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Mallock-U2
Mallock-U2
One of the legendary names of UK club racing Colonel Arthur Mallock began racing as a hobby after the finish of World War 2 and like many of his contemporaries in the race car manufacturing business he started his motorsport career as an accomplished driver. Arthur had a long-term love affair with Austin 7s and many of his early specials were based upon these cars and one of his first racers, built to to the 1172 Formula, was 7 based. In 1958 the first Mallock U2 appeared, a light space frame with square bodywork, that carried Arthur to many race wins. Formula Junior racing was also undertaken and a Mallock won a minor FJ race at the Nurburgring in 1960. In 1965 the new Clubmans formula was created which suited Arthur and his creations perfectly and over the years Mallock U2s have won numerous races although today they are highly sophisticated machines in comparison with those early days. Both of Arthur’s sons Richard and Ray had successful racing careers and are still involved in motorsport today.
During the years Mallocks have appeared in other classes including F3 and amazingly, in the 60s, in F2 when many a Brabham, Matra or Lotus driver would be embarrassed at trying to keep up with one of these front engined devices.
1971
This U2 Mk11B was a development of the Clubmans chassis with suitable adaptations for F3, wider wheels and F3 slicks, remove the mudguards, drop in a 1600cc F3 lump and off you go! Many people may have laughed when they saw this apparent anachronism in a F3 paddock but in a handful of races at the end of the year Ray Mallock had a 6th place at Castle Combe, a fifth at Thruxton, and a 4th at Oulton Park, all three in very good company indicating the car had real potential.
1972
For 1972 a new chassis, the Mk12 was developed, compared with the 11B the main change was the switch to a De Dion rear axle which allowed the fitting of disc brakes for the first time as well as helping to reduce the unsprung weight. Front suspension geometry was revised with fabricated front uprights (instead of the usual Triumph Herald ones) and the chassis was modified to allow the engine and gearbox to sit lower. Despite the disadvantages of a larger frontal area and having to change the entire gear box when altering gear ratios once again the Mk12 was surprisingly competitive and Ray had an early season 4th at Silverstone despite not having the best engines. Sadly though the usual lack of finance meant development lagged behind the works teams and the Mallock F3 challenge sadly evaporated.
Drivers
1964 Mk3
John Harwood.
1971 Mk11B
Ray Mallock, Richard Mallock.
1972 Mk12
Ray Mallock.
Duqueine
Duqueine
The Duqueine brothers, Victor and Gilles, owned a manufacturing facility making high tech components based in Villeurbanne in France. Their first cars were built in 1978 for Formule Renault and their first F3 car followed the next year. Success was not forthcoming and their next F3 chassis would be the VG4 in 1984, they continued to manufacture cars up until 1987 when the lack of any sustained success caused their withdrawal. Duqueine had many other strings to their bow, they have also built monocoques for Ligier as well as components for Renault, Group C sports cars and rally cars. In addition they also work in a number of different industrial areas.
1979
The VG3 was reminiscent of the Martini F3 cars with its sculptured nose cone. It seemed to have the appearance of a neat workmanlike chassis and apparently it showed well at Magny Cours, but like so many cars of the late 1970s they were left behind by ground effects technology. It seems that only the single VG3 chassis was completed.
1984
The VG4 consisted of a composite chassis with pull rods at the front and rockers at the rear meaning that the springs and dampers are inboard all round. AP brakes were fitted front and rear. The whole car came in well below the weight limit requiring 35kg of lead ballast.
The VG4 first saw the light of day at the end of 1984 at Ledenon in the hands of Gilles Duqueine. The car continued into 1985 with Duqueine picking up several top six finishes until a serious road accident ended his career. Three cars were sold to customers for 1986 with Philippe Gache in particular having several promising runs.
1987
The VG5 appeared to be a continuation of the earlier VG4 theme. Sadly results weren’t good at Duqueine withdrew from F3 to concentrate on their other projects.
