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DB
DB
Charles Deutsch-René Bonnet first worked together in 1939 building various Citroën based cars for smaller French races. Following the war it was 1954 before they worked together again producing a number of sports cars and single-seaters again based on Citroën running gear. The Panhard-engined DBs made their mark at Le Mans winning the Index of Performance in 1954-55-56-59-60-61 as well as taking class victories at Sebring and the Mille Miglia. In 1955 DB entered F1 with a supercharged 750cc engine fitted in a very light chassis, two cars were entered in the Pau GP but were completely outclassed.
In the early 1950s DB built a 500cc F3 car using a Panhard engine and gearbox which drove the front wheels. Front suspension was via Panhard dual transverse springs whilst at the rear two telescopic dampers acting on a solid axle. Occasionally the cars were competitive but the advent of Coopers and similar more advanced machinery soon saw the demise of the DBs. When F Junior began in 1959 the F3 cars were wheeled out again and for the first year they were reasonably competitive in French races but then history repeated itself and the Coopers and Lotuses saw the DBs vanish very quickly.
April 1964 saw the entry of a DB-Panhard at Pau, fortunately for all concerned it did not arrive.
Drivers
1964 Raymond Revard.
Cooper
Cooper
Charles Cooper had already worked in motor sport as a mechanic and manager to Kaye Don before the war and in 1946 he built the first Coopers, two 500cc machines for his son John and Eric Brandon. The front and rear suspension of these cars used the front end of the Fiat Topolino and the power came from rear-mounted JAP speedway engines. These cars were immediately successful and a batch of customer cars were then built and raced by several up and coming stars including Stirling Moss and Peter Collins. Over the next few years the cars continued to win as yearly updates kept them at the front, in addition Cooper began to build a number of sports racers.
In 1952 the 2-litre Coper-Bristol appeared and a young Mike Hawthorn soon made a name for himself with a string of wins. In 1955 a rear-engined centre-seat sports car was introduced, nicknamed the “bobtail” due to its cut off rear end. Jack Brabham put a Bristol engine in one and entered the British GP, the car was by no means disgraced and Cooper found themselves now building GP cars. Success came quickly, the little rear-engined Coopers with their Coventry Climax engines were initially considered a bit of a joke but with Stirling Moss in the Rob Walker car and Jack Brabham in the works cars they were soon being taken very seriously indeed. In the 1958 Argentinean GP Moss drove a masterful race conserving his tyres whilst the heavy Ferraris had to stop for new rubber, Moss finished the race with his tyres down to the canvas but Cooper had their first GP win. More success followed with Jack Brabham taking back to back World Championship 1n 1959 and 1960.
Cooper were building cars for F1 and F2 as well as sports cars and when the new F3 started Cooper immediately began to produce customer cars, Ken Tyrrell ran the works car for newcomer Jackie Stewart who dominated the years racing. However things were not looking good for Coopers as the decade ran its course, Jack Brabham had left and he had a great influence on developing the cars, Bruce McLaren had taken his place but he would soon be leaving to start his own team. Cooper began to struggle, their F2 and F3 cars were not competitive and people stopped buying them, there was a brief revival for their F1 team in 1966 and ’67 when John Surtees and Pedro Rodriguez took a couple of GP wins but the writing was on the wall. Cooper seemed to be from an earlier era that raced for the love of competition and the new more commercialised world was not their way and in 1969 they withdrew from racing.
1964
The T72 was designed by Eddie Stait and Neil Johanssen and employed a semi stressed-skin construction. This involved wrapping the 20-gauge steel floorpan around the tubular frame and spot welding it on. Front suspension was inboard with a rocker at the top and a wide based wishbone at the bottom. An anti-roll bar attached to the inboard end of the top wishbone. The main suspension pivot loads feed into the front bulkhead which had an 18-gauge steel plate welded across it. At the rear there was a light alloy top link with a lower wishbone plus an additional link behind the axle line to adjust the toe-in, a single top radius rod was also used. The uprights front and rear were magnesium castings. Brakes were Lockheed Mini-Cooper pattern front and rear. Wheels were 13 inch all round.
The engine was a BMC unit derived from the Mini-Cooper ‘S’. Dimensions were 71.63mm X 61.91mm with a 12.5:1 compression ratio. A single SU HS6 carburettor with a 36mm choke plate was fitted. Power was quoted as 88bhp @ 7750 rpm.
The oil cooler and radiator were combined and the oil tank sat between the radiator and the foot pedals. Unusually the lower-right frame longeron took the oil to the engine and returned via the top left longeron. The water from the radiator used the other two longerons as was common practice, the cross tube behind the drivers shoulders was the header tank, all the longerons were 16-gauge steel. The gearbox was a Jack Knight 4-speed modified Hillman Imp box fitted with interchangeable ratios.
Cooper were selling the T72 for £1740 with BMC engine or £1325 without engine or gearbox.
The Tyrrell dominated the season with Stewart winning 11 races and Warwick Banks one, in addition they took four 1-2 finishes.
Wheelbase: 91 ins.
Track: front 52 ins. rear 51 ins.
1965
The T76 was a modified version of the T72, the front rocker-arm leverage ratio was changed to 2:1 from 1:3 to help damper life and location. The anti-squat was removed from the rear suspension and adjustable Armstrong dampers were fitted. Rearward facing radius rods were attached to the front rockers to deal with braking forces.
Unsurprisingly, in view of the success of the T72, 19 T76 were ordered. Unfortunately the other manufacturers had caught up with Cooper and of course Jackie Stewart was now in F2 so there were only three victories during the year.
1966
1966 saw the arrival of the disaster called the T83, once again it was an evolution of the previous car. It retained the spaceframe with semi-stressed steel stiffening, the front suspension was modified to increase the front track and decrease the leverage rate on the front dampers. The rear suspension was completely redesigned to match the geometry of the T81 F1 car and some of the components from the F1 car were also used. The other difference was a sleek new body to give a boost to the straight-line speed. Unfortunately as soon as the car reached any speed terrible amounts of understeer appeared as the front end became unstuck. Modern aerodynamic knowledge points to the new “flat bottom” design (rather than the previous “round bottom”) which was preventing trapped air from escaping. Unaware of the problem the front suspension was moved outboard in a copy of the Lotus design but since this wasn’t the problem the car wasn’t improved. Only seven cars were built and in view of the problems it isn’t surprising that results were poor.
1967
Only two T85s were built after the problems of the previous year, the front suspension stayed inboard and it looked very similar to the T83. There are no details of whether the two cars raced, although a BMC-engined T85 was listed as a non-finisher at a Les Leston round at Snetterton in April 1967. It should be said that a new chassis with a BMC engine in 1967 does not seem likely. Seemingly a Ford-engined T85 ran in 1968 in a race at Montlhéry without success. One chassis was listed as a works car but does not seem to have been raced so whether the aerodynamic problems had been cured must remain a moot point.
