Ralt

Ralt

The elegant lines of the Ralt RT3/82.
The elegant lines of the Ralt RT3/82.

Ron Tauranac was the designer behind the Formula 1 World Championship winning Brabham Grand Prix cars of the 1960’s and when Bernie Ecclestone bought out the company and after doing a number of freelance projects Tauranac decided to set up business on his own account. Ron started in racing in 1946 in his native Australia when with his brother Austin Lewis (Ron + Austin + Lewis + Tauranac= RALT) he began building cars for local competition events.

Ron Tauranac in the Ralt Mk1 in Australia in the early 1950s. Following him is Stan (father of Alan) Jones in his Maybach Special.
Ron Tauranac in the Ralt Mk1 in Australia in the early 1950s. Following him is Stan (father of Alan) Jones in his Maybach Special.

Ron himself competed in hillclimbs during the 1950s where a fellow competitor and later friend was Jack Brabham. By 1959 Ron was ready to accept Jack’s invitation to join him in England to set up Motor Racing Developments and begin the long run of very successful works and customer cars. Numerous race wins were taken in F1, F2 and F3 with both Jack Brabham and Denny Hulme winning the World Drivers Championship and Brabham taking the Constructors Cup. For several seasons Brabham dominated F2 and especially F3 as customers favoured the cars’ blend of simplicity, ease of maintenance and most importantly their sheer competitiveness. Eventually when Jack retired Ron bought Brabham and ran it for a year before selling it onto Bernie Ecclestone.
After a period that included designing the Trojan F1 and F5000 cars and working for Frank Williams Ron decided he wanted to get back into designing customer cars so in 1974 Tauranac set up the Ralt factory at Woking in Surrey and in 1975 the first Ralt, the RT1, was produced. The design philosophy behind the RT1 was to build a strong, reliable and easily maintained customer car that would be eligible for a number of classes, primarily Formula 2 and 3, and in the USA Formula Atlantic. Such was the success of the Ralt marque that by 1984 the 500th Ralt was delivered. In 1988 March bought out Ralt and Tauranac stayed on as a consultant, for the next couple of years March continued to win a lot of races but into the early nineties the Ralt star faded along with that of March. In the early nineties the 93C and the 94C turned out to be complete disasters and the Ralt name dropped out of F3 with hardly a ripple. At the end of the decade there was a surprise return to racing and although early results were disappointing Ralt returned to the UK championship in 2002.

1975

Larry Perkins in the original RT1 at Thruxton in 1975.
Larry Perkins in the original RT1 at Thruxton in 1975.

The first F3 Ralt, the RT1, consisted of a 16-gauge L72 aluminium monocoque with a steel subframe behind the cockpit. This consisted of two tetrahedron frames that ran to the bottom of a square frame that attached to the Hewland gearbox, a pair of tubular brackets secured the engine to the back of the tub. Additional braces located the top of the frame to the engine adaptor plate. Double wishbone suspension with outboard springs and dampers was employed at the front whilst a single top link, reversed bottom wishbone and twin radius rods were to be found at the rear, also with outboard springs and dampers. The radius rods were attached to the outer corners at the rear of the tub via steel plates. The front of the car used a large full width fibreglass nosecone whilst a wing was attached to the gearbox at the rear via a tubular frame. Brakes were solid 10.5 in. discs front and rear.
The car was on the pace immediately with Larry Perkins going well in the UK winning twice at Brands Hatch as well as taking a first at Monza and Bertram Schäfer taking a number of top three places in the German Championship including a win at Ulm.
Track: front 50.25 ins. rear 51 ins.

1976

Alessandro Pessenti-Rossi at Vallelunga in a European F3 round 1976
Alessandro Pessenti-Rossi at Vallelunga in a European F3 round 1976

A number of small changes were introduced for 1976, the most noticeable was a new nose cone design with rounder lines and an adjustable splitter. In addition the forward braces for the roll hoop were repositioned closer to the hoop, presumably for driver comfort. The track was also narrowed to 47.375 ins. at the front and 48.5 ins. at the rear.
Results were good without being spectacular, once again Bertram Schäfer went very well taking three wins.

Geoff Brabham in his RT1 in 1977
Geoff Brabham in his RT1 in 1977

For 1977 Tauranac introduced a few more small changes to his design, new elliptical bodywork was fitted. The intention had been to use this from the beginning but Tauranac held off as he felt customers would not like it as it made the car look bigger than it actually was. In addition changes to the technical regs meant that the rear wing now attached to the rear of the gearbox by a large diameter tubular steel crossbeam that doubled as the oil catch-tank.
The RT1 seemed to hit its stride in 1978 and although there were only two wins in the UK for Geoff Brabham on the continent the Ralt took nineteen major wins with Anders Olofsson taking the runner-up spot in the European Championship and won the Swedish crown whilst Elio de Angelis took the laurels in Italy although two of his four wins came in a Chevron.

1978

There was a relatively major redesign carried out to the engine spaceframe for 1978. In effect the twin tetrahedrons were flipped so that instead of the main spar running along the bottom of the tub with the “hypotenuse” going from the base of the roll hoop to the bottom of the gearbox, the main spar now ran from the base of the roll hoop to the top of the gearbox with the “hypotenuse” going from the bottom of the tub to the top of the gearbox. The square frame around the gearbox was replaced with a cast aluminium crossbeam bolted to the top of the gearbox to which the top link and damper were mounted. A cast magnesium bracket bolted to the bottom of the gearbox to take the lower wishbone. The radius rods now attached to the top and bottom of the tetrahedrons where they were bolted to the tub. The lower radius rod had a choice of three mounts to adjust the rear castor. The wishbone design was changed with an additional pair of plates to take the rearward attachment for the lower radius rod, previously it had been located on the wishbone via a clevis bolt.
Some teams tried fitting the wide track F Atlantic suspension which seemed to make the car more stable and improved its handling in mid-speed corners. Also some teams fitted adjustable roll bars and went to great lengths to lighten the cars.
The RT1 dominated the UK scene winning 24 of 29 races with Nelson Piquet and Derek Warwick ruling the roost. Similarly the European Championship was dominated by Jan Lammers and Anders Olofsson who won eight races between them, Olofsson took the Swedish Championship again and Bertram Schäfer came out top in Germany.

1979

The RT3's first race at Donington, Elisio Salazar driving.
The RT3's first race at Donington, Elisio Salazar driving.

1979 saw ground-effect arrive in F3 and constructors such as March, Chevron and Martini soon had their wing cars up and running, some with more success than others. The RT1 continued to be used by many drivers and although it was still capable of getting its driver on the podium it was no longer a winner. Thus the RT3 was born, it would soon become one of the most successful F3 designs ever. Comprising a very stiff aluminium tub with honeycomb bulkheads, suspension was inboard all round with the fuel tank located centrally. The tub was very narrow which allowed for wide, skirted sidepods for maximum ground-effect. The whole thing was enclosed in a very stylish body.
Early indications gave no clue as to its winning future, production was slow and only a handful of cars were built. Initially the car was a little heavy and it took drivers time to get used to it. The best result was probably a third at the Nurburgring in a German Championship round for Georg Bellof.

1980

Not surprisingly perhaps in view of its slow start in 1979 most drivers preferred the more proven March/Argo option for 1980 and it was not until round six of the British Championshiop that a RT3 appeared. However the chassis now began to show its worth as testing refined it and drivers got the knack of setting it up. Fortunately for Ralt front-runner Stefan Johansson was, like all other 803 drivers, having trouble with the latest March finding it very inconsistent. His Project Four team (owned by Ron Dennis) decided to switch to an RT3 for the closing races of the year and Johansson immediately took pole position for, and walked away with, the final four races to win the Vandervell British F3 Championship. It was a similar story in Germany where the RT3s of Frank Jelinski and Wolfgang Klein took first and second in the German Championship.

Stefan Johansson in his championship winning RT3
Stefan Johansson in his championship winning RT3

1981

Raul Boesel low flying his RT3/81.
Raul Boesel low flying his RT3/81.

The RT3/81 was a lightly revised version of the 1980, it featured a strengthened engine bay and reprofiled sidepods. In the UK the RT3 dominated the Marlboro Championship taking eight of the top ten places and winning nineteen out of twenty races. During the season Tauranac introduced revised suspension geometry based on the USA spec F Atlantic car. It was a similar story in Germany with the RT3 taking 5 of the top six places in the championship. It was only in the European Championship where the RT3 suffered it seemed unhappy on the European tyres although it was only at the final race that a RT3 appeared on the Michelin tyres that largely dominated the series.

Belgian Thierry Tassin who won four races in the British Championship with his RT3/81.
Belgian Thierry Tassin who won four races in the British Championship with his RT3/81.

1982

The RT3/82 with wet weather tyres.
The RT3/82 with wet weather tyres.

The 1982 RT3 continued the evolution of the original model and as its success increased more and more teams switched from other manufacturers, especially now that March were no longer building F3 cars. A number of the more experienced teams began to experiment with minor modifications to the design, notably to the bodywork, in an effort to gain an edge (however small) over their fellow RT3 users.
The Marlboro British Championship saw an almost total Ralt dominance, 20 wins out of 20 and 117 point scoring finishes out of 120. In Germany it was a RT3 1-2 finish in the championship whilst the only RT3 in Japan took the F3 Challenge Cup by a comfortable margin and both the French and Italian championships went to RT3 drivers. It was only in the European Championship that the RT3 suffered due to a lack of a concerted effort by any teams running a RT3. Nevertheless James Weaver took three wins and a second in only four races in the Eddie Jordan car to show what might have been with a full season season.

James Weaver during one of his dominant European Championship races.
James Weaver during one of his dominant European Championship races.

1983

Ayrton Senna won the Marlboro British F3 Championship in his West Surrey Racing RT3/83.
Ayrton Senna won the Marlboro British F3 Championship in his West Surrey Racing RT3/83.

Further evolution was the name of the game for the RT3/83, the sidepods were reprofiled once again, the rear end was further stiffened and there were slight suspension geometry modifications. Most obvious change was a new tub with a revised footbox area as a result of new FISA regulations. These design changes led to a more aerodynamic bodywork that featured a reprofiled pointed nosecone. Unfortunately the F3 cars were now suffering from the same problem that was ruining Formula 1, the cars were loosing aerodynamic efficiency as soon as they sat in the dirty air of another car.
Once again it was total RT3 dominance in the British Championship with Ayrton Senna and Martin Brundle winning 18 out of 20 rounds with the RT3s of Allen Berg and Calvin Fish taking the other 2 races. It was a similar story in the European Championship with every round going to a RT3 and the top nine places in the final standings going to RT3 drivers. Things were slightly different in the national championships, Anson took the German Championship with RT3s second and third, it was a similar story in France, Martini first, Ralt second and third. Italy, Japan and Sweden saw the status quo returned with RT3 drivers winning both championships.

