cruises at 13 knots, reaches a maximum speed of 16 knots with a range of up to 4,000 nautical miles from her 74,565 litre fuel tanks at 10 knots. An advanced stabilisation system on board reduces the side-to-side roll of the yacht and promises guests exceptional comfort levels at anchor or when underway.

Equipped with a selection of water-toys Highlander lets you and your guests turn the Mediterranean into your own private playground. Take to the sea on the Jet Skis offering you power and control on the water. Also there are towable toys offering fun and adventure. Additionally, there are two SEABOBs, that allow you to skim along the surface or steer under the crystal water and experience life swimming with the fish. If that isn't enough Highlander also features kayaks, paddleboards and snorkelling equipment. When it's time to travel from land to see, it couldn't be easier with a 12.8m/42' Scout Tender.

Based in the magical waters of the Mediterranean all year round Highlander is ready for your next luxury yacht charter. Let Highlander Discover the magical places, food and experiences of the the Mediterranean.

Luxury classic yacht Highlander is one of a kind, offering world-class onboard amenities coupled with an overflowing toy box full of the latest water sports gear for unforgettable yacht charters wherever you are.

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Amenities & Entertainment

For your relaxation and entertainment Highlander has the following facilities, for more details please speak to your yacht charter broker.

Highlander is reported to be available to Charter with the following recreation facilities:

  • 1 x 12.8m  /  42' Scout Tender

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For a full list of all available amenities & entertainment facilities, or price to hire additional equipment please contact your broker.

'Highlander' Charter Rates & Destinations

Mediterranean Summer Cruising Region

Summer Season

May - September

€120,000 p/week + expenses Approx $130,500

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€160,000 p/week + expenses Approx $173,500

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Mediterranean Croatia, France, Greece, Italy, Malta, Monaco, Montenegro, Turkey

HOT SPOTS:   Amalfi Coast, Calvi, Corsica, French Riviera, Mykonos, Sardinia

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Winter Season

October - April

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Highland Park 13 Year Old Saltire David Coulthard Edition #2

Highland Park 13 Year Old Saltire David Coulthard Edition #2

Bottle performance

Graphs are for information purposes only. We accept no responsibility for errors or omissions and customers are encouraged to carry out their own due diligence.

Lot number: 102-07251

Winning bid: £55

Highland Park remains the most northerly whisky distillery in Scotland, although not by much, as it is little more than a stone's throw from fellow Orcadian, Scapa. Accounts of the distillery's genesis vary, and the truth is probably lost to the mists of time, but it is thought that a local farmer named David Robertson founded what we now know as Highland Park distillery in 1798, on the site of an illicit still operated by nefarious smuggler (and former priest) Magnus Eunson.

Since its introduction as a single malt in the late 1970s, the distillery has been awarded many plaudits, not least of which came from the late, great whisky writer Michael Jackson, who called it “the greatest all rounder in the world of whisky”. It's characteristic style coming from the use of Sherry casks, along with an often cited heathery sweetness imparted to the spirit by way of the distinct Orcadian peat used during the malting process.

The second edition of bottlings celebrating one of Scotland's great sportsmen David Coulthard. The age statement reflects his 13 Formula One Grand Prix wins.

Age: 13 Years Old

43% ABV / 70cl

Please examine all images of the lot, any packaging and labels carefully and satisfy yourself as to their condition before making a bid.

david coulthard yacht highlander

David Coulthard recalls brutal Michael Schumacher terms of Ferrari offer

David Coulthard revealed that he spoke with then Ferrari team boss Jean Todt while a McLaren driver, but could not accept the contractual clause that he must move over for Michael Schumacher.

Coulthard raced for the McLaren team between 1996-2004, during which time he claimed 12 of his 13 career grand prix wins, while also playing a key role in their 1998 Constructors’ Championship triumph.

Coulthard remained loyal to McLaren throughout that period, though one team did prove enough of an allure to pull him into a meeting with their team boss, that being the iconic Ferrari outfit.

David Coulthard could not accept Michael Schumacher yield clause

Speaking on the Formula For Success podcast, Coulthard recalled meeting with Ferrari boss Todt over the possibility of him making the move to Ferrari.

But, while McLaren’s terms never made him the defined number two driver, he would have been exactly that under the offer Ferrari put on the table, and would have found himself obliged to move over for Schumacher if he came up behind him while in the top four.

Schumacher became a Ferrari icon in their period of F1 dominance from the late ’90s into the early 2000s, Ferrari winning six Constructors’ titles in a row between 1999-2004, while Schumacher won five Drivers’ titles in that time, taking his overall tally to seven.

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Asked by his podcast co-star, former F1 team boss Eddie Jordan, whether he spoke to any other teams while at McLaren, Coulthard replied: “I did. I met with Jean Todt in Paris in his apartment, to talk about the potential to drive for Ferrari.

“And my recollection of the contract offered was basically a number two contract, which, despite whatever anyone can now conclude about my career, at that time, I still felt that I wasn’t going to sign anything other than equal opportunity.

