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38-470: The Shadow DN8 was conceptualised by Tony Southgate before he left the team to join Team Lotus . Dave Wass then completed the design work. It featured a low monocoque tub with hip radiators and an oil cooler positioned in the nose (but which would later be moved). Originally intended for the beginning of the 1976 season, a lack of funds following the withdrawal of major sponsor UOP the previous year meant

76-524: A race. Southgate also designed the Arrows A2 and A3 , before leaving the team to work as a freelance engineering consultant. Southgate returned to Formula 1 towards the end of 1980 to design Theodore Racing 's TY01 to race in the 1981 season. When Theodore was merged into Ensign at the end of 1982, Southgate and John Thompson founded a design consultancy named Auto Racing Technology , that worked for Ford on two major projects, including development of

114-778: A total of 5 times between 2000 and 2005. However, Audi would return to the LMGTP class in 2001 with the Bentley EXP Speed 8 . Although similar visually to the R8C, the Bentley EXP Speed 8 was a fresh design other than the Audi engine which powered it and the aerodynamic lessons learned from the R8C. In 2003, the Bentley Speed 8, the evolution of the EXP Speed 8, and, somewhat the spiritual successor of

152-437: Is a Le Mans Prototype racecar that was built by Audi and designed by Peter Elleray to compete in the 1999 24 Hours of Le Mans under the LMGTP category. It was developed alongside the open Audi R8R LMP category spyder , prior to being replaced by the all-new Audi R8 in 2000. In 1998, when Audi announced its intention to enter the 1999 24 Hours of Le Mans , the plan was to enter only an open-cockpit prototype, known as

190-471: Is an English engineer and former racing car designer. He designed many successful cars, including Jaguar's Le Mans -winning XJR-9 , and cars for almost every type of circuit racing. He was responsible for the chassis design of Ford's RS200 Group B rally car. Southgate was employed as chief designer or technical director for many Formula One teams for over twenty years. These teams included BRM , Shadow and Arrows . Southgate retired after producing

228-567: Is longer in order to better maximize the R8C's aerodynamics. Unlike the R8R, which was able to complete a full testing program, the R8C was completed late and had very little test time prior to the 24 Hours of Le Mans group test in May. Consequently, the cars suffered numerous setbacks and lacked pace both compared to the R8Rs and overall. The R8Cs were capable of hitting speeds upward of 350 km/h (217 mph) on

266-849: The Audi R8C , which was a major influence in the Bentley Speed 8 , which won Le Mans in 2003. He continues to be a regular visitor to current and historic race meetings. Southgate is the only chief engineer to have won the Triple Crown of Motorsport with his cars: Indianapolis 500 with Eagle TG2 in 1968, the Monaco Grand Prix with the BRM P160B and the 24 Hours of Le Mans in 1988 and 1990 with Jaguar XJR-9 and Jaguar XJR-12 . Tony Southgate became interested in motorsport during his engineering apprenticeship and, like many aspiring racing designers in

304-582: The Audi R8R . However, following the dominant performance of GT1-class cars in the 1998 24 Hours of Le Mans , the race organizers, the Automobile Club de l'Ouest (ACO), had faced a problem. The GT1 cars had transformed over the past few years from race versions of supercars, as the rules intended, into purpose-built closed cockpit prototypes where one car was modified to be a street legal "production" showcar as almost an after thought. Though these cars were within

342-641: The BRM P153 , appeared in time for the first race of the 1970 season in South Africa . BRM enjoyed a renaissance with the P153 and its successor the BRM P160 . The P160, in particular, was highly competitive during the 1971 season; drivers Pedro Rodríguez and Jo Siffert often ran near the front of the field, only for poor reliability to let them down before the finish. Continued development work reaped vast improvements. In