Drivers
(N.B. Race reports in the early sixties often didn’t specify the chassis type so details are necessarily uncertain)
1964
T72
Warwick Banks, Bernhard Baur, Jacques Bernusset, Jean-Pierre Blanc, Michel Buis, Leo Cella, Michel Dagorne, Paul Deetens, Yves Deprez, Andrew Fletcher, Jean-Claude Franck, Jean-Pierre Jaussaud, John Love, Eric Offenstadt, André Periat, Peter Revson, John Rhodes, Pierre Ryser, Rob Slotemaker, Jackie Stewart, Jean Wauters.
T67
Charles Crichton-Stuart, Fritz Heini, Alain Jamar, Trevor Shatwell.
T65
Egert Haglund.
T59
Mike Budge, Hartvig Conradsen, John Greene, Otto Lux, Rolf Scheel, Günther Schramm.
T56
Michel Dourel, Theo Harzheim, Gerry Meharey, Joachim Münchow, Paul Poty.
T52
Vincenzo d’Arrigo, Karl-Adolf Kneip.
?
Bruno Deserti, Fritz Kallenberger, Guy Ligier, Harald Limberger, Richard Peel, Jacques Pouzet, Laurent Rotti.
1965
T76
Clive Baker, Warwick Banks, Rodney Banting, Jacques Bernusset,Jean Blanc, Bob Bondurant, Gunnar Carlsson, Charles Crichton-Stuart, Yves Deprez, John Fenning, Rollo Fielding, Andrew Fletcher, Mike Herbertson, Seppo Keinänen, Mike Knight, Steve Matchett, Leo Matilla, Paul Poty, Yngve Rosqvist, Pierre Ryser, Nestor Salerno, Julien Vernaeve.
T72
René Abbal, Trevor Bibb, Henning Bock, John Brindley, Michel Buis, Robert Challoy, Joseph/Georges Choukroun, Paul Deetens, Jean Denton, Gustave ‘Taf’ Gosselin, Frank Williams.
T67
Lars Bjuhr, John Kendall, Luigi Petri.
T59
Sven Andersson, Georg Duneborn, Sven-Olof Gunnarsson, Åke Lindberg, Otto Lux, Günther Schramm, “Peter Silvester”.
T52
Paul Andersen.
?
Sven Andersson, Georges Ansermoz, Clive Baker, Lars Bjuher, Jean Durif, Sven Fürstenhof, Egert Haglund, Fritz Kallenberger, Hellfried von Kiwisch, Mike Knight, Giovanni Ballico Lay, Jean-Christian Legarth, Hasse Nilsson, Ib Ödgaard, Laurent Rotti, Hardy Sandstrom, Frank Williams.
1966
T83
Clive Baker, Jean-Pierre Cassegrain, Jeremy Dobson, Hughes de Fierlandt, Keith Greene, Mike Herbertson, “Josse” (Joseph/Georges Choukron), John Kendall, Len Selby, Lars-Åke Tejby, Barrie Williams.
T76
Jean Blanc, Howard Bennett, John Brindley, Jean-Pierre Cassegrain, Eddie Coates, Barry Collerson, Jeremy Dobson, Barrie Ford, Kurt Keller, John Kendall, Tico Martini, Leo Matilla, Reine Wisell.
T72
Jean Blanc, Henning Bock, Joseph/Georges Choukron, Jeremy Dobson, James Eatherley, Alain Jamar, “Josse” (Joseph/Georges Choukron), Bob King, Hans Nilsson, John Patterson, Mike Peel, Richard Peel, Hans Sjosted.
T59
Günther Schramm.
T56
Gerry Meharey.
T52
Vincenzo d’Arrigo.
?
Svenharry Åkesson, Georges Ansermoz, Jacques Bernusset, Reiner Boczek, Heinrich Brendt, Valerio Campanati, Remigio Cianfriglia, Hans-Joachim Holze, Vladimir Kutra, J Mead, Hans Nilsson, Ib Ödgaard, Laurent Rotte, Pierre Ryser, “Peter Silvester”, Jean Sodreau, Raymond Sodreau.
1967
T85 (see “1967” above)
Mike Peel.
T83
Georges Ansermoz, Hughes de Fierlandt, Roger Keele, Ray O’Connor, Len Selby.
T76/83
Mike Herbertson.
T76
Bev Bond, Jeremy Dobson, Gunnar Elmgren, Reg Forrester-Smith, Rolf Gröndahl, René Scalais, Lars-Åke Tejby, Thorkild Thyrring, Jimmy Veitch.
T72
Jeremy Dobson, James Eatherley, Dave Rees.
T67
Ole Björn Damm, Mike Peel.
T59
Eberhard Heidler.
?
Phil Anderson, Heinrich Brendt, Bror-Erland Carlsson, Barrie Ford, Olavi Kuikka, Robert Lassus, Wolfgang Ott, Ernst Schelble, Jean-Bernard Sulpice.
1968
T85 (see “1967” above)
Ray O’Connor.
T83
“Walli”.
T76
Gaston Baillen, Roger Hansen, Rene Scalais, Lars-Åke Tejby.
T63
Josef Kremer.
?
Bror-Erland Carlsson, Roland Hedmo, Roland Löwgren, Laurent Rotti.
1969
T76
Rene Scalais.
T63
Josef Kremer.
1970
T76
Rene Scalais.
T59
Josef Kremer.
1971
?
Wolfgang Ott.
1972
?
Wolfgang Ott.
Consonni
Consonni
The Consonni PC1 was built in 1986 by Peo Consonni, who together with his brother Walter, ran a garage in Milan.
1989
Anno di fabbricazione 1985
Costruttore GIAMPIERO “PEO” CONSONNI
Tipo FORMULA 3
Numero Telaio 001
Omologazione 21/3/1986
Drivers GIAMPIERO “PEO” CONSONNI (Italy) – SASAKI TADASHI (Japan)
Competitions
MONZA 500 km – 23 marzo 1986 – Driver:Peo Consonni
MONZA Trofeo Caracciolo – 20 april 1986 – Driver: Peo Consonni
MONZA G.P. Lotteria – 29 June 1986 Driver: Sasaki Tadashi
MISANO ADRIATICO -July 1986 – Driver: Peo Consonni
Caratteristiche Tecniche – Technical Data
Passo mm 2440
Carreggiata anteriore mm 1320
Carreggiata posteriore mm 1280
Ruote anteriori 8” x 13”
Ruote posteriori 10” x 13”
Pneumatici Michelin monogomma
Peso Kg 455
Telaio monoscocca Costruzione in honeycomb con pannelli in fibra di carbonio
Cambio Hewland FT200 5 marce + retro
Frizione Borg & Beck bidisco
Differenziale Hewland autobloccante
Sospensioni anteriori A ruote indipendenti con triangoli sovrapposti e tirante pull-rod
Sospensioni posteriori A ruote indipendenti con triangolo inferiore e bilanciere superiore
Ammortizzatori Koni regolabili in estensione e compressione
Barra antirollio a lame regolabili dall’abitacolo sia anteriori che posteriori
Freni monocaliper a 4 cilindretti con dischi autoventilanti fuoribordo Tar-ox
Serbatoio carburante Marston in gomam, capacità litri 50
Carrozzeria In fibra di vetroMotore Alfa Romeo Novamotor 1998 cc. – 4 cilindri –
8 valvole – 165 cavalli
a 5800 giri/1’ – peso kg. 108
Lubrificanti Motul
Thank you to Walter Conssoni for the information.
