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58-550: The Shadow DN3, designed by Tony Southgate , was a development of Southgate's earlier car for the Shadow team, the DN1. One of the problems of the DN1, excessive vibration, was eliminated with stiffening of the DN3 monocoque. The DN3 had a longer wheelbase and was also five kilograms heavier than the previous year's car. For the start of the 1974 Formula One season , the previous year's DN1

116-556: A Lotus XI , immediately began to design a chassis to accept a more powerful 1098cc (67ci) Coventry Climax engine and BMC A-series gearbox . This car, with its up-to-the-minute space frame chassis, was to become the Lola Mk1 , named after the song " Whatever Lola Wants " from the contemporary musical Damn Yankees . Although, as Broadley freely admits, the Mk1 was too powerful for his level of driving skill [1] , in 1958 he became

174-613: A coupé body for the heavy, unreliable Aston Martin twin cam engine. This led to retirements at the Ring and Le Mans, so Surtees switched to the reliable 5.7-litre (350ci) Chevrolet, revealing fragility in the suspension. Even so, Hawkins/Epstein took the Spa 1000km and Hawkins/Love second at the Kyalami Nine Hours in privateers. Finally homologated as a Group 4 coupé with Chevy engine in 1968, and despite poor performance in

232-636: A factory on the Slough Trading Estate ; it produced the GT-40 , which differed in many respects from the Mark 6, not least in using a steel chassis rather than the aluminium of the Mark 6. This was one of many points at which Broadley found himself at odds with his American employers. Broadley, used to being his own boss, quit after 12 months, and as the FAV factory was in the name of Lola Cars, retained

290-512: A race if they set a qualifying time within 107% of the pole position time or if under exceptional circumstances, so with Sospiri and Rosset qualifying more than 11 and 12 seconds respectively off the pace of polesitter Jacques Villeneuve in his Renault V10 -powered Williams FW19 the Lola cars therefore did not qualify for the Melbourne race in accordance with this rule. By contrast both of

348-529: 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

406-540: A sleek fiberglass body, showing good handling and "a remarkable turn of speed" for only 250 hp (186 kW), enough to put it in the running for the 1963 Vingt-Quatre Heurs du Mans until the gearbox balked and David Hobbs crashed. This performance attracted the attention of Ford, who were looking for a way to win Le Mans, and offered Broadley a two-year deal to redesign the GT, setting up Ford Advanced Vehicles, in

464-590: A switch to the Cosworth FVA , it was a competitor, giving Surtees wins at Zolder and Mallory Park and second at Reims . It would later be revised as the T102 and supplied to BMW. The same year, Broadley's new Formula One T110, jointly with Surtees, was abandoned. The chassis for Honda 's F1 car, also in 1967, came out a touch overweight, but light enough to win the Italian Grand Prix . Making use of

522-474: A team should be looking to beat another team that was also newly entered into Formula One for 1997- Stewart Grand Prix . Broadley also cited the Arrows team who would also use Bridgestone tyres in 1997 like Lola (along with Prost , Minardi and Stewart) and had signed 1996 champion Damon Hill as another team Lola could benchmark itself against during its debut season. The car which Lola had created to enter

580-471: 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

638-633: The 1997 Formula One World Championship - the T97/30 - designed by Broadley and Chris Saunders was launched on 20 February 1997 at the Hilton Hotel , London , England . At this launch, Broadley stated it was the longer-term aim of him team to win the World Championship within four years. Vincenzo Sospiri , an International Formula 3000 champion and Formula One test driver, and Ricardo Rosset were signed to drive for Lola. However, by

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696-880: 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

754-661: 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

812-542: The Broadley Special ) was built in 1956 to comply with rules governing the "Ford Ten Special" (or "1172 Special" ) class, using an 1172cc (72ci) side valve engine, originally introduced for the pre-war Ford Model C . The Broadley Special was an instant success, winning a number of local and national events in the UK. On the back of this record Broadley, at the request of a number of drivers seeking something besides

870-639: 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

928-565: 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,

986-539: 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

1044-807: 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 ). Eric Broadley Eric Harrison Broadley MBE (22 September 1928 – 28 May 2017)