380-621: The Ford RS200 . In 1983 Southgate designed his last Formula 1 car, the Osella FA1E. The design was severely constrained as Osella Squadra Corse did not have sufficient finances to build an entirely new chassis, forcing Southgate to adapt some parts (gearbox and rear suspension) of the Alfa Romeo 182 of previous year to fit an engine from Alfa Romeo . After the experience on Can-Am cars with Shadow, Southgate collaborated with Ford in 1982–83. with

418-552: The Lotus 77 and Lotus 78 until the middle of 1977. After Lotus, Southgate returned to Shadow, but left the team again at the end of 1977 together with Franco Ambrosio , Alan Rees , Jackie Oliver and Dave Wass to form Arrows . Arrows' first car, the FA1 , was almost identical to the Shadow DN9 , which Southgate had designed while at Shadow. The FA1 was comfortably leading its second race,

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456-506: The Mulsanne Straight , but they lacked handling stability compared to other cars and hence lacked overall speed across a full lap. While the R8Rs managed the 8th and 11th fastest times, the R8Cs could only manage the 22nd and 28th fastest times. Many of the R8Cs' problems stemmed from aerodynamic instability, which, besides creating handling difficulties, was causing a build-up of air underneath

494-523: The South African Grand Prix , at the hands of Riccardo Patrese , when its engine blew, forcing it to retire. The Shadow team successfully sued Arrows for infringement of its copyrights and the Arrows FA1 was declared illegal in a UK court judgement on 31 July. Southgate had anticipated this and had completed an alternative design dubbed Arrows A1 which was swiftly produced without Arrows missing

532-770: The World Sportscar Championship three times and the Le Mans 24 hour race twice. The XJR-9 also raced in North America in the IMSA GT Championship . It won on its debut at the 24 Hours of Daytona in 1988, and in the final race of the season at Del Mar. He remained at TWR until 1990. Southgate subsequently worked on sports cars for Toyota ( Toyota TS010 1991–93), Ferrari ( Ferrari 333 SP 1993–95), Lister , Nissan ( Nissan R390 GT1 1996–97) and Audi ( Audi R8R and R8C ). Audi R8C The Audi R8C

570-504: The 1972 season BRM and Tony Southgate parted company. BRM finished the season in seventh place. At the end of 1972 Shadow Racing Cars founder Don Nichols approached Southgate to design a Formula One car for his team to enter in the 1973 World Championship. Shadow had already been involved in the CanAm sportscar series for nearly two years, and with UOP sponsorship Nichols was planning an entrance into Formula One. Southgate designed and built

608-498: The ACO created the LMGTP category. The LMGTP category would be for closed cockpit prototypes, which gave a place for the previous GT1 cars, but, under prototype rules now, also freed from certain "production car" restrictions that they had been under in the GT1 category. Under these new rules, LMGTP closed-cockpit cars, with better aerodynamics than open LMP cars, and freed of the GT1 restrictions, had

646-679: The CanAm championship. In the same year Peter Revson died while testing the Shadow DN3 at Kyalami . Tony Southgate designed the Shadow DN5 for the 1975 Formula One season. The car proved very fast, with Jean-Pierre Jarier and Tom Pryce both winning pole positions during the year, however it had poor reliability, often retiring when in a points scoring position. At the end of 1975 the withdrawal of Shadow's main sponsor UOP prompted Southgate to move to Lotus , where he worked alongside Peter Wright on

684-504: The DN8 did not make its debut until late in the year, at the Dutch Grand Prix . Only one DN8 was produced for 1976, and it would not be until the third race of the following season that two DN8s were available for the drivers. Southgate returned to the team in the summer of 1977, and this prompted development of the DN8; the chassis was slimmed down with the water and oil coolers reworked for

722-573: The GT1 rules, they were not at all what the ACO had intended for the category. Consequently, the ACO modified classification rules for 1999. In GT ranks, the GT1 category was replaced with the GTS category. The GTS class was far more restrictive on modifications, appearance and meeting a set number of production cars than GT1, but still allowed manufacturers to race sportscars that may otherwise be uncompetitive without major modification. Additionally, in order to address advances and popularity of old GT1 class cars,