Drivers
1979 Bernard Perroy.
1984 Gilles Duqueine.
1985 Gilles Duqueine.
1986 Philippe Gache, Philippe Goutard, Uko Katayama.
1987
Magnum
Magnum
The first Magnum, the 813 (and the F Atlantic), version were produced by Northampton’s Automotive Designs Ltd but from the 823 onwards they were the the work of Magnum Racing Cars, the company formed by John Robinson. Magnum always had an excellent reputation for both the quality of their designs and the standard of workmanship and for several years they seemed on the brink of a breakthrough into the Ralt and then Reynard dominated formula. Sadly it was not to be and in 1987 Magnum ceased producing F3 racing cars.
1981
The 813 started life as a Len Bailey design for a F1 Theodore that never saw the light of day. Automotive Designs took the whole thing over in mid 1980, modified the car for F3 and produced the first chassis in autumn of the same year.
The chassis featured a narrow tub for maximum sidepod width, suspension was inboard with the rear spring/dampers sitting over the gearbox. The fuel was housed between the driver and engine and Toyota-power was used.
1982
The 823 was a reworked version of the 813 and initially results were disappointing but a lot of work saw it improving a David Leslie took a sixth place at Silverstone at the end of June. Later in the year an understandably frustrated Leslie left to drive a Ralt RT3 which stopped any further progress.
1983
1984
1985
The 853 was a new design for the new flat-bottomed regulations and it used a logical development of the tub of the previous year’s 843. The chassis used aluminium sheets over honeycomb bulkheads to give a combination of strength and rigidity. At the rear there was a tubular steel frame that acted as an engine bay. The front suspension employed pushrods to operate the inboard springs and Koni dampers. At the rear rockers, hanging from sandwich plates, operate the dampers which were installed on top of the gearbox, lower wishbones take care of the bottom location. Magnesium uprights were fitted all round, also made of magnesium was the steering rack. The fuel and oil tanks sit between the driver and engine with an oil cooler in the left hand sidepod.
Unfortunately the two Finns who drove the cars early season weren’t very good and their frequent offs soon exhausted their budgets. Paul Jackson carried out a lot of mid-season testing which made a big difference and at the end of the year Cor Euser took pole and fourth place at Zandvoort showing what might have been.
1986
The 863 looked very different to the 853 but it was still considered to be an evolutionary design. Now the chassis was composed of an aluminium honeycomb with four cast magnesium bulkheads in the footwell and the dash area which was claimed to give a “massive increase in torsional rigidity” as well as increased driver safety. Pushrod suspension was fitted front and rear operating Koni gas-filled dampers. The bodywork and rear wing were totally redesigned to give the highest levels of downforce with the flat bottom now fitted.
1987
The engine/rear suspension of the 873.
The 873 rear wing and diffuser.
Yet another evolutionary design, the major change was a switch to a Staffs Silent Gear gearbox in the interests of increased torsional rigidity, reduced friction and more compact size. The dampers were now located either side of the gearbox instead of on top to allow a flatter engine cover to be fitted. Newly fabricated uprights and revised rear suspension were also employed. A narrower nose was fitted to increase the front wing area. The whole car was reckoned to be 20kgs lighter than the 863.
Despite all the work that went into the new design the 873 never appeared at the races.
Drivers
John Robinson came up with a fresh design for the 833 and together with his three sons they produced a very effective package despite running on a very small budget. Suspension was based on that of the earlier cars although all new and continued to use the near-horizontal rear springs mounted above the gearbox. The new tub was built from honeycomb and was much narrower than that of the 823 in order to give the maximum venturi size. Most importantly the whole car underwent a substantial weight reduction to put it right on the minimum limit. One unique feature for F3 was that a Quaife differential was used in the transmission.
The car showed promise from the start although it lacked development due to financial constraints. Fresh sponsorship midway through the year allowed some testing and development and Leslie put the car on the front row at Silverstone three times, his best finish was a third at Oulton Park in September. In addition three fourth spots gave Leslie seventh in the British championship.
