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33-478: The Shadow DN5 was designed by Tony Southgate . A development of the previous year's DN3 , the DN5 was more aerodynamically refined and had its weight distribution rearranged. It was updated into a 'B' specification for the following season, prior to which Universal Oil Products , the team's major sponsor, withdrew its financial support. The DN5 proved to be a fast car, which qualified well several times. In fact, for

66-626: A 73-year absence. All design, development and manufacturing for the Bentley was by Racing Technology Norfolk (RTN), located in Norfolk, United Kingdom, formerly TOM'S GB. The chief designer was Peter Elleray . Operations for the car were handled by veteran endurance racing driver Richard Lloyd 's Audi Sport UK , operating under the title of Team Bentley. The engine from the Audi R8 , a 3.6 litre V8 with ( Honeywell Turbo Technologies ) turbocharger,

99-437: A closed cockpit car until Peugeot's win in 2009. Following Le Mans the Bentley program ended, chassis no. 002-3 was last raced at Road America in 2007 prior to the 2012 RM Monterey auction. A 2003 Bentley Speed 8 competed in 2013 Goodwood Festival of Speed. A 2001 Bentley Speed 8 chassis no. 002-3 was sold to a Japanese collector, then it was subsequently sold to an American collector where it remains today (as of 2009), and

132-529: 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

165-471: 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

198-505: The American Le Mans Series 12 Hours of Sebring . Despite having to start at the back of the field due to a rules infraction in qualifying, the two cars quickly made their way through the field. The Bentleys were able to take third and fourth places, behind the factory and a privateer R8. Returning to Le Mans with assistance from Joest Racing , a Bentley started from pole position. With no works Audi team participating,

231-750: The Argentine Grand Prix , Zorzi scored an attrition assisted sixth place in the last race for the DN5B, the Brazilian Grand Prix . ( key ) (Results in bold indicate pole position; results in italics indicate fastest lap.) * 3 points scored in 1976 were with the DN8 ° 22 points scored in 1977 were with the DN8 Tony Southgate Tony Southgate (born 25 May 1940, Coventry , England )

264-880: 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

297-661: 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

330-533: The Bentley EXP Speed 8 ) was an Autosport Award Winning Grand Touring Prototype race car that was designed by Peter Elleray . The EXP Speed 8 debuted in the 24 Hours of Le Mans in 2001 and won the race in 2003 . It has a strong resemblance to and shares some technology with the Audi R8C , which had raced only once before Audi dropped the project to focus on the later dominant Audi R8 . The EXP Speed 8 marked Bentley 's return to racing after

363-639: 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

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396-565: 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,

429-539: 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

462-837: 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 ). Bentley Speed 8 The Bentley Speed 8 (developed from

495-508: 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

528-695: 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

561-493: The car (and some driver induced errors) meant that Jarier finished only two races during the season. The best of these was fourth at the Spanish Grand Prix , for which he was awarded half points due to the race being stopped as a result of a bad crash. He also switched to a Matra V12 powered DN7 for two races towards the end of the season. An updated version of the previous year's DN3 was driven by Tom Pryce for

594-558: The car for 2003, leading to the change of name to simply Speed 8. The flat front end was replaced with a raised crash box for a nose, while deep valleys ran between the nose and fenders. This required the addition of large horizontal bodywork between the nose and fenders to shroud the suspension arms of the Speed 8. The cockpit would also be tapered to allow for better airflow to the rear wing. Bentley also decided to switch to Michelin tyres for their 2003 campaign. In 2001 Bentley returned to

627-407: The driver to abandon the car. Bentley returned in 2002, using their new larger engine, now running a lone entry as a testbed for the evolved Speed 8 in 2003. The car managed fourth place, once again behind only R8s. For 2003 , Bentley decided that their new evolved Speed 8 would need competitive testing in order to prepare for an overall win at Le Mans. The pair of new cars were therefore entered in

660-458: 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

693-570: The famous 24 Hours of Le Mans race, after a gap of 68 years , for a planned three-year campaign with the EXP Speed 8 in the closed-cockpit LMGTP class. During its run, the Bentleys were the only cars to run in the LMGTP class. Two cars were entered, with one earning third place behind a pair of Audi R8s . The other car unfortunately retired after a strong run in the rain due to a fire which caused

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726-805: 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

759-416: The first race of the season, the Argentine Grand Prix , Jarier, the team leader qualified the DN5 on pole. However, on race day, the car failed to complete the warmup lap due to a crown wheel and pinion failure in the gearbox. Jarier took pole again for the following Brazilian Grand Prix , but retired on lap 32, having led for most of the race (and achieving fastest lap). Ultimately, the poor reliability of

792-673: The first two races of the year before he switched to the DN5. Pryce fared better than Jarier with the DN5 and managed several finishes; he finished sixth three times, finished fourth in Germany and third in Austria . He had qualified on pole for the British Grand Prix , but like Jarier in Brazil, retired from the lead in the race itself. The DN5 was updated into a 'B' specification for the 1976 Formula One season . However, while

825-636: 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

858-455: 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

891-545: 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

924-554: 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

957-406: The reliability of the DN5B was much improved from its parent, it was not as competitive, at least during the latter part of the year. Jarier qualified his DN5B third on the grid in the Brazilian Grand Prix and ran second for much of the race before crashing. This left Pryce to take third place, the best result for the team during the year. While both drivers regularly finished in the top ten, there

990-515: 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,

1023-532: The two cars were able to lead nearly the entire event, with the #7 entry ahead of the #8, which had some electrical problems during the race. After 377 laps, the #7 Bentley successfully took the chequered flag, followed by the sister car two laps behind. This helped give the Volkswagen Group their fourth straight victory at Le Mans, split between the Audi and Bentley brands. It was the last win at Le Mans for

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1056-525: Was only one other finish in the points for the DN5B, this being Pryce's fourth place in the British Grand Prix . From the Dutch Grand Prix , Pryce switched to Shadow's new car, the Shadow DN8 , while Jarier continued with the old car. The DN5B continued into the 1977 Formula One season , driven by Shadow's new driver, Renzo Zorzi , in the two first races of the year. While he retired from

1089-667: Was used as the initial powerplant in 2001. The six-speed gearbox was also not the typical Ricardo unit from the R8, but instead a custom unit developed by Xtrac . Bentley also chose to run on Dunlop tyres instead of the Michelins used by Audi. Following its initial year of competition, the Audi-sourced V8 was modified to better suit the EXP Speed 8. This saw the engine expanded to 4.0 litres, producing approximately 600  hp . This would ultimately lead to Bentley redesigning

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