1102-564: The '70s. By 1972, Lola were virtually alone in providing customer cars. They were as quick as ever, as the T280 (built by request of Jo Bonnier) demonstrated, but they were still hampered by the absence of a dedicated development team, despite Gardner's presence. For all that, and for all the "bewildering variety", few Lolas were real failures. Broadley had very minor involvement in the Haas-Lola Formula One project which spanned

1160-499: The (non-championship) Rome Grand Prix as a privateer. Efforts on a Formula Junior car, Mark 5, through 1962 led to nine sales but only limited success; an improved Mark 5A gave Richard Attwood a win in the Monaco Grand Prix Junior event. The 1963 Racing Car Show debuted the sensational Mark 6 (Lola GT), a trendsetter into the '70s. It featured a Ford 4.2-litre (255ci) V8 and Colotti four-speed box under

1218-508: 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

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1276-537: The 1985 and 1986 Formula One seasons being named as chief engineer in 1985. Amusingly, the THL1 and THL2 chassis (designed by Neil Oatley and a young Ross Brawn ) used by Haas-Lola were referred to as 'Lolas' and sometimes included amongst Lola Grand Prix results even though Lola Cars were not officially involved in the Haas-Lola project due to the fact team ower Carl Haas had a close association with Broadley, who

1334-642: The 4.2-litre Ford, were unsuccessful. For 1966, team owner John Mecom ordered three improved T90s for Jackie Stewart , Graham Hill , and Rodger Ward ; Stewart's fell out in the lead on Lap 190, giving Hill the win. A heavily modified T90 would put Al Unser in second in 1967. Improving the T70 in 1967, Broadley came up against the McLaren juggernaut in Can-Am and scored only one win, Surtees' at Las Vegas . To qualify for European prototype racing, Broadley designed

1392-570: The American 5-litre stock blocks and T70 suspension for Formula A , Broadley built the spaceframe T140 once-seater; it became T142 for the British equivalent, Formula 5000 . In 1968, Broadley returned to Indianapolis with the T150, suitable for either two- or four-wheel-drive; four-wheel-drive proved preferable, but even the greater traction could not prevent Unser from crashing. He also prepared

1450-695: 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

1508-437: The Mark 6 and GT-40, it was nevertheless fresh, and was almost as big a revelation as its older sibling. FIA created Group 9 (later Group 7 ) just for the T70, while Surtees drove one in British races, including a Guards Trophy victory at Brands Hatch in a works car. Fifteen were sold in 1965, as well as thirty-two of the improved Mk2, introduced in 1966. In his first venture at Indianapolis , Broadley's Type 80, with

1566-467: The T160, to replace the outclassed T70, for Can-Am, providing several to American privateers, while Surtees, who planned to run a Chevy-powered Weslake -prepared car, broke with Lola and was uncompetitive. For 1969, Broadley's T162 Can-Am car was run over by the dominant McLarens, and only seven were built. The subsequent T163 was little better, though Parsons earned one second and two-thirds. Additionally,

1624-479: The T60, was introduced in 1965; five were built, but were not a success, and the development models, T61 and T62, bought by Midlands and six other customers, were no better. The other 1965 debut, the T70, was just the opposite, "destined to become one of the most successful and long lived of sports cars". Offered with 5.4 or 6.2-litre (327ci or 377ci) Chevrolet and Hewland four-speed or ZF five-speed, and patterned on

1682-655: The World Championship due to lack of works support, it sold over one hundred copies to privateers. Prime among them was Denny Hulme , winning the Tourist Trophy that year, for starters. Developed as the Mk3B (officially T76) in 1969, with new bodywork and lighter weight, it went to private buyers such as Frank Gardner , Trevor Taylor , Paul Hawkins , and Mike de Udy , who picked up wins in SCCA events during 1969–70, as well as its first World Championship sports car race, in

1740-754: The cars run by the other new 1997 entrant, Stewart Grand Prix comfortably qualified for the same race. The cars were tested at Silverstone shortly after the Australian Grand Prix but both were again slowest with times in excess of 9 seconds off the front runners. On 26 March 1997, the Wednesday before the Brazilian Grand Prix , Lola announced it was withdrawing from the Brazil race due to "financial and technical problems". Lola's staff, who had already travelled to Interlagos, returned to