Drivers
1986 Peo Consonni, Sasaki Tadashi
Condor
Condor
A Ford powered device, its only result of note was a fourth at a minor event at Roskilde in May 1965. It’s nationality is uncertain, There was a British built F Junior Condor, it was a rear engined Ford powered car built in 1961, it had a tubular chassis and a modified Renault gearbox. It raced without any great success and it is certainly possible that this car was still racing in Denmark in 1965. However in 1968 an unraced Condor F3 was offered for sale in Autosport, it was powered by an “A” series BMC (Mini) engine and the vendor suggested it could be converted to F Ford spec. The asking price was £395 with a trailer, a year-old Brabham with trailer would have cost in the region of £1600 which gives an idea of the worth of the Condor. Was it the same car or was there more than one F3 Condor?
Drivers
1965 Börje Björkqvist, Curt-Rune Johansson.
1966 Curt-Rune Johansson.
Cobra
Cosbra
Chicken
Chevron
Chevron
Derek Bennett began his career as a racing car constructor by building a midget racer for his own use in speedway racing in the mid fifties and then moved on like so many other famous constructors to building cars for the 750MC formulae. The first Chevron, the B1, was built in 1965 to clubmen formula specifications and won first time out, a promising beginning, the Chevron name?, something Derek spotted in a copy of the Highway Code.
Following on from the success of the B1 a number of replicas were ordered by fellow racing drivers and Bennett set up premises in an old cotton mill in Bolton. A number of GT models followed until the beautiful B8 which gave Chevron a world-wide reputation.
Chevron’s first single-seater would be the 1967 B7 a F3 car, although it would be several years before the Chevron name became as important in single-seaters as it was in Sports Cars.
Over the next several years many classic race winning cars would emerge from Bolton, the B16 and B36 in Sports Cars, the B24 in Formula 5000 as well as a string of highly competitive and very attractive F3 cars.
Tragically in 1978 Derek Bennett perished as the result of a hang-gliding accident and with his death the life seemed to ebb away from Chevron. Sports Car racing was in decline and a number of ground-effect single-seaters as well as a disappointing flirtation with Can-Am racing, the B51, meant financial problems and the company went into liquidation in 1980. Although taken over and to some extent revived, the golden days of Chevron were over.
1967
The B7 would be the first single seater Chevron (ignoring Clubmens cars) and was built at the request of Rodney Bloor. It was a surprise as Chevron’s reputation was being forged with a succession of attractive and competitive sports cars but Derek Bennett was quite happy to provide what customers wanted. Bennett was determined to keep the one-off car simple, small and light and he produced a straight forward wishbone suspended spaceframe chassis. The front suspension fwas double pivot and unusually for the time the front uprights were magnesium. Peter Gethin raced the car at Brands Hatch finishing second (but dropping back after a one minute penalty for a jumped start) and setting a new lap record, Chevron had arrived in F3.
1968
The B9 was the productionised version of the B7 and 8 cars were built during the year. Initially the car proved competitive if not quite on a par with the top Brabhams and Tecnos. Towards the end of the season the B9B was introduced which featured stressed panels added to the frame to greatly increase the rigidity and the pickup points for the rear top links were moved further inboard and the top links were lengthened. These mods seemed to make the difference with both Peter Gethin and Tim Schenken winning International events at the end of the year.
1969
For 1969 the B15 was introduced, it was a further development of the B9B, using the same layout a sheet- stressed fuel tank centre For 1969 the B15 was introduced, it was a further development of the B9B, using the same layout a sheet-stressed fuel tank centre section was added (fitted with bag tanks) which gave the car the extra rigidity it needed. Double wishbone suspension was attached front and rear with outboard springs and dampers. Once some early season problems had been sorted out, such as incorrect dampers, the B15 was soon flying. The car required a certain driving style as it had inherent understeer but for drivers like Reine Wisell who mastered it, it was arguably the fastest car of the season, drivers were particularly pleased with its braking performance. It was popular with customers and 14 cars were built during the season. A one-off B15C was constructed from the last B15 built, it had modified suspension pick-up points and Lockheed brakes.
Wheelbase: 7ft 8in
Track: front 4ft 5in, rear 4ft 8in
Brakes: front disc 10.25in, rear 9.75 insection was added (fitted with bag tanks) which gave the car the extra rigidity it needed. Double wishbone suspension was attached front and rear with outboard springs and dampers. Once some early season problems had been sorted out, such as incorrect dampers, the B15 was soon flying. The car required a certain driving style as it had inherent understeer but for drivers like Reine Wisell who mastered it, it was arguably the fastest car of the season, drivers were particularly pleased with its braking performance. It was popular with customers and 14 cars were built during the season. A one-off B15C was constructed from the last B15 built, it had modified suspension pick-up points and Lockheed brakes.
Wheelbase: 7ft 8in
Track: front 4ft 5in, rear 4ft 8in
Brakes: front disc 10.25in, rear 9.75 in
1970
The B17 continued the progression from the earlier models, further stiffening was employed by making the centre section of the car closer to a monocoque and modifications were made to the suspension with new uprights, steering arms and lighter wheels whilst a smaller, neater engine cover was fitted. With the advent of aerodynamic aids wings could be fitted front and rear. 9 cars were built and results were reasonable but most people felt that Bennett was spending most of his time on developing the B16 sports car.
1971
The B18 was intended for use in F2, F3 and formula Atlantic and was characterised by the large square nose, surprisingly perhaps despite appearance it was very quick in a straight line. It consisted of a semi-monocoque with bottom square tubes to keep repairs simple, a bolt-on engine sub frame made engine changes between formulae easier to deal with. Suspension was conventional with inboard coils and springs at the front. Too little development was carried out on what was a very promising effort.
1972
The B20 was like its predecessor, the B18, meant for F2, F3 and F Atlantic and was basically a B18 with a full-width nose. During the season the full-width nose was replaced with a narrow nose that matched the width of the rest of the bodywork. As far as priorities were concerned the F3 car seemed last on the list behind Sports Cars and the F2 variant. Despite the best efforts of Chris Skeaping success was not forthcoming and Chevron pulled out of F3 until 1976.
1976
Originally shown in late 1975 as a Formula Atlantic chassis the test car was converted to F3 spec with the addition of a Novamotor Toyota engine. Derek Bennett and Paul Owens carried out a systematic development programme on this wide tracked car. All this work paid off and the works backed Trivellato run team soon showed the car was a winner with their new star Riccardo Patrese. As soon as the car started winning other orders followed and Geoff Lees in a semi-works car as well as Rupert Keegan soon showed the B34’s pace in UK races.
1977
The B38 was a refinement of the B34 and was to prove very successful indeed with some 20 race wins, only Ralt would win more. Due to the success of the 1976 car a lot of top drivers were tempted over to the B34 and they were to be successful all over Europe. Derek Daly won one of the British titles and de Angelis took the Italian championship. The chassis was a bathtub style monocoque with detachable sub frames, the front suspension was via double wishbones with transverse links, wishbones and radius rods at the rear. It had excellent braking capabilities and its wide track inspired driver confidence especially in the rain. 28 B38s were built in total.