“And so essentially, if I was running fourth and Michael was fifth, then I had to move over and all the way right up to if I was leading. And I just couldn’t agree to signing to that.

“And all credit to Ron [Dennis] and McLaren, the contract they offered me was always equal opportunity. And although there was a clause that said you had to accept the instructions of the team principal, in whatever circumstance it might be, largely speaking, I was given a fair and equal opportunity to crack on and try and see how good I could develop my skills.

“So that was the only team really I spoke to during my nine years at McLaren.”

Coulthard became the first Red Bull driver after his McLaren departure, racing for the team until his retirement at the end of 2008.

Read next: Red Bull’s warning to rivals with crushing ‘all aspects’ vow for the RB20

David Coulthard and Michael Schumacher talk.

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EXCLUSIVE: F1 star David Coulthard, 50, crashes out of nine-year marriage with Belgian TV presenter, 48, and races off with Swedish lover, 27, who he is seen kissing and cuddling on a London stroll

  • The 50-year-old and Sigrid Silversand, 27, put on an affectionate display as they went for a stroll in London this week
  • They walked hand in hand and kissed several times. Miss Silversand was dressed casually in black trousers, trainers and a long coat 
  • David, who won 13 Grand Prix and is now a television commentator, has not been pictured wearing his wedding ring since January last year

He married Belgian TV presenter Miss Minier in Monaco in 2013. They met in 2005 when she was covering the Grand Prix for the French TV channel, TF1. Their son, Dayton, was born in 2008

By Emma Powell For The Daily Mail

Published: 17:00 EDT, 28 January 2022 | Updated: 01:12 EDT, 29 January 2022

View comments

As a Formula One ace, he had a track record for being a fast mover.

And now David Coulthard has proved that he also doesn’t like to wait around in matters of the heart.

The retired Scottish driver has split from his wife Karen Minier, 48, a source told the Daily Mail last night – after he was pictured without his wedding ring as he kissed and cuddled a Swedish model.

Coulthard, 50, and Sigrid Silversand put on an affectionate display as they went for a stroll in London this week.

They walked hand in hand and kissed several times. Miss Silversand was dressed casually in black trousers, trainers and a long coat.

Coulthard, who won 13 Grand Prix and is now a television commentator, has not been pictured wearing his wedding ring since January last year.

F1 star David Coulthard, 50, has crashed out of a nine-year marriage with a Belgian TV presenter and raced off with a Swedish lover, 27, who he is seen kissing and cuddling on a London stroll (pictured)

F1 star David Coulthard, 50, has crashed out of a nine-year marriage with a Belgian TV presenter and raced off with a Swedish lover, 27, who he is seen kissing and cuddling on a London stroll (pictured)

The pair were later shown sharing a kiss, pictured, in central London. Witnesses said Coulthard was no wearing his wedding ring

The pair were later shown sharing a kiss, pictured, in central London. Witnesses said Coulthard was no wearing his wedding ring

He married Belgian TV presenter Miss Minier in Monaco in 2013. They met in 2005 when she was covering the Grand Prix for the French TV channel, TF1. Their son, Dayton, was born in 2008.

At the time, Coulthard described the birth as ‘the start of a fantastic period’ in his life and said ‘winning 13 races seems completely insignificant in comparison’.

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He once hailed his wife a ‘fantastic kisser’, adding: ‘I did research to confirm she’s the best.’ But he was less animated when talking about their wedding day.

He told The Guardian in 2015 that it wasn’t the best day of his life and that they decided to tie the knot for their son.

He said: ‘Karen and I got married because we had a child together and I had no intention of marrying anyone else.

‘We’ve been together ten years and were married in a register office in Monaco.

Ex Formula One driver David, right, split with his wife of nine years Karen Minier, 48, left, last year (pictured in 2014)

Ex Formula One driver David, right, split with his wife of nine years Karen Minier, 48, left, last year (pictured in 2014)

He married Belgian TV presenter Miss Minier in Monaco in 2013. They met in 2005 when she was covering the Grand Prix for the French TV channel, TF1. Their son, Dayton, was born in 2008

‘I don’t want to de-romanticise it – but I don’t subscribe to it being the best day of my life. On the other hand, when I got a call from the school nurse recently saying my son had hurt himself, the fear of a negative conversation immersed my body.’

Their last public appearance together was at Wimbledon in 2019 – but they were pictured having lunch with Amanda Holden and her husband Chris Hughes on the French Riviera in July 2020.

Coulthard was best man at Hughes’ wedding in 2008 to the Britain’s Got Talent judge, who follows Miss Silversand on Instagram. Pictures on her page show her posing topless and modelling underwear.

This isn’t the first time Coulthard has dated a model. He was previously engaged to American Heidi Wichlinski and was in a four-year relationship with Brazilian Simone Abdelnour.

A source told MailOnline: 'David split with his wife over a year ago and Sigrid has been introduced to the whole family, including his son, and all is harmonious.'