760-548: The R8C, won Le Mans. This made the Speed 8 the only car to beat the Audi R8 - the direct evolution of the Audi R8R - at the 24 Hours of Le Mans. Only two R8Cs were ever built, chassis No. 101 (car no. 10) and No. 102 (car no. 9). Both were raced by Richard Lloyd 's Audi Sport UK. The 1999 24 Hours of Le Mans was the only competition in which the R8Cs were entered . Audi would return to

798-452: The R8Rs were able to qualify 9th and 11th. During the race, both the R8Rs and R8Cs suffered numerous gearbox difficulties, but Audi Sport Team Joest was better able to cope with the issues on the R8Rs compared to Audi Sport UK with the R8Cs. Car no. 9 was forced to drop out of the race after just 55 laps with gearbox woes, while the car no. 10 succumbed to gearbox failure after the midpoint of the race, on lap 198. In contrast, both R8Rs finished

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836-453: The end of the season, the achievement was marred by Siffert's death in a non-Championship race at Brands Hatch . Unfortunately for BRM and Tony Southgate his 1972 design, the BRM P180 , was not as competitive as the previous model. Siffert's replacement Jean-Pierre Beltoise managed to win a rain-hit Monaco Grand Prix in the older P160, and with it take BRM's final Formula One victory. During

874-424: The engine cover. This issue caused the R8Cs to lose their rear engine covers on several occasions while at speed. Audi Sport UK was unable to significantly improve the R8Cs in the month between the test and the actual race. Qualifying for the 24 Hours of Le Mans produced very similar results to the test in the case of the R8C. Car no. 10 only qualified 20th, while car no. 9 was even further behind in 23rd. Conversely,

912-768: The first Shadow Formula One prototype, the Shadow DN1 , in his own garage in Lincolnshire , where he had moved to be closer to the BRM factory in Bourne . However, production was soon shifted to the US, to where Southgate once again relocated. Drivers George Follmer and Jackie Oliver were immediately competitive in the DN1. In 1974 the Southgate-designed Shadow DN4 earned first and second in

950-618: The goal to improve the C100 . Helped by John Thompson, realized the MkII version that raced in last races of 1982, then realized the new Mk III, but in March 1983, Ford cancelled its activity in sports cars, after the first tests made at Paul Ricard Circuit . After the work on Ford RS200 , in 1984 Southgate moved to Tom Walkinshaw Racing , where he headed the design of the Jaguar XJR-9 and XJR-12 . These won

988-450: The late 1950s, was a member of the 750 Motor Club . The 750MC was a training ground for Colin Chapman , Eric Broadley , Brian Hart and others who achieved success in motorsport. In 1962 Broadley gave Southgate his first job, as a draughtsman for Lola Cars . Southgate gained a broad grounding in many areas of motorsport design while at Lola. He was involved in projects as wide-ranging as

1026-534: The latter half of the season Siffert and Peter Gethin (who had replaced Rodríguez following the latter's death) won back-to-back victories in the Austrian and Italian Grands Prix. Gethin's victory at Monza was taken at an average speed of over 150 mph (240 km/h) and stood as the fastest ever Grand Prix win for over 30 years. Although the BRM team finished second in the Constructors' Championship standings

1064-402: The latter part of the season. After qualifying third in the hands of Tom Pryce , the DN8 finished fourth in its first race of the year, in the 1976 Dutch Grand Prix . After the promise of this first race, it reverted to a midfield runner for the rest of the season. This continued into the early part of the 1977 Formula One season . After Pryce was killed during the South African Grand Prix ,

1102-535: The lithe, 1.5 litre Lola Mk4A Formula One car and the 5.0 litre Lola T70 sports car. He also assisted with designs for IndyCar chassis, one of which evolved into the Honda RA300 Hondola Formula One race-winner. It was his experience with single-seater and IndyCar designs which prompted Dan Gurney to hire Southgate for his All American Racers team, based in California , to design some of