The 843 scored Magnum’s only F3 win when Bo Martinsson won twice including a first at Anderstorp. Sadly he was then thrown out of the Swedish championship for failing to present his car at scrutineering. The car itself was a modified and generally tidied up 833. Cor Euser drove the works car in the UK and despite trying hard his only result was a sixth at Magnum’s favourite circuit, Silverstone.
1981
1982
823
David Leslie.
1983
833
Cor Euser, David Leslie.
1984
843
Cor Euser, Bo Martinsson.
833
Mikael “Micko” Nordlander.
1985
853
Cor Euser, Paul Jackson, Jari Koiranen, Reima Soderman.
1986
853
Mark Goddard, Don Hardman.
863
Fulton Haight.
1987
Druid
Druid
Roger Andreason decided on the construction of a F3 car as an extension to his race preparation business, Andreason Racing and Tuning Ltd based in Eastleigh in Hampshire. The aim was to produce an easy to drive car that wouldn’t be expensive to run and repair.
1977
The 377 was based on the original design for the Royale RP23 that was never built, Rory Byrne the current Ferrari F1 designer laid out the chassis and suspension design. When taken over by Druid Roger Andreason and Paul fox completed the detail work and the bodywork. Andreason himself and Davina Galica carried out the initial testing and development. Unfortunately it would not be run by a top team and the advent of ground effect soon meant it would soon retire from the world of F3. The car was rebuilt as a Formula Atlantic car where it run with some success as well as in Formula Libre and a further 2 chassis were built.
Drivers
1977 Roger Andreason?
Maco
Maco
Maco cars were the brainchild of Ernst Maring who was a quite successful F2 and F3 driver in his own right. Maco began by producing Super Vee cars and then with the change in F3 regulations in 1971 Maring decided to enter this class of racing. For the next few years Maco produced a succession of often attractive, competitive cars. They mostly raced in the German Championship with the occasional foray to races like Monaco and Maring seemed to have a knack for landing sponsorship deals that meant they were well financed. They never quite made that final breakthrough and eventually as other marques came up Maco departed the scene.
1971
Appearing right at the end of the 1971 season, the Maco 371 was raced at the Nurburgring in October by Ernst Maring himself.
1972
Two 372s were built for 1972 and raced by Maring and Felix Martin, results were disappointing when up against the more usual March/GRD/Brabhams etc. of the the other runners, reliability was also a problem and there were a number of retirements.
1973
Once again several cars (at least 4) were constructed for use in the German F3 rounds, they had several reasonable results including a win at Niederstetten.
1974
The Maco 374 apparently resembled a GRD and was powered initially by a Nova-Ford twin-cam unit. Ernst Maring himself was the main driver and managed a few promising outings.
1975
At the beginning of the season the more individually styled 375 was powered by a Nova-Ford twin-cam unit but the switch to Toyota power was soon made although occasionally a BMW engine was used. Maring himself was the most successful Maco driver with with 2nd places at the Nurburgring, Ulm and three times at Hockenheim.
1976
The 376 was a tidied up version of the 375 and results weren’t so easy to come by as manufacturers like Ralt and March began to dominate. Best finishes were a second place each at the Nurburgring for Maring and Korten although a few other top 6 places were achieved.
1977
The 1977 car was a cosmetically enhanced version of the 376, lower engine cover, ducted radiators etc. Results were reasonable with Niggemeier and Korten going well in the German championship with Korten getting a 2nd and 3rd as well as a 4th in the European Championship round at the Nurburgring. For this year the change was made to the improving BMW engine.
1978
Although a new car was produced for 1978 results for the 378 weren’t good, Korten managed a 5th in heat in a Euro round at Zolder. For this year Maco seemed to have reverted to Toyota power.
1979
For 1979 Ernst Maring returned to the driving seat in the Toyota powered 379 and managed 4th place in the German Championship. Best result of the season was probably the 6th place finish in the final round of the European Championship at Kassel-Calden in October.