Runner-up Martin Brundle in the Eddie Jordan RT3/83, note the reprofiled nosecone.
Runner-up Martin Brundle in the Eddie Jordan RT3/83, note the reprofiled nosecone.

1984

For this, the final incarnation, of the RT3 the most obvious change to the design was the adoption of a pushrod front suspension in place of the previous rocker arm design. Some drivers found the revised front suspension made the car more nervous and they reverted to the older system although most agreed that the pushrod system had more potential given sufficient sorting. Further rear-end strengthening and sidepod reprofiling were also introduced. Some teams also adopted the stronger Hewland FT200 gearbox in place of the more usual Mk9.
In the Marlboro British Championship it was business as usual, 17 rounds, 17 RT3 victories with Johnny Dumfries dominating, he won 10 rounds in all. In addition with the exception of one sixth place for Magnum every single point position went to RT3s. The B Class championship was also a RT3 benefit with the top seven places being sewn up. In Germany and Italy it was a RT3 1-2-3-4 in their respective championships whilst it was a top ten clean sweep in Sweden. Only in Europe and France did the RT3 stumble. Ivan Capelli took the European Championship in the Martini MK42 but his win was tainted after his car was found to have an illegally modified airbox at Monza and he was disqualified. RT3s took the next four places. In France it was a Martini home win with the MK42 taking the top five places.

1985

Continuing with the RT3 design was no longer feasible for 1985 with the introduction of the new flat bottom regulations so Tauranac came up with a new design, the RT30. The new car was clearly related to the RT3, at least as far as looks went but under the skin it was another story. Most obvious difference was the low sidepod on the right, Tauranac had spotted a loophole in the regulations as regards the the size of the deformable structure required and he used this to improve the aerodynamic advantage of the car. He also utilised the “coke bottle” shape pioneered by the McLaren F1 team to further aid the downforce available. At the rear a new development was fitting longitudinally mounted shock absorbers on the top of the gearbox. The car retained an aluminium tub with a honeycomb dash panel despite main rival Reynard taking the composite option. The chassis was 4 inches longer that the RT3 and a tubular “A” frame was used at the rear to mount the engine. Tubular steel wishbones were employed front and rear with pull rod operated dampers. For the first time Tauranac used a bell housing oil tank. The new flat floor was made from varnished wood and extended from the front of the pods to the rear where it joined to upswept sections.
Not surprisingly the car was another Tauranac winner although Reynard was a very serious threat. An early season change to the front suspension geometry saw the car easier to balance and it began to win. Mauricio Gugelmin took the British Championship with three victories and Dave Scott, Gary Evans and Gerrit van Kouwen also took UK wins. To nobody’s surprise the new Class B for year old cars was a RT3 benefit with wins at every round, final victory going to Jamaica’s Carlton Tingling. Results on the continent were good without being brilliant, Michel Trollé took third in the French Championship whilst in Germany Kris Nissen and Adrian Campos were second and third. In Japan the RT30 of Kouji Satou took first place ahead of the similar car of Aguri Suzuki.

1986

The old, familiar, and very successful, Tauranac evolutionary ploy was used in 1986 when the RT30 became the RT30/86. Utilising the same nose and cockpit as the ’85 model the two cars looked very similar but there were a number of significant changes. At the rear the dampers were moved back to a vertical position as wind tunnel testing showed a lower cleaner underwing was the way to go. The rear uprights were new allowing the lower wishbones to be lifted above the one-piece rear floor. Inboard the wishbones attached to a new combined bellhousing and oil tank. A modified left-hand sidepod contained a new smaller copper radiator. The tub was still aluminium honeycomb but was generally tidied up to make it more user friendly.
The RT30/86 was generally very successful, although the British Championship went to Andy Wallace and his Reynard the next 11 places went to Ralt. The German and Japanese Championships fell to Ralt and the chassis did well in both France and Italy despite coming up against hordes of Martinis and Dallaras. The car did gain a reputation for being hard to get the maximum out of and a few drivers tried switching to Reynard in the UK but didn’t go any better so perhaps it was a psychological problem than anything else.

1987

For 1987 a new car was introduced, the RT31, although it looked very similar to the RT30 it was in fact a largely new car in all respects. Rather than the previous aluminium honeycomb the tub now used outer skins internally clad with honeycomb composite panels tightly fitting between the bulkheads. The new design was claimed to increase rigidity as well as giving greater energy absorption in the event of an accident. At the front the springs and dampers were now mounted above the footbox and angled to the rear (they were angled forward on the RT30/86). The bulkhead forward of the dash hoop that takes the spring loadings was machined from solid on a CNC lathe. The tub itself was three inches longer between the engine and cockpit than on the 1986 car both to improve the driveability and to allow the fitment of an improved fuel collection system. The whole car was slimmer than the RT30/86 which meant that wider, deeper front wings were fitted without interfering with the airflow to the oil and water cooling systems in the left-hand pod, the water radiator size was increased by 25%.The flat floor was made from plywood which merged into the composite diffuser at the rear. The car now featured a contoured head fairing on the very smooth bodywork. Suspension was double wishbone all round with pushrods and “nodders” operating the dampers. The gearbox was a Hewland 5-speed with the option of a 6-speed at extra cost.

Track: front 56 ins. rear: 52 ins.
Wheelbase: 102 ins.
Length: 167 ins.

The RT31 was up against some very tough competition from both Reynard and Dallara and results were mixed. In the UK honours were pretty much even with Reynard and Ralt winning nine races each although Johnny Herbert won the Championship in a Reynard. The RT30 took second to fifth in the B Class Championship. In France the RT31 was second and third behind the Dallara of Jean Alesi. Understandably in Italy it was all about Dallara and fourth in the final German standings was the best result for a RT31. Ross Cheever won the Japanese title splitting his time between an RT30/86 and a Reynard 873 whilst most of the next places went to either RT31s or RT30/86s. The lower key Swedish Championship went to the RT31 of Micke Johansson.

1984

Once again it was evolution rather than revolution for the MK42 but after all this development things looked good again for Martini. Ivan Capelli took the European Championship in the Coloni-run car winning three races. Capelli also took a fourth win at Monza but was excluded when the airbox on the car was found to be illegally modified. This put rather a cloud on Capelli’s year but he did win two more races after Monza in a fully legal car. In the French Championship the MK42 dominated taking the first five places in the order Grouillard, Delavallade, Raphanel, Belmondo and Morin.

1985

The arrival of the flat-bottom regulations for 1985 saw a new model, the MK45, appear on the scene. It looked much smaller and neater than some of the more recent Martinis with its low, sloping sidepods. Once again it did very well with Raphanel and Dalmas taking 1-2 in the French Championship and Volker Weidler winning the German equivalent whilst Alex Caffi finished second in the Italian version. Yet again it was a Martini win at Monaco with Dalmas taking the victory laurels.

1986

The MK49 was in effect a stopgap whilst Martini were working on their first composite chassis. It was very much an evolution of the MK45 and once again was successful. Perhaps its most remarkable achievement was Dalmas winning the Monaco GP support race, the eighth successive win for Martini! At home Dalmas won six of the eleven rounds to win the French Championship, Michel Trollé taking third. Elsewhere it was less successful with just a sixth place in the final standings of the German Championship for Otto Rensing.

1987

There were high hopes for the MK52, Martini’s first composite chassis, it used pushrod suspension and was a typical late eighties design. Jean Alesi, runner-up in the 1986 series, was the works driver in France and in the first race of the French Championship at Albi he could only finish twelfth. For the next round Alesi borrowed his previous year’s Dallara and immediately won, the third round saw Alesi in a MK49 with MK52 suspension finishing seventh. Alesi was fed up and insisted on running a new Dallara for the rest of the year, he won six more rounds and took the championship. Martini blamed the problems on the drivers saying they were unwilling to develop the car but it was a similar story in Germany where despite some heroic efforts by Otto Rensing he could only manage two fourth places at Hockenheim and Zolder.

1988

The MK55 was Martini’s attempt to recover after the disaster of the MK52 and to some degree it was a success. The works cars of Lionel Robert and Didier Artzet ran well on occasions with the highlight a 1-2 at Paul Ricard and Artzet was leading comfortably at La Chatre until a loose wheel put him out. Sadly both men had to leave the championship half way through due to sponsorship problems. They finished seventh and eighth in the French Championship despite this, a case of what might have been. In Germany Frank Biela won at Mainz and the Hungaroring and took a second at Brno to finish third in the German Championship. Not a bad effort after the disaster of the previous year.

1989

Another new car for 1989, the MK58, it didn’t win any races but Yvan Muller and Lionel Robert had some good results in France to take fifth and sixth in the final standings although Robert did the last three races in a Dallara. Despite the previous years success in Germany the only runner of note was Michael Roppes, eighth at the end of the year.

1990

After the recent improved form of the Martini it all went wrong again in 1990 with the MK60, results were poor in both France and Germany.

1994

After leaving F3 for a few years Martini returned to the fray in 1994 with the Opel-powered MK67. The car was designed in 1993 but not built until ’84 when Promotec, the team running it, had secured the necessary finance. The car was driven by David Dussau who by the time the car appeared in the middle of May was the joint leader of the French F3 Championship in a Dallara. It finished fifth on its debut at Dijon in June, despite this promising beginning it seems the team weren’t happy with it and returned to the Dallara for the rest of the year.

1996

The Mk73 first appeared in August 1996 driven in the German F3 Championship. The idea was to have the car racing in 1996 so that it would qualify for the 1997 French championship which would only allow cars that raced before the end of 1996 to race. It showed immediate promise with a couple of top six finishes against the massed hordes of Dallaras.

1997

Martini’s ploy of introducing the MK73 early and getting some racing miles under it’s belt paid off in 1997. Although it was Dallara that took the French championship and Martini were up against the sheer numbers of the Italian cars Montagny showed the MK73 was a front runner with four wins towards the end of the year. In addition German driver Wolf Henzler took an excellent second place at the Monaco GP support race as well as finishing third in the German Championship. Henzler’s win at the Nurburgring was the first time Dallara had been beaten in Europe for over three years.

1997

1975

RT1
Luigino Grassi, Roberto Marazzi, Larry Perkins, Terry Perkins, Bertram Schäfer.