1978
The B43 was surprisingly unpopular, it had a reputation for being difficult to set up and only two cars were seen regularly in the UK, Jim Crawford and Barry Green were the drivers. The works effort was based on European drivers and Patrick Gaillard had some wins in Germany and Italy and nearly won at Monaco. Rear suspension changes were introduced during the course of the year but the car only seemed to perform well on fresh rubber or after painstaking dialling into the track.
1979
Following Derek Bennett’s death Paul Owens took over some of the design responsibilities and the B47 was Chevron’s entry into the wing car market. Tony Southgate was employed as a freelance design consultant but he was forced to base his design on the previous year’s chassis due to budgetary considerations. Inboard front suspension was added and side pods, however the chassis was too wide for the side pods to work effectively as ground effect devices. Bernard Devaney struggled manfully with his recalcitrant chassis and managed to produce some good results including some wins.
During the season a redesign was introduced, the most notable feature of which was a full width nose cone and sidepods with raised sides, it was renamed the B47B but seemed no great improvement.
1980
Although a F3 model was announced for 1980, the B53, it was never completed and Chevron’s illustrious F3 history was over.
Drivers
1967 Peter Gethin.
1968 B9
Dave Berry, John Fenning, Howard Heerey, John Ralph, Alan Rollinson, Tim Schenken, Harry Stiller, Chris Williams.
B9B
Peter Gethin, Chris Williams.
1969 B15C
John Ralph.
B15
Alessandro Angeleri, Franco Conti, Howden Ganley, Peter Hanson, René Ligonnet, G Mariella, Barrie Maskell, Terry McGrath, Luigi Petri, Giorgio Pianta, Alan Rollinson, Richard Scott, Cyd Williams, Reine Wisell.
B9
Barrie Smith, René Ligonnet, Barrie Maskell.
1970 B17
Jürg Dubler, Norman Foulds, Peter Hanson, Bert Hawthorne, Barrie Maskell, Rolf Riesen, Ken Sedgley, Chris Skeaping, Etienne Vigoreux.
B15
Ian Ashley, Sandro Cinotti, René Ligonnet, Barrie Maskell, Steve Machett, Brendan McInerney, Carlo Scarambone, Mike Tobitt, Cyd Williams.
1971 B18
Barrie Maskell.
B17
Mike Beuttler, Sandro Cinotti, Adolfo Corazza, Jurg Dubler, Marivaldo Fernandes, Peter Hanson, Bendicht Kipfer, Barrie Maskell, Terrance Peterson, Giorgio Pianta, Klaus Reisch, Carlo Scarambone, Ken Sedgley, Chris Skeaping, Keith St John, Mike Tobitt.
B15
Luis Bueno, Giuseppe Piazzi.
1972 B20
Chris Skeaping.
B17
John Finch, Graham Lynch, Maximilian Plass, Carlo Scarambone.
B15
Herb Moger.
1973 B17
Maximilian Plass.
1974 B17
Horst Floth.
1976 B34
Rudolf Dötsch, Rupert Keegan, Geoff Lees, Riccardo Patrese, Fernando Spreafico, Marc Surer.
1977 B38
Elio de Angelis, Phillippe Colonna, Jim Crawford, Derek Daly, Jochen Dauer, Rudolf Dötsch, Rad Dougall, Eje Elgh, Chris Farrell, Beppe Gabbiani, Patrick Gaillard, Ian Grob, Wolfgang Holy, “Il Liscio”, Rëto Jorg, Fernando Jorge, Hanspeter Kaufmann, Werner Klein, Wolfgang Klein, Geoff Lees, Piero Necchi, Jac Nelleman, Jorg Reto, Hans Royer, Jean-Louis Schlesser, Alan Smith, Henrik Spellerberg, Paolo Squillace, Willi Siller, Siegfried Stohr, John Stokes, Thorkild Thyrring, Derek Warwick.
B34
David Brotherston, Lauro Campano, Alain Corbisier, Rudi Dötsch, Jorg Reto, Jean-Louis Schlesser.
1978 B43
Michael Bleekemolen, Quirin Bovy, Helmut Bross, Jim Crawford, Jochen Dauer, Pierre Dieudonné, Rudolf Dötsch, Eje Elgh, James King, Patrick Gaillard, Lamm van de Hauvel, Steve Malins, Gianluca Messini, Jean-Louis Schlesser, Alan Smith, Siegfried Stohr, Patrick Stüder.
B38
Elio de Angelis, Bernd Breil, Phillip Bullman, Pierre Dieudonne, Jochen Dauer, Werner Fischer, Barry Green, Hans-Peter Hoffmann, Howdy Holmes, Franz Konrad, Derek Lawrence, John Lewis, Steve Malins, Rob Moores, Benoit Morand, Axel Plankenhorn, Huub Rothengatter, Ros de Giaxa de Salvi, Heinz Schaltinat, Jean-Louis Schlesser, Jürgen Schlich, Ken Silverstone, Alan Smith, John Stokes.
B34
David Brotherston.
?
Walo Schibler.
1979 B47
Jochen Dauer, Bernard Devaney, Stefan Johansson, Eddie Jordan, Franz Konrad, John Lewis, Michael Roe, Karl Schuchnig, Alan Smith.
B47B
Bernard Devaney, Michael Roe, Alan Smith.
B43
Helmut Bross, Peter Cornand, Jochen Dauer, Barry Green, Franz Konrad, John Lewis (B43/47), Gianluca Messini, Rudi Seher.
B38
Hanspeter Kaufmann, Benoit Morand, Jürgen Schlich, Bernd Wicks, Peter Wicks.
B34
David Brotherston.
?
Rolf Egger, Georg Florescu, Uwe Reich, Marcus Simeon, Hanspeter Stoll.
1980 B47B
Gerry Amato, John Lewis, Bruce West.B47
“James Bald”, Roland Binder, Helmut Bross, Lothar Büchler, Wilfried Koch, Peter Kroeber, Helmut Leitner, Edgar Pohl, Jürgen Schlich.B43
Peter Cornand, Hans-Joachim Hösch, Rudi Seher, Rick Whyman, Trevor Wigglesworth.B38
Eddie Heasell, Thomas von Löwis, Kurt Thiim, Peter Wicks.B34 David Brotherston?Günther Köbele, Walo Schibler, Hanspeter Stoll.
1981 B47 Patrick Lecompte, Maurice Roger, Bernd Suckow.B43Heinz Hermann, Gerold Hirth, Hans-Joachim Hösch,OtmarNiegel.B38Peter Wicks?Albert Hamper, Karl Hasenbichler,WaloSchibler, Harald Tonat.
1982 B47Patrick Lecompte, Hervé Roger,MauriceRoger,Bernd Suckow.B43Eberhard Ernst, ErichLeitner.B38
Klaus Rehm, Harald Tonat?