1980
Ernst Maring took part in the last few 1980 races in the new 381 winning a non-championship race at Hockenheim amongst a very average field. Into 1981 the car was very much a midfield runner, the only highlight being a seventh at Siegerland in a German Championship event. The 381 would seem to be Maco’s swansong in F3 racing.
Drivers
1971
371
Ernst Maring.
1972
372
Ernst Maring, Felix Martin.
371
Paul Fischer.
1973 373
Bernd Heuer, Ernst Maring, Felix Martin, Erhard Miltz.
1974 374
Bernd Heuer, Ernst Maring, Erhard Miltz.
1975
374
Bernd Heuer, Thomas von Löwis, Erhard Miltz
375
Giorgio Francia, Dieter Kern, Jürgen Krüger, Sommer von Löwis, Manfred Möhr, Ernst Maring, H. Schechenge, Marc Surer.
1976
376
Jochen Dauer, Dieter Kern, Manfred Leppke, Kennerth Persson, Peter Wisskirchen.
375
Bernd Heuer, Roland Saier.
1977
376B
Dieter Kern, Michael Korten.
376
Rudi Niggemeier.
1978
378
Michael Korten.
376
Frank Jelenski.
1979 379
Ernst Maring.
1980
381
Ernst Maring.
378
Thomas Holert.
377
Karl-Heinz Soll.
375
Peter Rössler.
?
Klaus Hansert, Willi Hüsgen.
1981
381
Helmut Bross, Lothar Büchler, Miguel Muniz-Rizo, Marcus Simeon, Dieter Strietzel, Jan Thoelke.
?
Klaus Hansert, Willi Hüsgen, Georg Lorenz.
1982
381
Jürgen Kurze.
?
Willi Hüsgen.
1983 ?
Willi Hüsgen.
1984 ?
Klaus Lepp.
1984
381
Peter Rössler.
?
Klaus Lepp.
1984 ?
Klaus Lepp.
de Sanctis
de Sanctis
Based in Rome the De Sanctis family, father Gino and son Lucio, ran a large FIAT dealership and towards the end of the 1950s Lucio De Sanctis began competing in Formula Junior in a car of his own design. By 1959 the De Sanctis was the car to beat in Italy with their tubular space frame, coil and wishbone front suspension and swing-axle at the rear. However when they came up against cars powered by the Ford 105E engine or the BMC “A” series, their FIAT engines would not prove to be man enough for the job.
In the 1960s they continued with Brabham influenced, Ford powered F Junior and F3 cars and Jonathan Williams in particular went very well in them.
1964
The first F3 de Sanctis continued on from their run of quite successful F Junior cars. Their lead driver was the pseudonymous “Geki” and he proved the de Sanctis to be very quick at the traditional Monza slipstreaming blinds winning four times there during the year as well as taking one other victory.
1965
Development for 1965 seems to have been minimal and it showed with “Geki” only winning twice during the course of the year. At least one car appeared powered by a Lancia engine.
1966
A new car was introduced for 1966 with a modified version of the earlier spaceframe chassis utilising double wishbone suspension at the front and a lower wishbone/top link with twin radius rods set up at the rear. Power came from a Ford Cosworth MAE engine, the gearbox was a Colotti-modified VW four-speed unit with variable ratios.
The new car was obviously at home on the fast Italian tracks with Jonathan Williams dominating the season winning 10 out of 16 races and securing the Italian Constructors Championship (albeit only for Italian built cars) for de Sanctis.
1967
Development for 1965 seems to have been minimal and it showed with “Geki” only winning twice during the course of the year. At least one car appeared powered by a Lancia engine.
1968
Some concerted effort went into improving the car for 1968 and results improved but the car to have in Italy was the Tecno. For 1969 de Sanctis marked time with few results of any consequence although Claudio Francisci won races at Monza and Vallelunga.
1969
It was further revisions for 1969 as the car moved further away from it’s Brabham heritage, aluminium panelling was used in an effort to stiffen the chassis and de Sanctis cast their own magnesium front uprights. Results were generally disappointing with no wins during the year.