1976
RT1
Hakan Alriksson, Ian Ashley, Patrick Bardinon, Paul Bernasconi, Geoff Brabham, Helmut Bross, Eje Elgh, Ian Flux, Boy Hayje, Hanspeter Hess, Norbert Hutter, Werner Klein, Wolfgang Klein, Knut-Holger Lehmann, Gaudonzio Mantova, Oscar Pedersoli, Alessandro Pessenti-Rossi, Erkki Salminen, Bertram Schäfer, Detlef Schmickler, Walter Schöch, Clas Sigurdsson, Ulf Svenson, Thorkild Thyrring, Ole Veljlund.

1977
RT1
Daniele Albertin, Hakan Alriksson, Elio de Angelis, Paul Bernasconi, Tommy “Slim” Borgudd, Geoff Brabham, Gianfranco Brancatelli, Helmut Bross, Roberto Campominosi, Luis Canomanuel, Thorbjörn Carlsson, Sandro Cinotti, Armin Conrad, Eje Elgh, Roberto Farnetti, Don Farthing, Werner Fischer, Fernando Jorge, Wolfgang Locher, Thomas von Löwis of Menar, Roberto Manzoni, Piero Necchi, John Neilsen, Jac Nelleman, Filippo Niccolini, Anders Olofsson, Guido Pardini, Mario Pati, Oscar Pedersoli, Nelson Piquet, Orazio Ragaioli, Marzio Romano, Bertram Schäfer, Walter Schöch, Clas Sigurdsson, Henrik Spellerberg, Fernando Sperafico, Ulf Svenson, Thorkild Thyrring, Ole Veljlund, Leonardo Verrelli, Juan Villacieros, Derek Warwick.

1978
RT1
Daniele Albertin, Mauro Baldi, Tommy “Slim” Borgudd, Geoff Brabham, Helmut Bross, Roberto Campominosi, Guido Cappellotto, Ingvar Carlsson, Thorbjörn Carlsson, Jorge Caton, Andrea de Cesaris, Enzo Coloni, Ricardo Galiano, Jan Lammers, Wolfgang Lechner, Thomas von Löwis of Menar, Arie Luyendijk, Roberto Manzoni, Louis Maulini, John Neilsen, Anders Olofsson, Guido Pardini, Mario Pati, Oscar Pedersoli, Nelson Piquet, Huub Rothengatter, Bertram Schäfer, Gary Scott, Phil Silverstone, Hanspeter Stoll, Ulf Svenson, Thorkild Thyrring, Erico Uncini, Fermin Velez, Derek Warwick, Fridolin Wettstein, Rob Wilson.

1979
RT3
Georg Bellof, Roberto Campominosi, Luciano Pavesi, Eliseo Salazar.

RT1
Kenny Acheson, Daniele Albertin, Mauro Baldi, Georg Bellof, Michael Bleekmolen, Tommy “Slim” Borgudd, Thierry Boutsen, John Bright, Hans-Georg Burger, Roberto Campominosi, Guido Cappellotto, Thorbjörn Carlsson, Jorge Caton, Bruno Corradi, Urs Dudler, Jon Hedstrom, Placido Iglesias, Fernando Jorge, Thomas Kaiser, Walter Lechner, Frank Marvel, Louis Maulini, Philipp Müller, Luciano Pavesi, Oscar Pedersoli, Jean-Pierre Rochat, Carlo Rossi, Eliseo Salazar, Trevor Templeton, Bengt Tragardh, Rob Wilson.


1980
RT3
Daniele Albertin, Harald Brutschin, Hans-Georg Bürger, Guido Cappellotto, Frank Jelenski, Stefan Johansson, Eddie Jordan, Wolfgang Klein, Jun Takahashi, Rob Wilson.

RT1
Leo Anderson, Eddy Bianchi, Jackob Bordoli, Terry Gray, David Humphreys, Tomas Kaiser, Olar Ronningen, John Village, Marcel Wettstein.


1981
RT3/81
Enrique Benamo, Mike Blanchet, Michael Bleekemolen, Raul Boesel, Enzo Coloni, Cliff Hansen, Fred Krab, David Leslie, Roberto Moreno, Kees Nierop, Mike O’Brian, Hitoshi Ogawa, Brett Riley, Shoruku Sasaki, Klaus Schinkel, Dave Scott, David Sears, Ian Shaw, Thierry Tassin, Bengt Tragardh, Richard Trott, James Weaver.

RT3
Jonathan Palmer, Jun Takahashi, James Weaver.

RT3 (year unknown)
Alain Abdel, Stefan Bellof, Harald Brutschin, Umberto Calvo, Guido Cappellotto,Günter Gebhardt, Frank Jelinski, Thomas Kaiser, Peter Katranksi, Herve Roger, Peter Schindler.

RT1
Leo Andersson, Manfred Hebben, Aikawa Hiromitsu, Jean-Pierre Lorriaux, Takayuko Nakahama, Olav Ronningen, Norimasa Sakamoto, Gérard Vallat, Fridolin Wettstein, Jakob Wettstein, Peter Wisskirchen.

?
Rolf Egger, Philipp Müller.


1982
RT3/82
Enrique Benamo, Martin Brundle, Tommy Byrne, Paolo Giangrossi, Enrique Mansilla, John Nielsen, Bengt Tragardh, James Weaver.

RT3/81
Juan-Carlos Abella, Guido Capellotto, Fredy Eschenmoser, Kengo Nakamoto, Roberto Moreno, Denis Morin, Bernard Santal, Jo Zeller.

RT3 (year unknown)
Leo Andersson, Peter Argetsinger, Helmut Bross, Harald Brutschin, Thorbjörn Carlsson, Enzo Coloni, Philippe Colonna, Bruno Corradi, Dave Coyne, Bruno Eichmann, Cor Euser, Calvin Fish, Henning Hagenbauer, Manfred Hebben, Dieter Heinzelmann, François Hesnault, Philippe Huart, Mario Hytten, Ake Jansson, Davy Jones, Michael Kahnt, Thomas Kaiser, Harri Kangas, Peter Katsarski, Patrick Lalande, Walter Lechner, Tim Lee-Davey, Erich Leitner, David Leslie, Pierre-Alain Lombardi, Jean-Pierre Lorraiux, Pierluigi Martini, Kris Nissen, Nicky Nufer, Hans-Peter Pandur, Pierre Petit, Johann Reindl, Hervé Roger, Luiz Schaffer, Dave Scott, David Sears, Rudi Seher, Alfonso Toledano, Richard Trott, Fritz Vogel, Mike White, Joachim Winkelhock, Peter Wisskirchen.

RT1
Hiromitsu Aikawa, Werner Eckert, Georges A. Hedinger, Heinrich Heintz, Herbert Lingmann, Karl Schäfer, Arnold Wagner, Fridolin Wettstein, Tomiko Yoshikawa.

?
Bernard Leisi.


1983
RT3/83
Carlos Abella, Allen Berg, Gerhard Berger, Martin Brundle, Max Busslinger, Tommy Byrne, Ivan Capelli, Enzo Coloni, Johnny Dumfries, Calvin Fish, Patrick Gonin, Ronnie Grant, Tommy Grunnah, David Hunt, Mario Hytten, Davy Jones, Eric Lang, Tim Lee-Davey, Pierluigi Martini, Ruggero Melgrati, Cathy Muller, John Nielsen, Sakae Obata, Tarou Oomi, Emanuele Pirro, Roberto Ravaglia, Bernard Santal, Ayrton Senna, Didier Theys, Kurt Thiim, Carlton Tingling, Richard Trott, James Weaver.

RT3/82
Leo Andersson, Allen Berg, Ronnie Grant, Tim Lee-Davey, Johnny Dumfries, Mario Hytten, Carlton Tingling, Tony Trevor, Martin Wood.

RT3/81-82
Mike Blanchet.

RT3/81
Yoshimasa Fujiwara, Tommy Grunnah.

RT3/80
Gerry Amato.

RT3 (year unknown)
“Albin”, Harald Becker, Bodo Beil, Enrique Benamo, Jakob Bordoli, John Bosch, Helmut Bross, Harald Brutschin, Thorbjörn Carlsson, Fernando Cazzaniga, Urs Duddler, Marc Duez, Fredy Eschenmoser, Laurent Ferrier, Heinz Gilges, Manfred Hebben, Dieter Heinzelmann, François Hesnault, Thomas Kaiser, Harri Kangas, Peter Katsarski, Hanspeter Kaufmann, Günther Köbele, Claudio Langes, Walter Lechner, Gilles Lempereur, Nettan Lindgren, Stefano Livio, Karl-Christian Lück, Gerd Lünsmann, Heikki Mustonen, Nicky Nufer, Peter Oberndorfer, Hakan Olausson, Hans-Peter Pandur, Ralf Rauh, Johann Reindl, Hervé Roger, Alessandro Santin, Paul Schild, Lars Schneider, Frank Schmickler, Alfredo Sebastiani, Enzo Sebastiani, Johnny Sigfridsson, Marc Sourd, Marco Spinelli, Bartl Stadler, Hasse Thaung, Jan Thoelke, Franz Tost, Enrico Uncini, Fritz Vogel, Jürg Vogt, Walter Voulaz, Ruedi Wegmann, Volker Weidler, Karl-Heinz Wieschalla, Joachim Winkelhock, Peter Wisskirchen, Jo Zeller.

RT1
Heinrich Heintz, Bernard Leisi, Gerd Lünsmann, Axel Ress, Karl-Heinz Soll, Arnold Wagner.

?
Norbert Gapp.


1984
RT3/84
Carlos Abella, Leo Andersson, Marco Apicella, Allen Berg, Gerhard Berger, Adrian Campos, Ross Cheever, Dave Coyne, Johnny Dumfries, Christian Estrosi, Gary Evans, Calvin Fish, Darilo Frassoni. Andrew Gilbert-Scott, Alfred Heger, David Hunt, Harald Huysman, Mario Hytten, Paul Jackson, Neto Jochamowitz, Davy Jones, Eric Lang, Claudio Langes, Cosimo Lucchesi, Ruggero Melgrati, Cathy Muller, John Nielsen, Kris Nissen, Paul Radisich, Bret Riley, Luis Sala, Bernard Santal, Alessandro Santin, Dave Scott, Marc Simon, Russell Spence, Gabriele Tarquini, Hasse Thaung, Luis Villami, Walter Voulaz, James Weaver, Peter Wisskirchen, Rob Wilson, Emilio Zapico.