They walked hand in hand and kissed several times. Miss Silversand was dressed casually in black trousers, trainers and a long coat

They walked hand in hand and kissed several times. Miss Silversand was dressed casually in black trousers, trainers and a long coat

Share or comment on this article: F1 star David Coulthard crashes out of nine-year marriage with Belgian TV presenter

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 MiG 3 main list    +

Mikoyan Gurevich MiG 3 172IAP For the Party of Bolsheviks with Nikolai Sheyenko May 1942 01

 Mikoyan Gurevich MiG 3 172IAP For the Party of Bolsheviks with Nikolai Sheyenko May 1942 01

Mikoyan-Gurevich MiG-3

National origin:- Soviet Union Role:- Fighter Interceptor Manufacturer:- Mikoyan-Gurevich Designer:- First flight:- 29th October 1940 Introduction:- 1941 Status:- Retired 1945 Produced:- 1940-1941 Number built:- 3,422 Primary users:- Soviet Air Forces (VVS); Soviet Air Defence Forces (PVO); Soviet Naval Aviation Developed from:- Mikoyan-Gurevich MiG-1 Variants:- Mikoyan-Gurevich I-211 Operational history MiG-3s were delivered to frontline fighter regiments beginning in the spring of 1941 and were a handful for pilots accustomed to the lower-performance and docile Polikarpov I-152 and I-153 biplanes and the Polikarpov I-16 monoplane. It remained tricky and demanding to fly even after the extensive improvements made over the MiG-1. Many fighter regiments had not kept pace in training pilots to handle the MiG and the rapid pace of deliveries resulted in many units having more MiGs than trained pilots during the German invasion. By 1 June 1941, 1,029 MIG-3s were on strength, but there were only 494 trained pilots. In contrast to the untrained pilots of the 31st Fighter Regiment, those of the 4th Fighter Regiment were able to claim three German high-altitude reconnaissance aircraft shot down before war broke out in June 1941. However high-altitude combat of this sort was to prove to be uncommon on the Eastern Front where most air-to-air engagements were at altitudes well below 5,000 metres (16,000 ft). At these altitudes the MiG-3 was outclassed by the Bf 109 in all respects, and even by other new Soviet fighters such as the Yakovlev Yak-1. Furthermore, the shortage of ground-attack aircraft in 1941 forced it into that role as well, for which it was totally unsuited. Pilot Alexander E. Shvarev recalled: "The Mig was perfect at altitudes of 4,000 m and above. But at lower altitudes it was, as they say, 'a cow'. That was the first weakness. The second was its armament: weapons failure dogged this aircraft. The third weakness was its gunsights, which were inaccurate: that's why we closed in as much as we could and fired point blank." On 22 June 1941, most MiG-3s and MiG-1s were in the border military districts of the Soviet Union. The Leningrad Military District had 164, 135 were in the Baltic Military District, 233 in the Western Special Military District, 190 in the Kiev Military District and 195 in the Odessa Military District for a total of 917 on hand, of which only 81 were non-operational. An additional 64 MiGs were assigned to Naval Aviation, 38 in the Air Force of the Baltic Fleet and 26 in the Air Force of the Black Sea Fleet. The 4th and 55th Fighter Regiments had most of the MiG-3s assigned to the Odessa Military District and their experiences on the first day of the war may be taken as typical. The 4th, an experienced unit, shot down a Romanian Bristol Blenheim reconnaissance bomber, confirmed by postwar research, and lost one aircraft which crashed into an obstacle on takeoff. The 55th was much less experienced with the MiG-3 and claimed three aircraft shot down, although recent research confirms only one German Henschel Hs 126 was 40% damaged, and suffered three pilots killed and nine aircraft lost. The most unusual case was the pair of MiG-3s dispatched from the 55th on a reconnaissance mission to PloieÅŸti that failed to properly calculate their fuel consumption and both were forced to land when they ran out of fuel. Most of the MiG-3s assigned to the interior military districts were transferred to the PVO where their lack of performance at low altitudes was not so important. On 10 July 299 were assigned to the PVO, the bulk of them belonging to the 6th PVO Corps at Moscow, while only 293 remained with the VVS, and 60 with the Naval Air Forces, a total of only 652 despite deliveries of several hundred aircraft. By 1 October, on the eve of the German offensive towards Moscow codenamed Operation Typhoon, only 257 were assigned to VVS units, 209 to the PVO, and 46 to the Navy, a total of only 512, a decrease of 140 fighters since 10 July, despite deliveries of over a thousand aircraft in the intervening period. By 5 December, the start of the Soviet counter-offensive that drove the Germans back from the gates of Moscow, the Navy had 33 MiGs on hand, the VVS 210, and the PVO 309. This was a total of 552, an increase of only 40 aircraft from 1 October. Over the winter of 1941-42 the Soviets transferred all of the remaining MiG-3s to the Navy and PVO so that on 1 May 1942 none were left on strength with the VVS. By 1 May 1942, Naval Aviation had 37 MiGs on strength, while the PVO had 323 on hand on 10 May. By 1 June 1944, the Navy had transferred all its aircraft to the PVO, which reported only 17 on its own strength, and all of those were gone by 1 January 1945. Undoubtedly more remained in training units and the like, but none were assigned to combat units by then.

Matthew Laird Acred

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