Hanspeter Gafner.
1983B47
Eberhard Ernst, Maurice Roger, Gernot Sirrenburg, Bernd Suckow.B38
Manfred Hebben, Klaus Rehm?Roger Merwnie.
1984 B47
Eberhard Ernst, Maurice Roger, Klaus Trella.B38
Manfred Hebben, Placido-Daniel Pardo, Klaus Rehm?
Bert Diesner.
1985 B38Placido-Daniel Pardo.
1986 B38Placido-Daniel Pardo.
Dallara
Dallara
Gian Paolo Dallara left the Milan Polytechnic in 1959 with an aeronautical engineering degree and went to work for Ferrari, during the next few years he also worked at Maserati and Lamborghini, at the latter he was responsible for the Miura. By the end of the sixties Dallara was working for De Tomaso on their short lived F1 and F2 projects and he also worked on the ISO-Marlboro F1 car run by Frank Williams. In 1975 Dallara decided it was time he set up his own company in his home town of Varano Melegari and he began by producing a sportscar, the X1-9, he then moved into competition work by developing racing versions of the Lancia Stratos and Beta Monte Carlo.
The first Dallara F3 car was actually the Wolf car built for Walter Wolf racing in 1978 which as the renamed Emiliani won the 1980 Italian F3 Championship. The first true Dallara was produced in 1981 and within a dozen years Dallara had seen of all-comers including Ralt and Reynard. Their dominance has continued since then and despite the occasional competition from companies like TOM’s and Martini they seem immovable. In the late 1980’s Dallara returned to F1 when they built cars for Scuderia Italia, despite often impressing the cars lacked sufficient financial backing to ever be really successful. In 1999 Dallara were commissioned by Honda to build a F1 car for a projected return to F1 but in the end Honda decided to remain as engine suppliers only.
Dallara has also continued to work with sportscars and hand a hand in the Le Mans Toyota GT-One and the 24 Hour winning Audi R8. Currently in addition to F3 cars Dallara are building cars for IRL and Infiniti Pro racing in the US and Formula Nissan in Europe.
1981
Following on from the Wolf F3 car (q.v. and see above), the first F3 car to bear the name Dallara was the 381. Perhaps not surprisingly the design was quite conventional with an aluminium monocoque and a standard suspension. The cars were rarely seen outside Italy were they gained a reputation for being very quick in a straight line. The works team were hampered by getting involved with the Pirelli tyre programme which slowed chassis development.
At the end of the season Roberto Ravaglia took fifth in the Italian Championship.
1982
The 382 was a lightly revised version of the 381, there were changes to the suspension geometry to suit Pirelli tyres, the sidepods were reprofiled and the engine bay was strengthened. During the season the full-width nose was abandoned for one reminiscent of the Ralt RT3 and the car was renamed the 382B.
The 382 continued to show well in Italy where Cazzaniga scored Dallara’s first F3 win at Varano but it continued to suffer on its European outings where, despite all the testing, it just wouldn’t handle properly on the Pirelli’s
1983
1983 saw further minor revisions for the 383 and the car raced almost exclusively in Italy, Livio took another win for Dallara at Varano in a 382-Alfa Romeo and finished second in the Italian Championship (although he switched a Ralt RT3 for the latter part of the year). Franco Forini steered his 383-Toyota to victory at Monza and took third in the Championship.
1984
It was very little change again for the 384 and results were once again less than earth shattering. Franco Forini won one race in the Italian Championship with his works 382 and there were a couple of top six finishes, again for Forini, in the European Championship.
1985
As with the other F3 manufacturers 1985 meant the introduction of a new car as the flat bottom regulations came into effect. The F385 was Dallara’s first composite offering as the opportunity was taken to construct the new tub from carbon fibre. Suspension was via double wishbones with the springs and dampers pullrod operated. The sidepods were shallower than before with flat undersides and curved top sections, a feature that would become a Dallara trademark until the introduction of the F392.
The F385 would be the model that really put Dallara on the F3 map. Although still restricting their appearances to the Italian Championship Dallara won eleven out of fifteen events with Franco Forini, Alex Caffi and Fabrizio Barbazza finishing 1-2-3 in the final table although Caffi scored most of his points with a Martini. Caffi also won the European Cup, a one-off race that had replaced the old European Championship.
1986
Despite the success of the F385 an entirely new model was offered for 1986, there was a new tub in carbon fibre/kevlar and aluminium honeycomb with general revisions to the rest of the design. The pullrod suspension and unusual sidepod shape were retained, the oil cooler sat in the left-hand pod with the water radiator in the right. Due to the lack of depth of the pods the water radiator was set at an almost horizontal angle.
In Italy the F386 swept the board, Nicola Larini won the title and Dallara finished 1-2-3 in the championship with all but three of the qualifying rounds falling to the cars. Following on from the success of the F385 for the first time a number of F386s appeared in other National Championships, Jean Alesi finished second in the French series whilst in Germany Hanspeter Kaufmann and Victor Rosso took second and third. Finally Gregor Foitek won the lesser Swiss Championship in his F386
1987
The F387 was largely the F386 with a years development behind it and following on from the successes of the F386 even more cars were sold to teams in France and Germany in addition to the plethora to be found in Italy. Surprisingly none of the UK based teams seemed to be prepared to take a chance on developing one to race on the UK spec Avon radials.
Once again Italy saw a 1-2-3 finish for Dallara with Enrico Bertaggia securing the top spot, the F387 winning nine out of the eleven races. In France Jean Alesi took the championship, he began the year in a works Martini but was unhappy with it. A one-off race in his old F386 that saw him win convinced him that a Dallara was needed and after a brief return to Martini Alesi bought a F387 and proceeded to win six races and secure the French crown. In Germany it was all about Bernd Schneider and the Horst Schubel run F387. Of the nine race German Championship Schneider took part in eight races and won seven of them easily winning the title.
1988
The F388 continued the evolutionary process of the F387. The most obvious changes were an increase in length, a reduction in weight and the adoption of a Dallara designed gearbox casing that still used Hewland internals.
As usual in Italy it was nearly all Dallara, Emanuele Naspetti took the championship with the F388 taking first and second as well as eight of the top ten positions. France was a similar story, Eric Comas finished on top and the F388 took the top five places. Surprisingly, in view of the past two seasons results, the F388 did not feature in Germany with a best of sixth in the final placings.
1989
Once again the F389 wasn’t much different from the previous year’s model but it had a reputation for being tricky to get the best out of it. As usual in Italy it was a popular choice and the F389 took eight out of the top eleven places although Reynard proved stiff competition with their 893 taking second and fourth behind Champion Gianni Morbidelli. In France it was second and third for the chassis behind the runaway winner, Jean-Marc Gounon’s Reynard. In Germany it was Ralt and Reynard taking the honours with the F389 unable to do better than fifth after front runner Heinz-Harald Frentzen switched to a Reynard. As in previous year’s the UK was a Dallara-free zone.