RT3/83
Ross Cheever, Johnny Dumfries, Keith Fine, Grey Hedley, Paul Jackson, Steve Kempton, Akio Morimoto, Sakae Obata, Tarou Oomi, Kouji Satou, Tony Trevor, Volker Weidler, Jo Zeller.

RT3/82
Steve Bradley, Philip Daniels, Ronnie Grant, Bernard Horwood, Sigiurd Krane, Hakan Olausson, “Anton Sobriquet”, Carlton Tingling.

RT3/81
Mike Blanchet, John Bullock, Masashi Kitagawa, Richard Morgan, Kouzou Okumura.

RT3/80
Dave Button, Hideo Fukuyama.

RT3 (year unknown)
Tuomo Alitalo, Beat Amacher, Steven Andskär, Eric Bachelart, Gianni Bianchi, Jakob Bordoli, Harald Brutschin, Alex Caffi, Thorbjorn Carlsson, Hendrik ten Cate, Thomas Danielsson, Dominique Delestre, Peter Deuscher, Michael Dorner, Urs Dudler, Marc Duez, Dominique Dupuy, Eberhard Ernst, Fredy Eschenmoser, Ernst Franzmaier, Heinz Gilges, Bruno di Gioa, Manfred Hebben, Altfrid Heger, Thomas Holert, Ake Jansson, Peter Katsarski, Hanspeter Kaufmann, Jari Koiranen, Franz Konrad, Walter Kupferschmid, Bernard Leisi, Gilles Lempereur, Walter Lechner, Nettan Lindgren, Leif Lindstrom, Thomas von Löwis, Karl-Christian Lück, Gerd Lünsmann, Claude Marcq, Heikki Mustonen, Mikael Nabrink, Nicky Nufer, Jari Nurminen, Stefan Oberndorfer, Christer Offason, Hans-Peter Pandur, Ronnie Peterson, Eric van de Poele, Ralf Rauh, Franco Scapini, Karl Schäfer, Lars Schneider, Gernot Sirrenburg, Reima Södermann, Karl-Heinz Soll, Bartl Stadler, Gianfranco Tacchino, Kurt Thiim, Thorkild Thyrring, Franz Tost, Gérard Vallat, Ruedi Wegmann, Jon Warmland, Karl-Heinz Wieschalla.

RT1
Heinrich Heintz, Axel Ress.


1985
RT30/85
Kouichi Akagi, Steven Andskar, Frank Biela, Franz Binder, Enrico Bertaggia, Adrian Campos, “Pierre Chauvet“, Ross Cheever, Dominique Delestre, Gary Evans, Keith Fine, Jo Foster, Ernst Franzmaier, Mark Galvin, Andrew Gilbert-Scott, Mauricio Gugelmin, Steve Harrington, Harald Huysman, Phil Kempe, Gerrit van Kouwen, Karl-Christian Lück, Giorgio Montaldo, Heikki Mustonen, Kris Nissen, Christer Offason, Jörg van Ommen, Mario Pelloni, Sami Pensala, Manuel Reuter, Luis Sala, Kouji Satou, Willi Schuster, Dave Scott, Russell Spence, Bartl Stadler, Delia Stegemann, Aguri Suzuki, Gianfranco Tacchino, Franz Theuermann, Alfonso Toledano, Michel Trollé, Peter Wisskirchen, Graham de Zille.

RT3/84
Paul Belmondo, Giles Butterfield, Wayne Earnshaw, Mark Goddard, Ronnie Grant, Godfrey Hall, Ross Huckenhull, Jun’ichi Ikura, Steve Kempton, Ian Khan, Rodolphe Koentges, Richard Morgan, Cathy Muller, Seiichi Okada, Dick Parsons, Kazushi Sano, Dave Scott, “Anton Sobriquet”, Paul Stott, Ray Stover, James Tolerton, Sean Walker, Rob Wilson, Mike Wright.

RT3/83
Hendrik ten Cate, Kevin Jones, Tarou Oomi, Terry Pudwell, Fumiko Shinoda, Carlton Tingling, Jo Zeller.

RT3 (year unknown)
Jorma Airaksinen, Beat Amacher, Marco Apicella, Eric Bachelart, Heinz Beißler, Jakob Bordoli, Peter Deuscher, Urs Dudler, Horst Fendrich, Jürgen von Gartzen, Richard Hamann, Altfrid Heger, Bruno Ilien, Paul Jackson, Wolfgang Jandl, Ulf Johansson, Peter Katsarski, Hanspeter Kaufmann, Wolfgang Kaufmann, Jari Koiranen, Rolf Kuhn, Walter Kupferschmid, Walter Lechner, Gilles Lempereur, Thomas von Löwis, Gerd Lünsmann, Heikki Myllymaa, Stefan Neuberger, Hitoshi Nishiyama, Jari Nurminen, Georg Pacher, Philippe Pechberty, Manuel Reuter, Hervé Roger, Uwe Schäfer, Willi Schuster, Gernot Sirrenburg, Reima Soderman, Ernst Thurnherr, Alfonso Toledano, Franz Tost, Klaus Trella, Arnold Wagner, Wilhelm F. Weber, Wolfgang Wendlinger, Jo Zeller.

RT1
Hiroyuki Makino, Shinji Kameda.

?
Steven Andskar, Claes Goran Back, Niclas Blom, Pierre Hirschi, Sonny Johansson, Sigurd Krane, Joakim Lindstrom, Leif Lindstrom, Christer Offason, Hakan Olausson, Ronnie Petersson, Hasse Thaung.


1986
RT30/86
Akio Morimoto, Julian Bailey, Gary Brabham, Ross Cheever, Tim Davies, Martin Donnelly, Cor Euser, Keith Fine, Mark Galvin, Peter Hardman, Johnny Herbert, Damon Hill, Ross Hockenhull, David Hunt, Harald Huysman, Syuuji Hyoudou, Paul Jackson, Kouichi Iwaki, Gerrit van Kouwen, Joachim Lindstrom, Massimo Monti, Kris Nissen, Mikael “Micko” Nordlander, Akinori Okada, Hakan Olausson, Tetsuya Oota, Eric van de Poele, Paul Radisich, Anthony Reid, Maurizio Sandro Sala, Syuuroku Sasaki, Kouji Satou, Dave Scott, Dave Simpson, Jo Zeller, Graham de Zille.

RT30/85
Kouichi Akagi, Guido Basile, Mike Donovan, Gary Dunn, Jun’ichi Ikura, Kristyan Ingram, Steve Kempton, Ian Khan, Alastair Lyall, Takamasa Nakagawa, Osamu Nakajima, Akihiko Nakaya, Makoto Nakayama, Shigeki Naruse, Tarou Oomi, Mario Pelloni, Lee Perkinson, Steve Petitt, James Shead, Paul Stott, Sean Walker, Gary Ward, Adrian Wilmott.

RT30 (year unknown)
Franz Abraham, Henrik Barkstrom, Sigi Betz, Franz Binder, Rinaldo Capello, Artur Deutgen, Frédéric Delavallade, Bruno Eichmann, Peter Elgaard, Stefan Fricke, Jürgen von Gartzen, Richard Hamann, Dieter Heinzelmann, Harald Huysman, Wolfgang Jandl, Micke Johansson, Michael Kahnt, Peter Katsarski, Wolfgang Kaufmann, Thomas von Löwis, Martin Ludwig, Gerd Lünsmann, Kris Nissen, Sami Pensala, Michael Roppes, Frank Schmickler, Willi Schuster, Gernot Sirrenburg, Delia Stegemann, Hasse Thaung, Franz Theuermann, Wilhelm F.Weber, Peter Wisskirchen, Peter Zakowski.

RT3/84
Ronnie Grant, Lee Perkinson.

RT3/83
Urs Dudler.

RT3/82
Simon Davey.

RT3 (year unknown)
Jorma Airaksinen, Masako Fujikawa, Hideaki Hagiwara, Masaru Isomura, Walter Kupferschmid, Masao Minamino, Heikki Myllymaa, Hitoshi Nishiyama, Franz-Josef Prangemeier, Renate Sieger, Johann Stelzer, Arnold Wagner, Mitsumasa Watanabe, Karl-Heinz Wenig, Uwe Wolpert.


1987
RT31
Didier Artzet, Eric Bachelart , Eric Bernard, Gary Brabham, Eric Cheli, Erik Comas, Jean-Denis Deletraz, Paulo Delle Piane, Martin Donnelly, Stefan Fricke, Yoshimasa Fujiwara, Hideo Fukuyama, Bertrand Gachot, Hideaki Hagiwara, Yukihiro Hane, Damon Hill, Syuuji Hyoudou, Kouichi Iwaki, Micke Johansson, Masahiko Kageyama, Takayuki Kinoshita, Jean-Noel Lanctuit, Gerd Lünsmann, Andre Malherbe, Michele Minutoto, Massimo Monti, Cathy Muller, Hitoshi Ogawa, Eric van de Poele, Roland Ratzenberger, Michael Roppes, Victor Rosso, Maurizio Sandro-Sala, Frank Schmickler, Dave Scott, Delia Stegemann, Mitsumasa Watanabe, Hisashi Yokoshima, Peter Zakowski, Graham de Zille.

RT30/86
Ross Cheever, Yukihiro Hane, Syunji Kasuya, Ian Khan, Takayuki Kinoshita, Eisaku Kitaguchi, Yoshimitsu Kondou, Osamu Nakajima, Sadafumi Nakajima, Akihiko Nakaya, Akinori Okada, Keiji Onaya, Kouji Satou, Isao Shibata, Gary Ward, Jo Zeller.

RT30/85
Thierry Lejeune, Takamasa Nakagawa, Osamu Nakajima, Isao Shibata.

RT30 (year unknown)
Peter Albertson, Henrik Barkström, Franz Binder, Peter Bohlin, Peter Boutwood, Rowan Dewhurst, Mike Donovan, Stefan Fricke, Kurt Gewinnus, Ronnie Grant, John Hotchkiss, Patrick Jerome, Tim Jones, Ian Khan, Eddie Kimbell, Martin Koller, Martin Ludwig, Alastair Lyall, Alain Menu, Christer Offason, Ian Shaw, James Shead, Paul Spooner, Mercedes Stermitz, Carlton Tingling, Julian Westwood, Uwe Wolpert.

RT3/84
Jun Andou.

RT3 (year unknown)
Gerhard Claus, Klaus Lepp, Yasuharu Nakajima, Martin Wagenstetter.