1798-497: The common Coventry-Climax four, while a 1.5-litre (91ci) V8 later became available. Though John Surtees and Roy Salvadori proved quick in them, and a one was put on the pole in its first ever race, the 1962 Dutch Grand Prix , by Surtees, the car failed to finish. Surtees went on to win the 2000 Guineas at Mallory Park , and placed second at the British and German Grands Prix . Bowmaker-Yeoman got out of Grand Prix at

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1856-680: The end of 1962, selling their Mark 4s to the Tasman Racing Series ; in Australasia, Surtees and teammate Tony Maggs did quite well, with Surtees winning the New Zealand Grand Prix (not a World Championship event). For 1963, Parnell sold one to Bob Anderson and ran another for Chris Amon , who was rarely successful, though he ran seventh in the British Grand Prix; Anderson did better, winning

1914-458: 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

1972-578: The engine intended to be designed specifically to take into account the rear streamlining of the car and the underneath of the car in the area of the diffuser. However, the engine was not developed in time and Lola were compelled to use the Ford ECA Zetec-R V8 engine, the same specification V8 as used by the defunct Forti team in the 1996 season. During pre-season in early-February 1997 before Lola had launched even launched their 1997 car Broadley declared that Lola in their first season as

2030-756: 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

2088-591: The first man ever to lap the Brands Hatch Indy circuit in under one minute. Once it was sorted it beat the Lotus XIs "with monotonous regularity" (notably in the hands of Peter Ashdown , who racked up at least a score of wins, including a class win and sixth overall at the 1959 Tourist Trophy ). The success soon attracted the interest of other privateers , so Broadley and his cousin were prevailed upon in 1958 to build three further copies. Lola Cars Ltd.

2146-636: 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

2204-520: The hands of Mark Donohue and Chuck Parsons at the 24 Hours of Daytona (a one-two Lola finish), plus second by Jo Bonnier and Herbert Muller at the Austrian 1000km , giving Lola third in the championship. Nor did Broadley neglect single-seaters. In 1967, he created an all-new monocoque, the F2 T100, only to waste considerable effort and money on the problematic BMW radial-valve engine; after

2262-455: 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

2320-490: 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

2378-554: 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

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2436-542: The new DN5 became available for his use, Pryce used an updated DN3B for the first two races of the following season, without scoring any points. ( key ) (Results in bold indicate pole position; results in italics indicate fastest lap.) ^1 All points scored in 1975 were with the Shadow DN5 . ^2 All points scored in 1976 were with the Shadow DN5B and Shadow DN8 . Tony Southgate Tony Southgate (born 25 May 1940, Coventry , England )

2494-755: The new T190 FA/F5000 car had a monocoque , more advanced than the T142, but a handful to drive. Partly in response, Frank Gardner was brought on board, perfecting the T190 so it was competitive, scoring wins at Thruxton and Silverstone , and getting Broadley's attention. Broadley stretched it further, into the T192, and asked Gardner to oversee development testing from then on. Offerings in Formula Two, Formula Three , Formula Ford , Formula Vee , Formula Super Vee , Formula Atlantic , and Can-Am kept Broadley very busy in

2552-443: The plant forcing Ford to move to a different factory on the estate. The first cars from the newly independent company were the new Mark 5As for Midland Racing Partnership (as used by Attwood), now redesignated Mark 53. The derivative Mark 54 Formula Two single-seater, also used by Midlands, gave Attwood seconds at Pau , Albi , and the Nürburgring , while Maggs came second at Aintree . A monocoque single-seater for F2 and F3 ,

2610-428: The season. Pryce finished 6th in the German Grand Prix to end the season with one point towards Shadow's total of seven points. The other six points came from Jarier, who, despite the death of Revson, continued as lead driver. In Monaco, Jarier finished third (having qualified sixth) and followed this up with fifth at the Swedish Grand Prix . The team finished in eighth place in the constructor's championship. Until

2668-403: 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,

2726-434: The team's base in Huntingdon, England. Shortly afterwards, Lola withdrew from the World Championship outright thus ending Broadley's dream of a successful full works Lola F1 team. The disastrous F1 effort caused Lola Cars to enter administration in 1997, with the company sold the same year to businessman Martin Birrane , who owned the company until it closed in 2012. Broadley admitted in a 2008 feature for Motor Sport that