1990
Once again changes to the F390 were small, mechanically pullrods were still used all-round and the aerodynamic package was largely unchanged. Although the F390 had its successes it was mostly second best to the Reynard 903 and, later in the year, the Ralt RT34. The Dallara as usual did not appear in the UK and it largely vanished from the German Championship. In Italy it was a 2-3-4 finish behind the winning Reynard of Roberto Colciago, coincidentally it was a similar story in France, 2-3-4 behind champion Eric Helary who started in a Reynard 903 and then switched to a Ralt RT34. A lot of the F390’s success seemed to come from the relatively large number of teams running it.
1991
Most obvious change to the F391 was the change to a pushrod operated front suspension to replace the pullrods that had been favoured for many years, pullrods were still used at the rear.
As ever numerous Dallaras raced in the Italian Championship and Giambattista Busi won two races and finished third five times to take the title, 10 of the 12 races in the series fell to the F391.
In France Olivier Panis swapped his Dallara for a Ralt early on but Frank Lagorce stayed loyal and took a brace of wins to take fourth spot. Otherwise results were generally disappointing Wolfgang Kaufmann won twice in Germany but an accident curtailed his season and as was the norm no Dallaras appeared in the UK.
1992
Very little mechanical changes were made to the F392 compared to the previous year’s model but there were several aerodynamic changes, most visibly to the nose which whilst it might have been efficient certainly wasn’t attractive.
As usual the Italian scene was almost all Dallara and it showed with all 12 races going to the F392 and all the top 10 finishers used the F392 (Fisichella started with a Ralt but switched to a Dallara early on).
It was a similar story in France with Franck Lagorce and Emmanuel Clérico finishing first and second in their F392s. Seven of the eleven races in the championship fell to Dallara.
In both Japan and Germany Ralts and Reynards were the chassis of choice and although the Dallaras showed reasonable form the numerical superiority of the other manufacturers gave them the advantage. In Germany the F392 finished second on four occasions and Phillip Peter took fifth in the championship whilst in Japan a ninth for Visco in the final table was the best the F392 could manage.
For the last year there were no Dallaras in the UK championship, things were about to change.
1993
1993 was the year that Formula 3 became Formula Dallara as it swept the board in all the major championships bar Japan. The F393 spent a claimed 1200 hour in the wind tunnel and an estimated 15% increase in aerodynamic efficiency was the result. Mechanically it was similar to the F392 except that a monoshock front suspension was introduced. It seemed that compared with its main rivals, Reynard, Ralt and TOM’S the F393 did almost everything a bit better, it was quicker in a straight line, it used its tyres more effectively and its mid-corner speed gave it a faster exit speed. Additionally its characteristics suited the new breed of engines from Vauxhall and Mugen with their ignition-advance systems allowing for a brief power boost to be held longer than the rival chassis’.
Not unexpectedly the F393 was totally dominant in Italy with Christian Pescatori heading the next 14 drivers home, all F393 mounted. France was a similar story with the top 8 drivers, headed by Didier Cottaz favouring Dallara, Christophe Tinseau started with a Bowman but switched to a Dallara half way through the year. Every race in the 10-round series fell to the F393.
For the first time Dallara became the chassis of choice in Germany, the top 9 drivers including champion Jos Verstappen ran the F393 and all 20 events saw the Dallara win.
Japan was all about the TOM’S 033F and Tom Kristensen but the Dallara of Anthony Reid took 3 wins after a switch from the midfield Knap JK26 following three disappointing races.
Finally the UK which had been a Dallara-free zone up until now. The early season was dominated by the Reynard 393 winning the first five races, but suddenly Warren Hughes began to show real form in his F393 and suddenly rival teams were switching to Dallara and by the end of the season there was hardly a Reynard or Ralt to be seen as the F393 won the next ten races in a row. Game, set and match to Dallara.
1994
For 1994 the F394 was very much more of the same, after all why change a winning formula. Further attention was paid to the aerodynamics with a tidying up of the suspension and the addition of an anhedral nosecone.
With the notable exception of Japan where the best the F394 could finish in the championship was third and fourth behind the TOM’S 034F it was otherwise a Dallara walkover.
In the UK every point scoring position in all 18 rounds was taken by a Dallara. Jan Magnusson totally dominating the championship with an incredible 14 wins from the 18 races.
In France, where all chassis had to be a year old to save costs, of the 11 rounds the F393 took all top 6 positions except for a solitary fifth for an Elise at Val de Vienne. The championship went to Jean-Philippe Belloc.
In Germany the F394 (or occasional F393) took every top 6 position in all 19 rounds, overall winner was Jörg Müller. Italy saw 20 rounds and every top six place fall to either the F394, the hybrid F393/4 or the F393, the dominant champion was Giancarlo Fisichella.
1995
Following the FIA regulations the F395 was an update of the previous years chassis and it was a year of complete domination that no other chassis manufacturer had ever achieved before. The facts are almost unbelievable, of the major Championships, UK, Germany, France, Italy and Japan combining both the main class and where a B class for year old cars was run, out of a total of 140 point scoring drivers 137 were in a Dallara.
It seemed impossible but all the manufacturers that had dominated over the previous few years, Ralt and Reynard had given up and Martini and TOM’S were reduced to desperate, ultimately doomed, attempts to play catch up. Formula Three was now Formula Dallara.
1996
This would be the last year of the 24mm restrictor in the airbox and therefore the new F396 was very much an evolution of the F395, in fact many teams, especially in the UK, favoured retaining their F395 and updating it to F396 spec.
Opposition to Dallara was minimal, TOMS with the 036F, Martini’s MK73 and the Elise 396. Tom Coronel managed to finish 3rd in the Japanese Championship with his TOMS taking a single win but otherwise it was the expected Dallara domination. In the UK the F396 won every race and took the top nine positions in the championship. It was a similar story in Germany with the first ten championship places being taken by the F396. Not unexpectedly every point scorer in Italy was Dallara mounted and it was a first to eighteenth clean-sweep.
Most of the lesser Championships also fell to Dallara with the Sudam, Swiss, Austrian, Greek and Central European all being taken by cars of various vintages.
1997
The newly introduced larger air restrictor gave an estimated 30 BHP increase in engine power and as a result Dallara introduced a number of changes to the chassis for its 1997 challenger. Although the F397 looked very much like its predecessor the aluminium honeycomb tub was considerably stiffened to cope with the extra engine power whilst the front of the cockpit was lowered by 2 cm to both give the driver a better view and also for the aerodynamic benefit. The water radiators were also improved to give more cooling resulting in taller sidepods. The wheelbase and track were as before. Dallara estimated a 15% increase in the available downforce and the 1997 price was around £45,000 (66,200€).
Every major championship and just about every minor one fell to the F397 or one of its earlier brothers although the new Martini MK73 took 4th in both the French and German Championships to add a little variety to the proceedings.
1998
1998 was, in line with FIA regulations, an update year and generally changes to the F398 were aerodynamic ones. The most obvious alterations, following F1 trends, were to the nose which now featured a pylon mounting and the introduction of winglets in front of the rear wheels. Other features were very much as before, suspension was push-rod front and rear, the tub was still constructed from Carbon-Kevlar composites with Nomex and aluminium panels. The gearbox was a five-speed Dallara design using a Hewland differential. A 40-litre fuel tank was fitted, and the car (with driver) weighed 530kg, whilst the wheelbase was 2610mm. The price rose to £50000 (73,600€), an update kit was £4,350 (6,400€).