1988
RT32
Pierre Bennehard, Gary Brabham, Martin Donnelly, Gary Dunn, Kazuo Hada, Masakazu Hamana, Damon Hill, Ross Hockenhull, Syuuji Hyoudou, Jun’ichi Ikura, Eddie Irvine, Masahiko Kondou, Peter Kox, Masahiro Matsunaga, Alain Menu, Kiyoshi Misaki, Akihiko Nakaya, Makoto Nakayama, Ryuuichi Natsukawa, Hitoshi Ogawa, Akinori Okada, Maurizio Sandro-Sala, Syuuroku Sasaki, Kouji Satou, Dave Scott, Antonio Simoes, David Velay, Mitsumasa Watanabe, Karl Wendlinger, Jo Zeller.

RT31
Andy Bovensiepen, David Brabham, Claude Degremont, Martin Donnelly, Stefan Fricke, Sen’ichi Fujino, Kazuo Hada, Hideaki Hagiwara, Naoki Hattori, Syuuji Hyoudou, Jun’ichi Ikura, Kiyoshi Itou, Naozumi Itou, Micke Johansson, Masashi Kabuyama, Masahiko Kageyama, Katsutomo Kaneishi, Gerrit van Kouwen, Frank Krämer, Takuya Kurosawa, Shigeki Matsui, Hiroyuki Matsushita, Katsuhiko Mochiki, Eiki Muramatsu, Katsumi Muraoka, Akinori Okada, John Penfold, John Robinson, Maurizio Sandro-Sala, Kouji Satou, Isao Shibata, Tomohiko Sunako, Eiichi Tajima, Phillip Verellen, Naoki Wakasugi, Mitsumasa Watanabe, Logan Wilms, Eiji Yamada, Yuuji Yamamoto.

RT30/85
Ronnie Grant, Thierry Lejeune.

RT30 (year unknown)
Guido Basile, Peter Boutwood, Otmar Fassold, Naoki Hattori, Tamihide Katano, Yoshimitsu Kondou, Trond-Aage Krosby, Tsuneyoshi Mon’nai, Sakae Obata, Walter Zischg.

RT3 (year unknown)
Jun Andou, Andras Kövesdan, Herbert Prügl.


1989
RT33
Philippe Adams, Gary Ayles, David Brabham, John Estupinan, Takahiko Hara, Naoki Hattori, Derek Higgins, Naozumi Itou, Masahiko Kageyama, Katsutomo Kaneishi, Syunji Kasuya, Masahiko Kondou, Takuya Kurosawa, Shigeki Matsui, Alain Menu, Alan McNish, Fuminori Mizuno, Eiki Muramatsu, Ryuuichi Natsukawa, Steve Robertson, Keiichi Sakamoto, Kouji Satou, Antonio Simoes, Yoshiyasu Tachi, Minoru Tanaka, Hisashi Wada, Meik Wagner, Paul Warwick, Karl Wendlinger, Julian Westwood, Alessandro Zanardi, Jo Zeller.

RT32
Giovanna Amati, Ken Bowes, Augusto Cesario, Dominic Chappell, Masakazu Hamana, Naoki Hattori, Syuuji Hyoudou, Akira Ishikawa, Katsutomo Kaneishi, Takayuki Kinoshita, Masahiko Kondou, Thierry Lejeune, Shin’ya Maeda, Kiyoshi Misaki, Morio Nitta, Sakae Obata, Takayuki Ooi, Fernando Plata, Warwick Rooklyn, Kouji Satou, Kenta Shimamura, Tomohiro Souma, Tomohiko Sunako, Atsushi Tanaka, Tetsuya Tanaka, Hisashi Wada, Mitsumasa Watanabe, Chad Wentzel, Shinji Yoshikawa.

RT31
Yoshimichi Fujinaga, Hideaki Hagiwara, Genji Hashimoto, Tomoyuki Hosono, Naozumi Itou, Fuminori Mizuno, Tsuneyoshi Mon’nai, Akio Morimoto, Sadafumi Nakajima, Yukio Okamoto, Hakan Olausson, Seiji Oomura, Walter Perfler, Joachim Ryschka, Eiichi Tajima, Yoshinari Takasugi, Souichirou Tanaka, Tetsufumi Toda, Naoki Wakasugi.

RT30/86
Tsuneyoshi Mon’nai.

RT30 (year unknown)
Otmar Fassold, Volkmar Löw, Wolfgang Petutschnig.

RT3 (year unknown)
Syun’ichi Inoue, Herbert Prügl.


1990
RT34
Gary Ayles, Thorbjörn Carlsson, Eric Cheli, Bernard Dolan, Christian Fittipaldi, Mitsuo Fujimura, Yoshimichi Fujinaga, Ken’ichirou Fujinuma, Hideo Fukuyama, Naohiro Furuya, Kanemitsu Gondou, Markus Gutjahr, Hideaki Hagiwara, Osamu Hagiwara, Mika Hakkinen, Yukihiro Hane, Eric Helary, Pekka Herva, Marc Hessel, Derek Higgins, Jun’ichi Ikura, Akira Ishikawa, Naozumi Itou, Thomas Johansson, Masami Kageyama, Syunji Kasuya, Mitsutake Koma, Masahiko Kondou, Takuya Kurosawa, Ellen Lohr, Shin’ya Maeda, Jonathan McGall, Shigeki Matsui, Kiyoshi Misaki, Fuminori Mizuno, Kenji Moriya, Yvan Muller, Eiki Muramatsu, Takamasa Nakagawa, Sadafumi Nakajima, Ryuuichi Natsukawa, Masayoshi Nishigaito, Hiromi Nishizawa, Hideki Noda, Akinori Okada, Yukio Okamoto, Niko Palhares, Otto Rensing, Victor Rosso, Rickard Rydell, Mika Salo, Susumu Shinoduka, Hans Simonsson, Paul Stewart, Kinji Suzuki, Yoshiyasu Tachi, Eiichi Tajima, Youji Takahashi, Kazuaki Takamura, Minoru Tanaka, Tetsuya Tanaka, Tetsufumi Toda, Paul Warwick, Marco Werner, Hisashi Wada, Julian Westwood, Hisashi Yokoshima, Jo Zeller.

RT33
Philippe Adams, Laurent Aiello, Luca Badoer, Dominic Chappell, Yoshihiro Daimonji, Amato Ferrari, Yoshihisa Fujita, Naohiro Furuya, James Gurney, Osamu Hagiwara, Naoki Hattori, Steve Hepworth, Yasutaka Hinoi, Tomoyuki Hosono, Akira Ishikawa, Thomas Johansson, Masami Kageyama, Kouichi Kashiwabara, Tooru Katou, Nagao Kitade, Peter Kox, Robert Mears, Fuminori Mizuno, Satoshi Motoyama, Ryuuichi Natsukawa, Akinori Okada, Yukio Okamoto, Tadashi Okunuki, Kouzou Orita, Fernando Plata, Charles Rickett, Steve Robertson, Victor Rosso, Claes Rothstein, Darren Shaw, Susumu Shinoduka, Kazuaki Takamura, Tetsuya Tanaka, Syuuhei Taniguchi, Tetsufumi Toda, Keiichi Tsuchiya, Hisashi Wada, Hisashi Yokoshima, Flurin Zegg.

RT32
Takeshi Asami, Steve Bradley, Augusto Cesario, Dominic Chappell, Yoshihiro Daimonji, Pedro Diniz, Haruki Fujimura, Néstor Gurini, Thierry Lejeune, Tsuneyoshi Mon’nai, Kiyoshi Nakazawa, Osvaldo Negri, Akinori Okada, Kuniomi Sakai, Juan Serda, Atsushi Tanaka, Souichirou Tanaka, Jon Warmland.

RT31
Manfred Banzer, Kanemitsu Gondou, Kiyoshi Nakazawa, Walter Perfler, Joachim Ryschka,

RT30 (year unknown)
Günter Aberer, Volkmar Löw, Tomas Spöttl.

RT3 (year unknown)
Josef Tarmann.


1991
RT35
Philippe Adams, Marcel Albers, Hiroyuki Aoki, Rubens Barrichello, Olivier Beretta, Paulo Carcasci, Paolo Coloni, Jose Cordova, David Coulthard, Laurent Daumet, Pedro Diniz, Ludovic Faure, Yoshimichi Fujinaga, Jordi Gene, Guillaume Gomez, Kanemitsu Gondou, Yukihiro Hane, Takahiko Hara, Marc Hessel, Tomoyuki Hosono, Kaoru Iida, Takuji Ishida, Akira Ishikawa, Naozumi Itou, Masami Kageyama, Tatsuhiko Kanaumi, Kenji Kanehisa, Katsutomo Kaneishi, Masahiko Kondou, Tom Kristensen, Linus Lundberg, Hidetoshi Mitsusada, Akio Morimoto, Satoshi Motoyama, Takamasa Nakagawa, Sadafumi Nakajima, Ryuuichi Natsukawa, Eduar Merhy Neto, Masyoshi Nishigaito, Akira Noda, Hideki Noda, Keiichi Ogawa, Akinori Okada, Yukio Okamoto, Klaus Panchyrz, Olivier Panis, Anthony Reid, Andre Ribeiro, Steve Robertson, Kouji Satou, Ryuutarou Sawada, Eiichi Sawanobori, Mimmo Schiattarella, Shinsuke Shibahara, Kenta Shimamura, Takeshi Souda, Tomohiko Sunako, Eiichi Tajima, Kouji Takahashi, Kazuaki Takamura, Tetsuya Tanaka, Tetsufumi Toda, Keiichi Tsuchiya, Marcello Ventre, Jacques Villeneuve, Eugenio Visco, Marco Werner, Shin’ichi Yamaji, Hisashi Yokoshima, Alex Zampedri.

RT34
Steve Arnold, Olivier Beretta, Sandy Brody, Yoshihisa Fujita, Pekka Herva, Mikke van Hool, Tomoyuki Hosono, Syuuji Hyoudou, Tatsuhiko Kanaumi, Ewald Kapferer, Hideki Katou, Linus Lundberg, Shin’ya Maeda, Robert Mears, Hidetoshi Mitsusada, Kazutomo Mizuki, Ryuuichi Natsukawa, Akira Noda, Tadashi Okunuki, Sherif El Sakkaf, Yasunori Satou, Ryuutarou Sawada, Eiichi Sawanobori, Peter Schär, Ruedi Schurter, Shinsuke Shibahara, Kenta Shimamura, Nigel Smith, Hugo Spowers, Tomohiko Sunako, Kinji Suzuki, Kazuhito Takahashi, Kouji Takahashi, Tetsufumi Toda, Franz Wöss, Jo Zeller.