1970
Some concerted effort went into improving the car for 1968 and results improved but the car to have in Italy was the Tecno. For 1969 de Sanctis marked time with few results of any consequence although Claudio Francisci won races at Monza and Vallelunga.
1971
The De Sanctis name appeared a few times on the grid in early season Italian F3 races but it does not appear that they were new cars, rather they were older 1-litre cars uprated with 1600cc engines. However later in the year a 1600cc car did appear in the UK at some late season races were it ran in the lower half of the field.
Drivers
1964 Giovanni Ballico-Lay, Sergio Bettoja, André Durantou, Corrado Ferlaino, “Miro Gay”, “Geki” (Giacomo Russo), “Tiger” (Romano Perdomi).
1965 Massimo de Antoni, Franco Bernabei, Mario Casoni, Carlo Facetti, “Geki” (Giacomo Russo), Francesco Godia, Dino Marniga, Otelli Rinaldi, Nestor Salerno, “Tiger” (Romano Perdomi).
1966 Giorgio Alberti, Giovanni Alberti, Walter Froldi, Ignazio Giunti, Marco Macciantelli, Antonio Maglione, Giuseppe Piazzi, Otello Rinaldi, “Tiger” (Romano Perdomi), Jonathan Williams.
1967
Giovanni Alberti, Marino Benagli, Franco Bernabei, Jorge Cupeiro, Claudio Francisci, “Geki” (Giacomo Russo), Salvatore Genovese, “Gero” (Cristiano Del Balzo), Antonio Maglione, Carlos Martin, Manfred Möhr, Luigi Petri, Sverrir Thoroddsson, “Tiger” (Romano Perdomi), Jonathan Williams.
1968 Giovanni Alberti, “Droopy”, Jürg Dubler, Carlo Franchi, Claudio Francisci, Giancarlo Gagliardi, “Gero” (Cristiano Del Balzo), Luigi Petri, Pino Pica, Jonathan Williams.
1969 Claudio Francisci, “Gero” (Cristiano Del Balzo).
1970 Yuri Andreyev, Marcello Gallo, Ré.
1971 Sandro Cinotti, Carlo Franchi.
Derichs
Derichs
Germany’s only F3 constructor of the early 1980s, Erwin Derichs constructed a number of distinctive looking if generally not too competitive cars. They were built to contest the German F3 series and cars were being produced up until 1984
1974
A singleton D34 chassis was run in the German F3 series for Hans Hargarten, it used a Ford engine and was never very competitive, the best result was a third place in a poor field at Salzburg.
1975
Erwin Derichs ran his own Ford powered car in the German F3 championship, it wasn’t very competitive and recorded no top 6 finishes.
1976
At least two cars were built for 1976, designated the D36 one was fitted with a BMW engine the other with a Ford. Results were poor in the German F3 championship with a best finish of tenth, taken by Derichs himself.
1977
Erwin Derichs ran his own Ford powered car in the German F3 championship, it wasn’t very competitive and recorded no top 6 finishes.
1978
Derichs continued using the D37 in the Bose team (which seems to have been the works team) for 1978 results were generally poor although Peter Kroeber won a non-championship race with a small field on the short Nurburgring. Kroeber also took another three top six finishes during the season, all in non-championship events.
1979
Once again it was the D37 that was used by the Bose team and Peter Kroeber who again had some good finishes in non-championship races.
1980
Derichs continued using the D37 in the Bose team (which seems to have been the works team) for 1978 results were generally poor although Peter Kroeber won a non-championship race with a small field on the short Nurburgring. Kroeber also took another three top six finishes during the season, all in non-championship events.
1981
Once again it was the D37 that was used by the Bose team and Peter Kroeber who again had some good finishes in non-championship races.
1982
Derichs continued using the D37 in the Bose team (which seems to have been the works team) for 1978 results were generally poor although Peter Kroeber won a non-championship race with a small field on the short Nurburgring. Kroeber also took another three top six finishes during the season, all in non-championship events.