The F398 (or the F397/8 update) continued the almost total Dallara domination, winning every championship it was eligible for. As in 1997 the Martini MK73 continued it’s David and Goliath feat by taking several good results in both France and Germany with Franck Montagny finishing second in the French series and Wolf Henzler third in the German.
1999
No doubt spurred on by the continued good form shown by the Martini MK73 a number of modifications were introduced on the F399 in an effort to keep the Dallara dominance for another year. Changes included reducing the wheelbase noticeably, redesigning the suspension and increasing the size of the cockpit opening.
Once again the Dallara ruled the roost with one notable exception, for the first time since 1986, Martini took the honours in France with their new MK79 driven by Sébastien Bourdais. However everywhere else, Britain, Germany, Italy and Japan. Dallara F399s took the top 10 places in every championship. Older versions also took all the minor championships around the world.
2000
Following the FIA stability rules the F300 was an update of the F399 with no major changes to the design. An update kit was offered to those teams who did not wish to purchase a new car. Many teams, especially in the UK began the year with a F399 but switched to a new chassis during the course of the year.
The only challenger to Dallara’s dominance over the last couple of seasons had been Martini but the new MK80 was a disaster and Dallara had a virtual clean sweep. Of all the major and in most of the minor championships the top 12 cars were Dallaras. The only exception was France were they only managed the top six runners with a year-old Martini taking seventh. Ralt did take the US Championship but since this was so poorly supported with only 5 or 6 cars racing it signified little.
Drivers
1981 381
Robert Campominosi, Pierluigi Martini, Roberto Ravaglia.
1982 382
Fernando Cazzaniga, Luigi Giannini, Claudio Langes, Stefano Livio, Ruggero Melgrati, Roberto Ravaglia, Giulio Regosa, Alfredo Sabastiani, Bengt Tragardh.
1983 383
Franco Forini, Luigi Giannini.
382
Franco Forini, Stefano Livio.
1984 384
Fabrizio Barbazza, Franco Forini.
383
Nino Fama.
1985 F385
Fabrizio Barbazza, Alex Caffi, Franco Forini.
?
Fabio Mancini.
1986 F386
Jean Alesi, Marco Apicella, Alex Caffi, Gregor Foitek, Hanspeter Kaufmann, Nicola Larini, Fabio Mancini, Martin Ragginger, Victor Rosso, Eugenio Visco.
?
Gianni Pontiggia.
1987 F387
Jean Alesi, Eric Bellefroid, Enrico Bertaggia, Andrea Chiesa, Roberto Colciago, “Gimax Junior”, Fabien Giroix, Harald Huysman, Csaba Kesjar, Mauro Martini, Gianni Morbidelli, Emanuele Naspetti, Bernd Schneider.
F386
Jean Alesi, Gianni Bianchi, Philippe Gache, Jacques Isler, Hanspeter Kaufmann.
1988 F388
Alberto Apicella, Rinaldo Capello, Eric Cheli, Roberto Colciago, Erik Comas, Laurent Daument, Franco Forini, Roland Franzen, Philippe Gache, Juan C. Giacchino, Jean-Marc Gounon, Marc Hessel, Pierre Hirschi, Jacques Isler, Hanspeter Kaufmann, Wolfgang Kaufmann, Ralf Kelleners, Csaba Kesjar, Fritz Kreutzpointner, Ellen Lohr, Mauro Martini, Gianni Morbidelli, Emanuele Naspetti, Mercedes Stermitz, Antonio Tamburini, Felice Tedeschi, Christian Vidal, Eugenio Visco, Logan Wilms.
F387
Gianni Bianchi, Roland Bossy, Rainer Fischer, Pierre Hirschi, Justin Sünkel, Bernard Thuner.
F386
“Alencar Jr.”, Néstor Gabriel Furlán, Juan C. Giacchino, Jacques Isler, Franz Kaiser, Daniel Müller.
1989 F389
Eric Bachelart, Olivier Beretta, Fabrizio Bettini, Frank Biela, Giovanni Bonanno, Roberto Colciago, Rinaldo Capello, Laurent Daument, Ludovic Faure, Heinz-Harald Frentzen, Franck Freon, Hanspeter Kaufmann, Gianni Morbidelli, Yvan Muller, Tadashi Okunuki, Lionel Robert, Domenico Schiattarella, Guido Ucke, Fabiano Vandone, Eugenio Visco, Rene Wartmann.
F388
“Alencar Jr.”, Roland Franzen, Néstor Gabriel Furlán, Jacques Isler, Wolfgang Kaufmann, David Luyet, Mario Moser, Tadashi Okunuki, Mercedes Stermitz, Keiichi Tsuchiya.
F387
Gianni Bianchi, Roland Bossy, Rainer Fischer, Justin Sünkel.
F386
Djalma Fogaça, Franz Kaiser.
?
Pierre Hirschi.
1990
F390
Massimiliano Angelelli, Olivier Beretta, Gianbattista Busi, Stefano Buttiero, Eric Cayrolle, Giuseppi Cipriani, Laurent Dalmet, Pascal Dastembert, Ludovic Faure, Richard Favero, Franco Forini, Gabriel Furlan, Frederico Gemmo, Frédéric Gosparini, Jacques Goudchaux, Hideaki Hagiwara, Takachiho Inoue, Jacques Isler, Patrick Lazare, Thierry Lejeune, Patrick Lemarie, Mauro Martini, Michele Minulotto, Yvan Muller, Olivier Panis, Jerome Policand, Alex Prioglio, Patrice Roussell, Marco Sacutelli, Mirko Savoldi, Mimmo Schiattarella, Giampiero Simoni, Kinji Suzuki, Olivier Theverin, Arnaud Trevisiol, Keiichi Tsuchiya, Fabrizio Vandone, Eugenio Visco, Walter Voulaz, Alessandro Zampedri, Alessandro Zanardi.
F389
Bernard Cognet, “Gimax Jr”, Jacques Isler, Naozumi Itou, Yvan Muller, Roger Studhalter, Kinji Suzuki, Rene Wartmann.
F388
“Alencar Jr.”, Rubens Barrichello, Leonel Friedrich, Néstor Gurini, Jacques Isler, Walter Lechner, Yolanda Surer.
F387
Rainer Fischer.
F386
Sigi Betz, Franz Kaiser, Karl-Heinz Voss.
?
Gianni Bianchi, Roland Bossy.
1991
F391
Massimiliano Angelelli, Luca Badoer, Gianbattista Busi, Jose Cordova, Mitsuo Fujimura, Andrea Gilardi, Guillaume Gomez, Takachiho Inoue, Jacques Isler, Wolfgang Kaufmann, Takayuki Kinoshita, Franck Lagorce, Luigi de Luca, Mauro Martini, Jonathan McGall, Niko Palhares, Jose Luis di Palma, Olivier Panis, Max Papis, Alex Prioglio, Mirko Savoldi, Darren Shaw, Fabrizio de Simone, Giampiero Simoni, Yolanda Surer, Arnaud Trévisiol, Eugenio Visco, Mario Andrea Vismara.