RT33
Christophe Bouchut, Jean-Christophe Bouillion, Alan Carruthers, Yoshihiro Daimonji, Svend Hansen, Eric Helary, Kaoru Iida, Kenji Kanehisa, Hideki Katou, Masamichi Mizutani, Yukio Okamoto, Claes Rothstein, Susumu Shinoduka, Souichirou Tanaka, Franc ten Wolde.

RT32
Augusto Cesario, Leonel Friedrich, Affonso Giaffone, Marcos Gueiros, Pedro Muffato, Cezar Pegoraro, Ricardo Risatti, Darcio Dos Santos, Tom Stefani.


1992
RT36
Philippe Adams, Marcel Albers, Hilton Cowie, Yoshihiro Daimonji, Pedro Diniz, Stéphane Fedon, Giancarlo Fisichella, Guillaume Gomez, Shigeaki Hattori, Pekka Herva, Warren Hughes, Elton Julian, Keiichi Kobayashi, Masahiko Kondou, Tom Kristensen, Michael Krumm, Scott Lakin, Nicolas Leboissetier, Sascha Maaßen, Hidetoshi Mitsusada, Kazutomo Mizuki, Hirofumi Sada, Mika Salo, Martin Santner, Diego Castro Santos, Kazuaki Takamura, Olivier Thévenin, Marco Werner.

RT35
Christian Abt, Steve Arnold, Peter Aslund, Adam Cottrell, Paul Evans, Gray Hedley, William Hewland, Derek Higgins, Yasutaka Hinoi, Akira Ishikawa, Frank Kremer, Tom Kristensen, Satoshi Motoyama, Yukio Okamoto, Niko Palhares, Danny Pfeil, Anthony Reid, Mika Salo, Nigel Smith, Kazuaki Takamura, Tetsuya Tanaka, Franz Wöss, Jo Zeller.

RT34
Steve Arnold, Augusto Cesario, “Constantino Jr.”, Hilton Cowie, Kurt Fischer, Guillermo Kissling, Pedro Muffato, Ricardo Risatti, Amanda Runnacles, Urs Rüttimann, Stephen Watson.

RT33
Affonso Giaffone, Marcos Gueiros, Svend Hansen, Claes Rothstein.

RT32
Pedro Muffato.

RT31
Christian Baumann, Günther Obermüller, Willi Sträuli.

RT30/86
Christoph Grossenbacher, Bruno Huber.

?
Josef Renauer.


1993
93C
Jeremy Cotterill.

RT37
Oliver Gavin, Riccardo Rosset, Gualter Salles, Eiichi Tajima, Jo Zeller.

RT36
Patrick Bernhardt, Chris Clark, Brian Cunningham, Yoshihiro Daimonji, Hans Fertl, Andre Fibier, Shigeaki Hattori, Masami Kageyama, Keiichi Kobayashi, Masahiko Kondou, Frank Kremer, Kazutomo Mizuki, Claes Rothstein, Hirofumi Sada, Derek Watts.

RT35
Abel Gonzalez, Georg Holzer, Ewald Kapferer, Urs Rüttimann, Andreas Schüssler, Franz Wöss.

RT34
Rubén Fontes, Bruno Huber, Fabián Malta, Tarso Marques, Norio Matsubara, Pedro Muffato, Helio Castro Neves, Andrew Nimmo, Renato Russo.

RT33
Fernando Croceri.

RT32
Andreas Bähler.

RT31
Wolfgang Krebitz, Willi Sträuli.

RT30 (year unknown)
Detlef Schoch.

RT3 (year unknown)
Jean-Claude Pointet


1994
94C
Warren Hughes, Eiji Sengoku.

93C
Hiroshi Urayoshi.

RT37
Urs Rüttimann, Jonathan Williams.

RT36
Yoshihiro Daimonji, Masayoshi Hasimoto, Georg Holzer, Ewald Kapferer, Josef Neuhauser, Franz Wöss, Hiroyoshi Yamazaki.

RT35
Andreas Bähler, Georg Holzer.

RT34
Roque Aranda, Fernando Croceri, Adrián Hang, Bruno Huber, Ramón Ibarra, Guillermo Kissling, Fabián Malta, Ricardo Risatti.

RT32
Denis Schubiger.

RT31
Willi Sträuli.

RT30 (year unknown)
Theodor Erhard.


1995
RT36
Florian Schnitzenbaumer.

RT35
Andreas Bähler, Georg Holzer.

RT34
Daniel Belli, Luiz Donizetti, Kurt Fischer, Bruno Huber, Marcelo Maciel, Sergio Tetamanzi.

RT33
Walter Santángelo.

?
Toni Teittinen.


1996
93C
Jo Zeller.

RT37
Urs Rüttimann.

RT36
Thomas Stingelin.

RT34
Gastón Amboade, Carlos Canzonetta, Luiz Donizetti, Kurt Fischer, Fabian Gysin, David Muffato, Carlos Di Nella, Gabriel Werner.

RT32
Stephan Bachmann.

RT33
Pontus Moerth.

RT3 (year unknown)
Christian Zeller.


1997
93C
Urs Rüttimann.

RT37
Heinz Baltensperger.

RT36
Peter Bachofen, Thomas Stingelin.

RT35
Georg Holzer, Bruno Huber.

RT34
Theodor Erhard, Jimmy Mezquida, Federico Sanz.

RT33
Markus Döbeli.

RT3
Christian Zeller.


1998
93C
Urs Rüttimann.

RT36
Peter Bachofen, Thomas Stingelin.

RT35
Bruno Huber, Reimund Seidenfaden.


1999
RT36
André Gauch, Marcel Heimberg.

RT35
Bruno Huber.

RT34
Fabian Gysin.


2000
F3/2000
Stuart Crow.

RT36
Tobias Blättler.

RT35
Bruno Huber.


2001
RT36
Esa Harklin.

RT35
Mikko Polameri.


2002
F93C
Bruno Huber.

?
Jussi Lailavuo.


2003
RT35
Teemu Tanninen.

BWA

BWA

Another of Italian F3 manufacturers that seemed to proliferate through the 1960s and early 1970s. BWA were a road-car wheel and trim manufacturer and during the second half of the ’60s produced a handful of conventional Ford powered F3 cars. Despite the occasional reasonable result the BWA was never to really prove consistently competitive and as financial problems hit BWA any development of the cars was left to the teams. 1971 would seem to have been the last year a BWA raced competitively when di Nuzzo managed 2nd place in a F3 race at Monza.

1967

The first and only BWA monocoque, the T324, was introduced for 1967, it was very slim and constructed from Dural. It consisted of two parallel pontoons connected at intervals by fully stressed formers, the flanks were undercut along the sides of the cockpit. Cosworth engines driving through Colotti gearboxes were used. The wide track wishbone based suspension was outboard and ten cars were built. Pino Pica took a second at Monza but despite the sale of the cars BWA were in financial troubles and the company closed during the year.

Driver

1965 Pino Babbini, Enzo Corti, “Geki”( Giacomo Russo), Massimo Natili, Nestor Salerno.

1966 Pino Babbini, Enzo Corti, Carlo Facetti, Giovanni Lo Voi, Marco Macciantelli, Giancarlo Moiso, Massimo Natili, Mario Pandolfo, Boley Pittard, Gaetano Starrabba.

1967
T324
Enzo Corti.

1966 chassis (type number unknown)
Jorge Kissling.

?
Alessandro Braga, Enzo Corti, Chris Craft, Giancarlo Moiso, Rosario Nicoletti, Gianfranco Padoan, Mario Pandolfo, Giuseppe Piazzi, Pino Pica, Franco Tofani.

1968 Alessandro Braga, Enzo Corti, Franco Galli, Franco Tofani.

1969 Alessandro Braga, Enzo Corti, Piazza.

1970 Mario Bianchi.

1971 Michele di Nuzzo

BSR

BSR89_2
Frank Krämer at Hockenheim in the BSR 389.

BSR

Bertram Schäfer was a former F3 driver of some note and after he retired he started a new life as an entrant running Ralts in German F3 until in 1988 he became a constructor building the KS388 at his Volkswagen Motorsport base at Birburg. Clearly Schäfer wasn’t taking any chances as he also ran a Reynard 883 alongside his own car. A new design followed for 1989 but Schäfer found that taking on the experience of the more established was too much and in 1990 his team switched to the Ralt chassis. The BSR name was derived from Bertram Schäfer Racing.

1988

The KS388 was designed by Johann Knapp who had worked at Zakspeed, it was a conventional design with pullrods at the front and pushrods at the rear, it was powered by a Schrick tuned VW engine and used the ubiquitous Hewland gearbox. It was the first carbonfibre F3 car to be built in Germany. A series of good placings for Krämer with bests of a 2nd at Brünn and thirds at the Nurburgring (twice) and Hockenheim saw a fourth place in the German Championship.
BSR88small
Frank Krämer in the BSR 388.
BSR89small
Ellen Lohr in the BSR 389.

1989

Obviously pleased with the success of the 1988 model Schäfer had a pair of 389s built for the 1989 Championship, this time doing the designing himself. Things got off to a good start with a somewhat fortuitous 1-2 finish at the opening round at Hockenheim but for the rest of the season his two drivers only managed two other top six finishes each. It appeared that the chassis wasn’t sufficiently stiff compared to its competitors and there was little that could be done to help matters..

1990

A new chassis was designed and built for 1990 but Volkswagen, who were backing the team, felt that the tried and tested route was probably safer and the team switched back to runmning Ralts.

Driver

 

1988 388
Frank Krämer.

1989 389
Frank Krämer, Ellen Lohr, Marco Werner.

1990 389
Arnold Wagner.

Hayashi

hayashi
hayashi
hayashi
Hayashi
The Hayashi 803 at its announcement.

Hayashi

The guiding light behind Hayashi was aluminium wheel maker Masakazu Hayashi, he formed the racing company near the Suzuka circuit in 1970 and began by producing cars for the Japanese Formula Junior 1600. Hayashi moved into F3 in 1980 and soon had some success in the Japanese Championship. In 1981 a F3 car was converted to F Atlantic spec and it won the Macau GP driven by American Bob Earl although further success in this class was not forthcoming. Hayashi continued to run in the domestic F3 events until the end of 1986 when a downturn in the aluminium wheel business saw Hayashi withdraw from racing.

1980

The 803 was heavily March influenced, it had a sheet alloy monocoque with tubular sub frames at both ends. It was designed by Hayashi in conjunction with his cousin Minoru who had set up the Dome company around the same time as the formation of Hayashi. Suspension was inboard at both the front and the rear. Apparently the tub was insufficiently rigid which did not endow it with very good handling, nevertheless Nakako took third in the Japanese F3 Championship in 1980. Plans to export it to Europe were never followed through.
Hayashi80
The Hayashi 803 without its bodywork.