1983
Once again it was the D37 that was used by the Bose team and Peter Kroeber who again had some good finishes in non-championship races.
1984
Derichs continued using the D37 in the Bose team (which seems to have been the works team) for 1978 results were generally poor although Peter Kroeber won a non-championship race with a small field on the short Nurburgring. Kroeber also took another three top six finishes during the season, all in non-championship events.
1985
Once again it was the D37 that was used by the Bose team and Peter Kroeber who again had some good finishes in non-championship races.
Drivers
1974 Hans Hargarten.
1975
D34
Hans Hargarten.
D35
Erwin Derichs, Romain Feitler.
1976
D35
Peter Bonk.
D36
Erwin Derichs, Olaf Höhn, Manfred Leppke.
1977
D37
Herbert Bürgmayr, Peter Kroeber.
D36
Arno Derichs. Erwin Derichs, Jürgen Schlich.
D35
Peter Bonk.
1978
D37
Heinz Beißler, Arno Derichs, Olaf Höhn, Henning Hagenbauer, Peter Kroeber, Jürgen Schlich, Hannelore Werner.
D36
Konrad Heberer.
D35
Peter Bonk.
1979
D37
Arno Derichs, Frithjof Erpelding, Olaf Höhn, Peter Kroeber.
D36
Konrad Heberer.
D35
Peter Bonk.
1980
D380
Heinz Beißler, Erwin Derichs, Jürgen Schlich.
D37
Arno Derichs, Jürgen Schlich.
D35
Peter Bonk.
1981
D380
Heinz Beißler, Henning Hagenbauer, Bernd Suckow, Bernd Wicks.
D37
Arno Derichs, Frithjof Erpelding, Helmut Kalenborn.
1982
D382
Jürgen Endres.
D380
Erwin Derichs, Rudi Seher.
D37
Helmut Kalenborn.
1983
D383
Rainer Offenbach.
D37
Pit Bilger.
1984
D385
Pit Bilger, Jürgen von Gartzen, Wolfgang Kaufmann, Bernd Wicks, Manfred Zimmermann.
D37
Pit Bilger, Jürgen von Gartzen.
1985 D385
Klaus-Dieter Hoekel, Bruno Stanjek, Manfred Zimmermann.
1986 D385
Stefan Oberndorfer.
1987 D385
Gerhard Müller.
Delta
Delta
Delta first began producing cars for the 1-litre F4 championship in the mid 70s, owned by Glenn Hyatt, their first car was based on the 1973 MRE F3 car. Later they produced the IRF4, designed by Ian Reed, it won the 1975 F4 Championship driven by Fergus Tait. Hyatt then took over the Ray Jessop designed Safir RJO3 after Jessop’s death in 1976, renamed it the Delta, but lack of finances precluded it being run.
1975
Interestingly a Ray Jessop designed F3 car called the Delta RJ03 that was shown at the 1975 racing Car show. It is very reminiscent of Jessop’s Token F1 car of 1974 which was renamed Safir for a couple of British F1 races in 1975. The Safir F3 (q.v.) car also debuted in 1975 so is this an early version of the Safir? Unfortunately the photograph isn’t clear enough to answer that but allowing that the Safir also had the RJ03 designation it is likely that the Safir is the developed version (with modified bodywork) of this car.
The advert on the left was placed in Autosport and tends to reinforce the above as the Safir was also designed to take the Pinto engine.
Cygnus
Cygnus
The Cygnus appeared in July/August 1984, it was designed by two men from March, Nick Wasyliw and Rob Gustavsson and built by Paul Vincent in north London. Apparently it had been conceived long before its appearance but that hardy perennial, lack of money, saw its gestation delayed. Ian Flux did a couple of races in it without setting the world alight and for 1985 it had a makeover and became the Roni (q.v.).
1984
The Cygnus had a honeycomb chassis and followed the general ground effect design trends of the mid-eighties. It was certainly a neat looking car and the very experienced Ian Flux felt it was a very promising chassis let down by a poor engine.
