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.

Hawke

Hawke1
Hawke1
Hawke76
The Hawke DL18 on its announcement at Le Touquet airport (hence les gendarmes).

Hawke

Hawke Racing Cars was set up in 1969 by ex Lotus Components manager David Lazenby to produce cars for Formula Ford and later FF2000, an early success was the ’69 Scottish Formula Ford Championship for one Tom Walkinshaw. Throughout most of the 70s Hawke produced a number successful cars especially the DL15 that helped establish Derek Warwick’s reputation. In 1974 Mike Keegan, father of Rupert Keegan and owner of British Air Ferries, took a controlling interest in the company and grandiose plans that included an Adrian Reynard designed F1 and F3 cars were announced. Although the F1 car did not appear the F3 car did, however following problems with the F3 car and with the F Ford cars becoming less successful Hawke disappeared from the scene at the end of the 70s.

1976

At the end of 1975 an advert appeared in Autosport from Ken Silverstone for a “Hawke F3”, Silverstone competed for several years at the rear end of F3 grids in a variety of cars and this is a Hawke DL 14 FF2000 chassis that has had a 2-litre Ford twin-cam dropped in the rear. Silverstone did manage a 4th place out of 5 finishers in the opening race of the season, it appeared a few times in other hands in later years.

1975

Designed by Adrian Reynard, the DL18 had a full monocoque tub in L72 aluminium with a high tensile roll cage to F1 standards. Suspension is rising rate and was inboard at the front, a twin brake pedal (a la the Lotus 76) was also fitted. The most unusual feature was the delta shaped rear wing. Various problems with the car meant that Rupert Keegan was never happy with it and it only raced once in the year.
Hawke75
The "unofficial" Hawke F3 car.
Hawke76a
The Hawke DL18 displaying its unusual delta-plan aerofoil at the rear.

1977

For 1977 Pat Symonds carried out revamp of the car including fitting a conventional rear wing, removing the engine cover and fitting a new cockpit surround. Despite the best efforts of Jan Lammers in the European Championship the car was still none too competitive.

1978

This car was displayed at the January 1978 Donington Speed Show, the board in the background says it is still a DL18 so presumably it was another revamp with new bodywork. It would appear that the car never raced and the Hawke name vanished from the racing scene.

Drivers
1976 Rupert Keegan, Paul Morton (DL14)
1977 Jan Lammers.
1978 Paul Morton (DL14)

Hawke77a
Jan Lammers showing the body work revisions to the DL18 and how to blend your helmet design in with the paintwork.
Hawke78
The 1978 version of the DL18.

Huron

huron2
A not very good quality picture of the incomplete Huron in the workshop in March 1971.

Huron

A very short lived constructor, Huron Auto Race Developments was formed towards the end of 1970 and by summer 1971 it had almost fallen apart. The three principals of the company were Jack Smith, a Canadian, Jo Marquart and Roy Ireland and as was standard practice at the time a F2/F3/F Atlantic was announced in March 1971 with F Ford and Sports Cars to follow. Before anything of significance had happened the company began to disintegrate as a consequence of personnel reshuffles. There was some talk of Hawke taking over the company or its assets but nothing happened and Jo Marquart left to join the just formed GRD. The company did continue into 1972 with a sports car and the F3 car did do one race at the end of the year but that was it for Huron.

1971

The F2/F3/ F Atlantic was shown to the press in March 1971 and it was clearly unfinished. The chassis was a monocoque with a semi-stressed engine, front mounted radiator with the air exiting from the top of the nose. Front suspension was by inboard lower wishbones and a top rocker, the rear was parallel lower links and outboard springs and dampers with inboard brakes.

1972

The SS1E fitted with a Spence tuned Renault engine appeared in the hands of F Ford perennial Syd Fox at the final F3 race of the year at Thruxton in November, the car qualified 27th out of 32 but did not start after the engine stopped on the warm-up lap..

Drivers
1972   Syd Fox.

huron1
Jo Marquart stands next to the unfinished Huron.

Hew

hew
hew
hew

Hew

Very few details about this Volkswagen powered car that competed in a handful of German events, it was entered and driven by Helmut Eicker. It ran reasonably well in a few minor events with a best finish of seventh at Mainz-Finthen.

Drivers:
1965 Helmut Eicker.

Heve

heve
heve
heve

Heve

In 1988, the second year of the Sudam F3 Championship, a VW-powered Heve appeared, it was of Brazilian manufacture and it scored no points as the series was fast becoming dominated by the European manufacturers, Dallara, Ralt and Reynard.

Drivers:

1988 Vital Machado.

Hrubon

hrubon
hrubon
hrubon

Hrubon

Built in France in 1972 the Hrubon employed a monocoque chassis with a tubular sub frame for the Nova engine. It had side radiators and inboard suspension, apparently it looked like a contemporary Tyrrell, it made no impression and wasn’t seen again.

Hope

hope
hope
hope

Hope

Michael Hope entered his Hope-Ford in a Les Leston round at Mallory Park in May 1966, it only lasted for two laps.

Drivers:

1966 Michael Hope.

Hartmann

hartmann
The F Junior Hartmann MkIII in 1959.

Hartmann

Amazingly the Hartmann was entered for the final F3 race on the banked Avus track in September 1967, amazingly because the Hartmann was a front engined DKW-powered F Junior model. The car had an alloy body with a bulbous nose, it had a simple frame consisting of two box side sections from a DKW saloon, there was additional cross bracing with an engine cradle. The front suspension, brakes, steering and wheels were also sourced from a standard DKW, the rear axle was located by radius rods with telescopic dampers and a transverse leaf spring. The car used a four-speed gearbox and a differential and was front wheel drive, unsurprisingly it wasn’t in the least competitive against its modern rivals.

Drivers

1967 Ernst Wagner.