1981

A Masaoa Ono designed car was introduced for 1981, the 320, Ono had made his name designing the Kojima F1 cars. For the new model the radiators were moved into the sidepods and a needle nose was used instead of the full width design of the 803. The tub consisted of an aluminium-alloy twin-tub with tubular sub-frames. It was very successful finishing first, third and fourth in the Japanese Championship winning three of the nine rounds.
Hayashi81
The Hayashi 320.

1982

The 321 was introduced for 1982 and was an evolution of the 320. One car raced in Japan although the 320 kept racing and got the better results. A 321 appeared briefly in the UK driven by Japanese Champion Osamu Nakako but an accident at Silverstone saw it disappear again before it could make a real impact.
Hayashi82
Osamu Nakako racing the 321 in the UK.

1983

The 321 continued into 1983 taking the runner-up spot in the Championship for Aguri Suzuki in what was a very weak year for Japanese F3.
Hayashi84
Eje Elgh at Macau in the 322.

1984

The 322 was the new car for 1984 as the new flat bottom regulations came into effect, it was basically the 321 with its ground effect bits and pieces removed. It was however successful with Syuuji Hyoudou winning a race and taking three second places on his way to taking the top spot in the All Japan series. Its debut appearence seems to have been at the end of November 1983 at the Macau GP when it must still heve been using ground effect details. Driven by the under-rated Eje Elgh it proved very competitive against the cream of the European cars and drivers finishing fourth on aggregate.

1985

The 330 was not dissimilar to the Ralt RT30 inasmuch as it used the similar asymmetrical sidepod design with a reduced right hand pod that housed the oil radiator. The chassis was aluminium with a carbon-fibre top section, the front suspension used a pushrod, while the rear had a rocker arm. The car won a race in the 1985 All Japan Championship and several other good places saw Syuuji Hyoudou finish third in the final standings.

1986

The 1986 331 would be Hayashi’s last F3 chassis and it was based on the 330, however it was not competitive, the singleton chassis only doing the first three races of the season and not qualifying in the top 12.
Hayashi85
A stripped down 330, the asymmetric sidepods can be clearly seen as can the pushrod front suspension.

Drivers

1980 Osamu Nakako, Kengo Nakamoto.

1981 Iwata Eiji, Osamu Nakako, Kengo Nakamoto.

1982
321
Osamu Nakako, Hitoshi Ogawa.

320
Iwata Eiji, Kenji Itani, Hitoshi Ogawa, Aguri Suzuki, Tooru Takahashi.

1983
322
Eje Elgh.

321
Kouichi Akagi, Aguri Suzuki.

320
Takamasa Nakagawa, Eiji Yamada, Tomiko Yoshikawa.

1984
322
Kouichi Akagi, Syuuji Hyoudou.

320
Takamasa Nakagawa, Tomiko Yoshikawa.

1985
330
Kouichi Akagi, Kazuo Emi, Syuuji Hyoudou, Osamu Nakajima, Makoto Nakayama.

322
Ukyou Katayama, Tadao Yamauchi.

320
Hideki Ogawa.

1986
331
Syuuroku Sasaki.

330
Osamu Nakajima, Fumiko Shinoda.

320
Syuuji Hashimoto.

1987 320
Tsuneyoshi Mon’nai.

1988 320
Tsuneyoshi Mon’nai.

Ensign

Ensign72a
Rikki von Opel leads Colin Vandervell at Mallory in 1972.

Ensign

Mo Nunn is perhaps best known today for engineering the cars of a number of CART champions such as Emerson Fittipaldi and Alex Zanardi and he now runs his own two-car CART team. However many people don’t realise the Nunn was a mean racer himself back in the days of the F3 1-litre screamers when he drove for the works Lotus team and then he subsequently became a constructor of F3 and F1 cars, the F3 cars in particular being very successful. Originally Nunn intended to race in F5000 in 1970 but when the drive fell through he decided to turn constructor instead, with backing from Bernard Lewis he built the first Ensign in a lock-up at the back of his bungalow! Such was the success of this first chassis in 1971 that orders for more soon came and Nunn had to obtain premises and begin producing the cars seriously. In 1973 Rikki von Opel who had been racing an F3 Ensign asked Nunn to build an F1 car for him and as a result Ensign withdrew from F3. Ensign continued in F1 until 1983 although lack of a proper budget meant the cars only ever showed flashes of promise, notably when Chris Amon and Clay Reggazzoni were driving.

1971

The F3 Ensign was first displayed at the 1971 Racing Car Show although, as can be seen on the left, it was in fact testing prior to this time. Sometimes known as the F371 but more often as the LN1 it was an instant success with Bev Bond putting in some sterling drives, including several victories in the works car. Steve Thompson, David Purley and Mike Walker also winning in their examples. The chassis consisted of a square-tube space frame with stressed alloy side panels and was fitted with a conventional suspension set up although the wishbones were very wide based. Most noticeable was the very sleek bodywork with its neatly ducted side radiators. Three cars were built during the course of 1971.

1972

Initially the only noticeable change for the F372 was the sleek Alpine-like new engine cover with its built in wing. The Ensign certainly seemed to be the fastest car in a straight line but a weakness under braking led to mid-season revisions including lowered suspension pick-up points and a general all over tweaking. This certainly seemed to help and after a midyear slump the Ensign was winning again by season’s end.
Ensign70
Alan Rollinson testing the Ensign at Silverstone in December 1970. As can be seen it was fitted at this time with a 1-litre engine.
Ensign71a
Steve Thompson at Brands Hatch in October 1971.
Ensign70a
The square tube spaceframe chassis, it extends well forward to carry the wide based lower wishbones.
Ensign72
Mike Walker finishing 4th at Rouen
Ensign72b
Colin Vandervell in his Potterton car.

1973

At the beginning of the season Ensign sold a number of cars that were unchanged versions of the 1972 chassis due to Nunn’s preoccupation with F1. As their best drivers left for the March camp Dave Baldwin was recruited from Lotus to do some design work which resulted in a much improved car that allowed Brian Henton to win races at the end of the year but the effort required for Grand prix racing meant the end of F3 for Ensign.

1974

Although Ensign were no longer building F3 cars Dick Parsons raced a car that was entered as an F373/74. It would seem to be a 1973 car with the 1973 late season modifications that were carried out to Brian Henton’s car (see above).

Drivers
1971 F371
Bev Bond, David Purley, Alan Rollinson, Steve Thompson, Mike Walker.

1972
F372
Bob Evans, Jeremy Gambs, Neil Ginn, Mike Greenwood, John Littler, Rikki von Opel, David Purley, Cavan Riley, Tony Trimmer, Mike Tyrrell, Colin Vandervell, Mike Walker, Mike Wilds.

F371
Ken Mackintosh, Ken Sedgley.

1973
F373
Mo Harness, Carlo Giorgio, Brian Henton, Tom Hilliar, Roberto Marrazi, Larry Perkins, Lorenzo Sassi, Ole Vejlund, Mike Wilds, Roelof Wunderink.

F372
Roger Craven, Spencer Elton, John Littler, Jac Nelleman, Frank Scurria, Mike Tyrrell.

F371
Ken Sedgley, Roelof Wunderink.

1974
F373/74
Dick Parsons

F373
Arie Luyendijk.

F372
Frank Scurria.

1975
F373
Bob Howlings.

?
Buzz Buzaglo

Ensign73
A second place for Mike Wilds at Mallory.
Ensign74
Dick Parsons in the Smiths Crisps Ensign at Thruxton.

Eufra

eufra391a
1991, Peter Kox leads the field at Zolder in his Eufra 390.

Eufra

It would seem that Eufra first built F3 cars in the late 1970’s and then stopped until the 1990s when production began again. Eufra as a racing team have entered cars in various classes in German National racing for several years including in 1988 entering a Formula Konig car for a young Michael Schumacher. Their 1990s cars were quite successful including winning a couple of races for Peter Kox in 1991 who finished seventh in the German Championship, the advent and subsequent domination of the Dallara seems to have put an end to their ambitions.

1978

The only appearance for the H18 in 1978 was at the Nurburgring where Niedzwiedz was unable to qualify the BMW powered device being some 50 seconds off the pace.

1979

The now Toyota-powered H18 had a few reasonable runs in Baumann’s hands including a sixth at Hockenheim.
h18
The less than svelte lines of the 1979 H18.

1980

The H18 only appeared for one race in 1980, an early season non-championship round at Hockenheim where Baumann took ninth.

1990

A new car, the 390, suddenly appeared after a ten year absence, the design was basically the 1989 Tark-Aleko (q.v.) and judging by the number of drivers quite a few of the carbon-composite chassis were built. Kelleners in the VW powered works car was a front runner all season frequently qualifying in the top six and finishing third twice, at Wunstorf and Zeltweg.

1991

Initially Eufra ran an updated 390 penned by Bernd Rörg and once again it was competitive with Peter Kox scoring several good results with the works Mugen engined car including wins at Avus and Most and a second at Wunstorf. By the mid-point of the season the new Bernd Rörg design, the 391, was introduced which employed F1 aerodynamics, sadly F1 aerodynamics were not the answer in F3 and together with a lack of testing resulted in no more points being scored during the year.

1992

The 391 continued into 1992 run by privateers but was no longer competitive with only one top six finish at the Norisring in the Championship rounds.
eufra391
Peter Kox during 1991 in the Eufra 390.

1993

Eufra was now owned by an Austrian, Manfred Jurasz, the Bernd Rohrig designed 393 was the new car but in the early races with Peter Kox it was unreliable and then after Kox had gone it wasn’t very quick. Midway through the year it was withdrawn and other than some private entries that was the end of Eufra in F3.

Drivers

1978 H18
Klaus Niedzwiedz.

1979 H18
Michael Baumann.

1980 H18
Michael Baumann.

1990 390
Mathias Arlt, Frank Beyerlein, Franz Engstler, Ralf Kelleners, Frank Krämer, Sadafumi Nakajima, Philipp Peter, Frank Schmickler, Mercedes Stermitz, Logan Wilms.

1991
391
Peter Kox, Danny Pfeil, Arnaud Trevisiol, Meik Wagner.

390
Mathias Arlt, Peter Kox, Philipp Peter, Meik Wagner, Peter Wieser.

1992
391
Peter Kox, Frank Krämer.