1140-447: The new R8C. RTN assigned Peter Elleray the task, while Tony Southgate consulted on the project. The R8C and R8R both use the 600 hp (450 kW) 3.6-litre twin-turbocharged V8 engine , but are radically different aerodynamically. While the R8R has a large number of vents placed on the nose, most of the intakes and air exits on the R8C are placed on the sides. The R8C also has thinner wheel arches, partially due to LMGTP rules, at

1178-719: The next race in South Africa . The Shadow DN9 was introduced at the following race for Stuck's use, while Regazzoni got his DN9 the race after. ( key ) (Results in bold indicate pole position; results in italics indicate fastest lap.) * 7 points scored in 1976 was with the DN5B ^ 1 point scored in 1977 was with the DN5B ° 4 points scored in 1978 was with the DN9 ( key ) (Results in bold indicate pole position; results in italics indicate fastest lap.) Tony Southgate Tony Southgate (born 25 May 1940, Coventry , England )

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1216-497: The race despite their gearbox difficulties, finishing in 3rd and 4th place, 5 and 19 laps behind the winning car respectively. After Le Mans, Audi decided it would concentrate on only one of the two projects going forward. The dismal performance of the R8C, combined with the exodus of all the other manufacturers from the LMGTP class, led Audi to focus on developing the R8R. This would lead to the Audi R8 (race car) , which would win Le Mans

1254-505: The second generation of Gurney-Eagle USAC racers. The highlight of Southgate's time with AAR was when Bobby Unser won the 1968 Indianapolis 500 race in one of Southgate's Eagle cars. The Southgate-designed Eagle Formula 5000 car also found some success. In 1969 Tony Southgate moved back to the UK and took a job as Chief Designer for the BRM Formula One team. Southgate's first BRM car,

1292-771: The team brought in Alan Jones as a replacement. Jones finished in the points in Monaco and Belgium, and scored a win in the Austrian Grand Prix , from 14th on the grid. He had run second for much of the race and inherited the lead when James Hunt 's car developed engine trouble. Jones finished third in Italy and fourth in Canada and Japan for 22 points and 7th in the Drivers Championship standings. Renzo Zorzi had proved very slow and

1330-527: The time, that stipulate the LMGTP cars use thinner tires than the LMP cars in order to off-set the better aerodynamic efficiency, and thus higher top speeds, of the LMGTP cars. Additionally, using a styling feature borrowed from the Toyota GT-One , the inside of the front wheel arches of the R8C are open, so that air does not build up in the wheel wells, and to benefit brake cooling. Like most, if not all other LMGTPs of

1368-399: The time, the cockpit is long, gradually sloping to maximise aerodynamic efficiency. Uniquely, though, the minimum roof height was achieved with the use of raised humps above the driver's position, so that there is a trough down the center of the roof to allow for more air to reach the rear wing. The rear of the car features a boxy, blunt tail that was developed from the improved R8R, however, it

1406-551: The very real potential of dominating the 1999 24 Hours of Le Mans. Toyota and Mercedes both committed to either modifying existing cars or building brand new cars to take advantage of the new rules. With these developments in mind, Audi decided that it should invest in this new LMGTP class along with the R8R LMP program, hence the appearance of the R8C project. Unlike the R8R, for which Audi had turned to Dallara , they instead looked to Racing Technology Norfolk (RTN) to design and develop

1444-577: Was replaced with Riccardo Patrese after five races. Patrese dovetailed the second Shadow seat with his Formula Two commitments, and Jackie Oliver , Arturo Merzario and Jean-Pierre Jarier all deputised on occasion. Patrese scored a point with sixth place in the Japanese Grand Prix . The DN8 remained in service for the early part of the 1978 Formula One season for the team's new drivers, Hans Stuck and Clay Regazzoni . Regazzoni finished fifth at Brazil , but both drivers failed to qualify for

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