The Mk6 was designed by Bill Harris for use both in F2 and F3 but both the chassis that were built were to F3 specification (The ’65 F2 car was built as the Mk7). The design was a continuation of the F Junior line and the results weren’t too encouraging with a best of 6th in a race at Monza for John Ampt.
In addition a number of Mk 4 and 5 F Junior cars were converted to F3 spec, notably the MK5 that was run by the works in early season races. The Mk4 was the 1962 F Junior car, featuring disc brakes and a Hewland gear box for the first time. A single Mk5 was produced in 1963, similar but smaller than the Mk4 it also featured fibreglass bodywork. This was the car that would be sold to DAF.
Another Bill Harris design and again it was intended as a dual-purpose F2/F3 design, the Mk8 used a shorter spaceframe than the Mk6, it finished in front of the driveshafts. Modified suspension with new uprights and revised Mk 6 bodywork was used. Three cars were built but again results were disappointing with a best of 4th and 6th in the same race at Monza for Maglia and Blokdyk.
Allan Taylor was the new designer for the Mk9, it was apparently a stronger car than the Mk8 and used a further modified bodywork but it still showed no signs of competitiveness. Unhappy with the customer Cosworth MAE engines available Alexis began to develop their own but with no sign of any improvement.
Introduced part way through the season the Mk12 was once again a conventional design using a modern type space frame chassis with typical Alexis suspension employing wide based wishbones at the front, the team continued to persevere with their own version of the MAE engine. Three cars were produced but it was another year without a breakthrough, the best finish was a seventh at Chimay for Terry Ogilvie-Hardy who used a Novamotor-headed Cosworth engine.
Once again it was a mid-season debut for the latest Alexis F3, the Mk17, the chassis is sometimes called a Mk16, this would seem to be an early designation with the Mk17 intended to be a F2/F5000 car that was never built. It had a more sophisticated tubular steel chassis than the Mk12 and it featured a slightly wedge-shaped body. On occasions it showed some promise although once again the home brewed engines seemed to lack in the horsepower department. Ken Crook did a lot of the driving but numerous niggling problems prevented any real progress being made.
Transmission: Hewland Mk6 4-speed
Brakes: Girling 10.25 in diameter discs front and rear.
Suspension: Front, wishbones and coil springs: rear lower wishbones, top links, twin radius rods and coil springs.
Dimensions: wheelbase 89 in. track front 54.5 in. rear 55.25 in.
Wheels: 13 in. diameter front and rear.
Based on the previous year’s Mk17 F3 chassis, the Mk 20 had revised front suspension, side radiators and a wedge nose that gave a very neat overall appearance, a Vegantune engine was fitted. Sadly it seemed that very little development work was carried out and this was the last F3 Alexis to be seen.