390
Guido Dacco, Renato Prioli, Peter Wieser

1993
393
Peter Kox, Frank Krämer, Marko Mankonen.

390
Gerhard Claus, Georg Lammel.

1994 390
Gerhard Claus, Georg Lammel.

1995 390
Gerhard Claus, Michael Fiedler.

1998 390
Herbert Leibach.

1999 ?
Hanus Lim

eufra393
The Mugen-engined 393.

Ehrlich/Emc

Ehrlich75
Tony Rouff in the 1975 Ehrlich at Silverstone.

Ehrlich/Emc

Born in Vienna, Dr Joseph Ehrlich came to England in the 1930s where he made a name for himself with his work on motorcycle engines and the EMC motorcycle which Mike Hailwood took to third place in the 1961 world series. After working as a consultant for BMC Dr Ehrlich set up his own company in 1958 doing work for other constructors as well as work on his own projects which included producing a number of karts. The first F3 car appeared in 1969 and for the next ten years or so a series of F3 and F Atlantic cars appeared which met with varying degrees of success. In the early 80s Dr Ehrlich returned to his first love, motorcycles and kart engines where he had a great deal of success including winning four Junior TTs. Sadly, in September 2003, Dr Ehrlich passed away.

1968

The first F3 car was entered as an EMC and was designed by Mike Keele, it was influenced both by the karts the team had experience with and the contemporary Brabham. It was fitted with Brabham BT21 bodywork and went reasonably well on occasions.

1969

A new car was introduced for 1969 and was quite heavily influenced by the F2 Brabham BT23, it ran well early in the season scoring a third at Mallory Park but difficulties within the team saw its withdrawal part way through the season.

1970

The EMC was entered for at least one race in 1970, Heat 1 of the Forward Trust round at Cadwell Park on the 19th of July, but it seems the car was a no-show. Dr Ehrlich also entered noted sportscar driver Roger Enever in a Brabham-EMC BT21 in Heat 2 of the same meeting but again this would seem to be a DNA.

1971

The 1971 Ehrlich was in fact the 1969 Brabham BT23 based chassis, resurrected and equipped with a 1600cc engine, it would have a brief season. Designated the EMC 606 Jody Scheckter did a handful of races with best results of a heat win at Silverstone and a 4th at Mallory Park. Scheckter deciding the grass was greener elsewhere finished off the season with Merlyn.

1972

Reverting to the Ehrlich name a new chassis was introduced for 1972, the ES1. Unusually in the days of almost universal aluminium tubs this was equipped with a steel monocoque. Unfortunately down on power engines and indifferent handling meant Bev Bond had a difficult season.

1973

For 1973 the ES2 was introduced, in appearance it was very much like the ES1 as the pictures show and the same handling and engine problems were evident, despite this Derek Lawrence managed a 5th and 6th place in British Championship races. A young Danny Sullivan made his F3 debut with a handful of races in the car.

1974

Derek Lawrence raced the Ehrlich ES2 regularly during 1974 and once a Vegantune engine was installed the car ran well on a number of occasions finishing in the top 6 several times including a third at Oulton Park in August. Of course it must be remembered that this was the first year of the 2-litre formula and, in the UK at least, fields were generally small without a great deal of quality at the back. The car was sometimes shown as an ES2/3 in the results although what modifications were made is not clear.

1975

An uprated chassis still using the steel monocoque was introduced for 1975 with the introduction of the ES5. A Ford-Vegantune engine was added and Tony Rouff managed some reasonable results with a best of 4th at Aintree and 5th at Silverstone being the highlights. Unfortunately Dr Ehrlich was distracted by purchasing the 1972 F3 Lotus 73s which only ran in one race, perhaps more concentration on the ES5 would have produced better results.

1976

For the beginning of 1975 the ES5 was used again although it was sometimes referred to as ES5/2. Later in the season the car was updated again to ES6 specification, and was apparently entered as ES5/6. Results were becoming harder to achieve but Thruxton seemed a happy hunting ground with two 5ths and a 6th shared between the three drivers.

1977

Perhaps the best looking Ehrlich, the RP3 was designed by Graham Humphries and built by Sabre Automotive. It reverted to a conventional aluminium monocoque with a standard suspension design and was powered by a Novamotor Toyota. Driver Pierre Dieudonne’s best result was a 5th place in a non-championship race at Mallory.

1978

A revised version of the RP3 employing a narrow nose, the RP4 was used in 1978 with best finishes for Brett Riley of 6th, twice at Brands and once at Mallory.

1979

Once again the RP4 was used reverting to a full-width nose again but no top 10 finishes were recorded.

1980

For the last year in F3 the RP4 was fitted with a narrow nose and sidepods from the Formula Atlantic RP5. The final race was the at F3 British GP event when Ian Flux finished 10th, the car was converted into a Formula Atlantic RP5 and was written off in an accident at Brands Hatch.

Drivers

1968 Roger Keele. 1969 Roger Keele. 1971 Ian Ashley, Jody Scheckter. 1972 Bev Bond. 1973 Derek Lawrence, Danny Sullivan. 1974 Derek Lawrence, Chris Smith. 1975 Tony Rouff. 1976 Pierre Dieudonne, Richard Hawkins, Oscar Notz, Mike Tyrrell. 1977 Pierre Dieudonne. 1978 Brett Riley. 1979 Bryce Wilson. 1980 Ian Flux.
Ehrlich69
Roger Keele (20) on the grid at Crystal Palace.
emc
Jody Scheckter has the EMC sideways at Thruxton.
Ehrlich72
Bev Bond in the Ehrlich.
Ehrlich72a
Bev Bond's Ehrlich ES1.
Ehrlich73
Danny Sullivan in the Ehrlich ES2 at Silverstone
Ehrlich75a
Tony Rouff smoking a little with his ES5.
Ehrlich76
The ES6, a modified version of the ES5.
Ehrlich77
The best looking Ehrlich, the RP3 on its debut.
Ehrlich80
The last Ehrlich F3, the RP4, Ian Flux at the helm.

Eifelland

eifelland23
The modified nose of the 23 doesn't really fit with the rest of the lines of the March 723.

Eifelland

Eifelland were a team backed by caravan and camping magnate Gunther Henerici under his company name and were most famous for buying an F1 March 721 and fitting it out with supposedly aerodynamic bodywork developed by Luigi Colani. The bodywork proved to be highly inefficient and was replaced piece by piece during the season. Part way through the year Henerici sold his company, the new owners weren’t interested in motor racing and the Eifelland team was seen no more

1972

Several March 723s were purchased, fitted with modified nosecones and renamed the Eifelland 23, the cars were raced in Germany with a handful of reasonable results.

Drivers

1972 Bernd Breil, Wolfgang Bülow, Willi Deutsch, Gerd Koppenhauser, Rudi Schmidt, Willi Sommer, Alfred Stückrad, Hannelore Werner.

1974 Erwin Derichs, Hans Hargarten.

Elden

Elden
Elden
EldenPRH12a
Mike Catlow in the Elden PRH12 at Snetterton

Elden

Brian and Peter Hampsheir were the guiding lights behind Elden, Peter was an engineer whilst Brian had been a driver until his career was curtailed as a result of an accident. After building a number of F4 cars called Brihams the first Elden, the PH6 also a F4, appeared in 1969. In 1971 they produced the PH8, a Formula Ford, driven by Tony Brise, it was a huge success and premises at Wrotham Hill near Brands Hatch were bought to produce the car in larger numbers. Elden was taken over by Howard Drake in 1977 but reacquired by Brian Hampsheir in 1980 and moved to Brands Hatch.

1972

Emerging late in the 1972 season after extensive testing, the PRH9 contested two races in October and didn’t disgrace itself. The chassis consisted of a space frame skinned with aluminium, it had wide based wishbone suspension at the front with a top link, lower wishbone and radius rods at the rear. The chassis was slim with small radiators at the rear of the cockpit. Power was via a Holbay engine.

1973

The PRH12 (also listed as a Mk12) was basically the PRH9 with revised bodywork, notably a full-width nose, higher cockpit sides and a high tapering engine cover. In addition the water pipes ran externally along the bottom of the chassis. Three cars were built, two going to the USA for Formula B racing, the best result in the UK was a 3rd at Brands Hatch for Andy Sutcliffe who showed that given a decent driver it wasn’t far away from the March/GRD combinations.

1974

The PRH15 looked very similar to the PRH12 although underneath things were a little different. For the first time the chassis was a full monocoque and the wheelbase was longer. One of the three cars built went to the USA, a works car was entered in German F3 rounds for Steve Farnsworth sadly in the UK results were not forthcoming and Elden would not produce another F3 chassis.Interestingly Autosport showed a picture of the rear of an Elden F3 car in January 1974 showing a Schnitzer BMW power unit in the rear, a very early appearance of this engine.

Drivers

1972 Mike Catlow.

1973 PRH12
Mike Catlow, Andy Sutcliffe, Ted Wentz.

1974
PRH15
Steve Farnsworth, Jorge Koechlin, Bertram Schäffer.

PRH9
Jerry Blaine

1975
PRH9
Jerry Blaine

?
Tim Brise

elden_mk9a
The PRH9 on it's announcement on the Racing Car Showboat in early 1972.
EldenPRH9
Mike Catlow in the PRH9.
BMW
The engine bay of the Elden at the Motor Racing Showboat exhibition.
EldenPRH12
The PRH12 (sans rear wing) at its announcement.
elden_mk15
One of of the three PRH15s built.

Elise

elise
elise
The Elise 390 on its race debut.

Elise

The Elise 390 first appeared at the French F3 Championship round at Charade in June 1990, it was designed by Robert Cherbourg and used a Spiess VW engine. It qualified 22nd and finished 15th, a brave attempt to take on Ralt, Reynard and Dallara that did not reap any great reward. A new car appeared in 1992, the 92, still VW powered it finished tenth in the French Championship amongst a host of Dallaras and a couple of Bowmans. By 1994 the Elise was Fiat powered and Claude Dégremont had just one fifth place finish. The 396 appeared in 1996, it was Opel powered, its only result was a seventh at Val de Vienne. For 1997 it was back to Fiat engines with even less results, this time a tenth at Val de Vienne was it for the year. The 1998 car was variously reported as either a 395 or a 396 and was Renault powered, there was no improvement in results.

Drivers

1990 Michel Maisonneuve.

1992 Claude Dégremontt.

1994 Claude Dégremont.

1995 Stéphane Daoudi.

1996 Jean-Claude De Castelli.

1997 Cyril Prunet.

1998 Sébastien Philippe.