2784-466: The time T97/30 car made it to the 1997 Australian Grand Prix , Broadley's launch target of aiming to beat the Ford -backed Stewart team was proven to have been far too optimistic and the team's failings were laid bare, with the Lola cars bottom of the qualifying timesheets by a considerable margin. To add further insult to injury for Broadley and Lola the Formula One qualifying rules used between 1996 and 2002 stated drivers would only be allowed to start

2842-439: The uncompetitive Broadley-designed T93/30 chassis in 1993 ), Broadley planned a team that would compete solely under Lola ownership. A prototype chassis named the T95/30 was first tested in late-1994 and early 1995 by Allan McNish and in late 1996 Broadley announced the team's participation in the near future. The team had originally intended to enter F1 in 1998, but entered a year early in 1997, Broadley saying that this

2900-405: The year. However, he was killed in testing prior to the South African Grand Prix and Shadow missed the race. Brian Redman took Revson's place in the team from the Spanish Grand Prix for three races, with Swedish driver Bertil Roos taking over for his home grand prix. Tom Pryce , who had made his Formula One debut earlier in the year with Token Racing , then took over for the remainder of

2958-416: Was a British entrepreneur, engineer, and founder and chief designer of Lola Cars , the motor racing manufacturer and engineering company. He was arguably one of the most influential automobile designers of the post-war period, and over the years Lola was involved with many high-profile projects in Formula One , Indy car , and sports car racing . Broadley sold Lola to Martin Birrane in 1997. Eric Broadley

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3016-418: Was a mistake, as the formula was soon to become dominated by rear and mid-engined cars. Despite these drawbacks, and only scoring one win in the 1960 season, forty-two examples were sold. Redesigned for 1961, the mid-engined Mk3 consistently finished behind contemporary Lotuses and Coopers . On the back of his initial success, and despite his inexperience (and the failure of the Mark 2), in 1961 Broadley

3074-431: Was appointed chief engineer for the team . Later, during the late 1980s to early 1990s after years of providing chassis to customer teams, such as Larrousse from 1987 to 1992 ( with whom Broadley and Lola had notably achieved a podium finish with courtesy of Aguri Suzuki finishing third at the 1990 Japanese Grand Prix using a LC90 chassis designed by Broadley and Chris Murphy), and BMS Scuderia Italia , (who raced

3132-430: Was approached by Reg Parnell to design and build a Formula One chassis for his Bowmaker-Yeoman Racing Team . The Lola Mk4 featured the usual tubular spaceframe, with an innovative front suspension using lower wishbones and upper transverse links with radius arms , while the rear had upper and lower transverse links and radius arm; Broadley's idea continued to be used into the 1970s. The Mark 4 originally used

3190-451: Was born. Staying largely at Bromley , Broadley set up shop in West Byfleet , Surrey, using £ 2000 of his own savings, producing thirty-five more Mk1s through 1962, all with the Coventry-Climax. with ever-improving results on the track. Despite its limited experience, in 1960 Lola produced its first single-seat open-wheeled model: the Mark 2 , for Formula Junior . Performance was promising rather than outstanding, and its front engine

3248-409: Was driven by new Shadow driver Jean-Pierre Jarier for the first two races of the year and was retired from both. Jarier drove a DN3 for the remainder of the season. Peter Revson , a race winner for McLaren , had also joined the team and had use of the DN3 from the start of the season. The DN3 showed immediate promise with Revson qualifying it fourth and sixth respectively for the first two races of

3306-416: Was due to commercial pressures from the team's sponsors, primarily from title sponsor, MasterCard . This was due to MasterCard's ardour to launch its "F1 Club" for card holders to provide funding to Lola. Broadley had also planned for Lola to become both a chassis and engine constructor like Ferrari with this entry. The design of this proposed Lola in-house V10 engine was to be overseen by Al Melling , with

3364-450: Was indentured to a building company as a young man in the late 1940s, and after completing his studies took a job as a quantity surveyor . In his spare time Broadley was heavily involved in motor racing with the 750 Motor Club . In common with the majority of other competitors – including Colin Chapman , Frank Costin and Brian Hart – he built his own cars around Austin 7 chassis, using home-made and proprietary parts. His first car,

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