F390
Gianni Bianchi, Stéphane Ortelli, Alessandro Zanardi.
F389
Attila Fabian, Thorsten Kern, Claudia Kreuzsaler, Roger Studhalter.
F388
Leonel Friedrich, Gino Fontes, Fausto Galdi, Juan Carlos Giacchino, Néstor Gurini, Jacques Isler, Tom Stefani, Alessandro Zampedri.
1992
F392
Massimiliano Angelelli, Peter Aslund, Marco Ballabio, Fabrizio Bettini, Roberto Carta, Emmamuel Clérico, Roberto Colciago, Didier Cottaz, Richard Favero, Mitsuo Fujimura, Michele Gasparini, Andrea Gilardi, Stephan Grégoire, Russell Ingall, Takachiho Inoue, Jacques Isler, Wolfgang Kaufmann, Franck Lagorce, Dino Lamby, Luigi de Luca, Gianantonio Pacchioni, Gianlucca Paglicci, Niko Palhares, Max Papis, Christian Pescatori, Philipp Peter, Danny Pfeil, Stéphane Prouix, Luca Rangoni, Ferruccio Rivolta, Mirko Savoldi, Ruedi Schurter, Fabrizio de Simone, Giampiero Simoni, Vincenzo Sospiri, Mercedes Stermitz, Christophe Tinseau, Marcello Ventre, Jacques Villeneuve, Eugenio Visco, Mario Andrea Vismara.
F391
Thomas Bleiner, Mitsuo Fujimura, Tatsuhiko Kanaumi, Hanspeter Kaufmann, Claudia Kreuzsaler, Sakae Obata, Roger Studhalter, Rene Wartmann.
F390
Fernando Croceri, Gabriel Furlán.
F389
Günter Aberer, Marian Hamprecht, Günter Muskovits.
F388
Wolfgang Petutschnig, Eugen Swoboda.
F387
Rudolf Meyer Jr.
?
Luis Belloso, Gianni Bianchi.
1993
F393
Christian Abt, Eric Alberto, Massimiliano Angelelli, Pietro Antonelli, Steven Arnold, Jochen Bauer, Jean-Philippe Belloc, Andrea Boldrini, Marcelo Bugliotti, Kelvin Burt, Emmamuel Clérico, Roberto Colciago, Paolo Coloni, Didier Cottaz, Jérémie Dufour, Paul Evans, Flavio Figueiredo, Christian Fischer, Giancarlo Fisichella, Mitsuo Fujimura, Michele Gasparini, Oliver Gavin, Frederico Gemmo, Guillaume Gomez, Marc Goossens, Frédéric Gosparini, Michael Graf, Giancarlo Greico, Sandy Grau, Marcos Gueiros, Giovanni Gulinelli, Warren Hughes, Claudia Hürtgen, Takachiho Inoue, Alexandre Janoray, Elton Julian, Tatsuhiko Kanaumi, Atsushi Kawamoto, Mitsuhiro Kinoshita, Dirk Kisters, Michael Krumm, Dino Lamby, Markus Liesner, Sascha Maaßen, Jan Magnussen, Omar Martinez, Maurizio Mediani, Satoshi Motoyama, Jörg Müller, Shinji Nakano, Masyoshi Nishigaito, Tadashi Okunuki, Gianantonio Pacchioni, Niko Palhares, Christian Pescatori, Philipp Peter, Danny Pfeil, Luca Rangoni, Gareth Rees, Gian Maria Regazzoni, Anthony Reid, Andre Ribeiro, Luca Riccitelli, Pedro de la Rosa, Ricardo Rosset, Danilo Rossi, Ruedi Schurter, Fabrizio de Simone, Takeshi Souda, Tom Stefani, Giorgio Tibaldo, Christophe Tinseau, Patrick Vallant, Marcello Ventre, Jos Verstappen, Marco Werner, Thomas Wöhrle, Alexander Wurz, Katsumi Yamamoto.
F392
Eric Alberto, Jakob Bordoli, Ludovic Dudot, Christian Fischer, Pierre Hirschi, Paolo Laghi, Fred Lajoux, Takeshi Odagiri, Kashin Oomiya, Heinz Utz, Masayuki Yamamoto.
F391
Roger Studhalter.
F390
Marcelo Benítez, Ricardo Risatti.
F389
Wolfgang Krebitz, Rudolf Meyer, Dirk Müller.
F388
Gastón Mazzacane, Eugen Swoboda.
F387
Rudolf Meyer Jr., Claude Sudan.
1994
F394
Christian Abt, Massimiliano Angelelli, Steven Arnold, Fabiano Belletti, Andrea Belluzzi, Patrick Bernhardt, Thomas Biagi, Roberto Carta, Roberto Colciago, Paolo Coloni, Pedro Couceiro, Brian Cunningham, Jamie Davies, Richard Dean, Jérémie Dufour, Ralph Firman Jr., Giancarlo Fisichella, Norberto Fontana, Dario Franchitti, Rolando Galli, Luiz Garcia, Michele Gasparini, Frederico Gemmo, Marc Gene, Manuel Giao, Michael Graf, Marcos Gueiros, Johnny Hauser, Christian Horner, Warren Hughes, Russell Ingall, Martijn Koene, Michael Krumm, Scott Lakin, Sascha Maaßen, Jan Magnussen, Oliver Martini, Gastone Mazzacane, Maurizio Mediani, Ronny Melkus, Ryou Michigami, Dino Morelli, Jörg Müller, Helio Castro Neves, Keiichi Nishimiya, Gianluca Paglicci, Alberto Pedemonte, Philipp Peter, Vincent Radermecker, Laurent Redon, Gareth Rees, Andreas Reiter, Luca Riccitelli, Pedro de la Rosa, Ricardo Rosset, Danilo Rossi, Paolo Ruberti, Gualter Salles, Ralf Schumacher, Alberto Scilla, Hiroshi Shmamori, Shinsuke Shibahara, Takeshi Souda, Jamie Spence, Giorgio Tibaldo, Danilo Tomassini, Frederico Viegas, Stephen Watson, Marco Werner, Alexander Wurz.
F393/4
Pietro Antonelli, Andrea Boldrini, Roberto Colciago, Rolando Galli, Fabrizio Gollin, Giovanni Gulinelli, Gianantonio Pacchioni, Luca Rangoni, Simone Rebai.
F393
Eric Alberto, Steve Allen, Didier Andre, Jean-Philippe Belloc, Tim Bergmeister, Yvan Berset, Jesse Bouhet, Jean-Bernard Bouvet, Zak Brown, Jean-Claude de Castelli, Chris Clark, Jean Clermont, Paolo Coloni, Paul Dawson, David Dussau, Thomas Erdos, Andre Fibier, Thierry Glas, Klaus Graf, Franck Guibbert, Yukihiro Hane, Gray Hedley, Wolf Henzler, Steeve Hiesse, Warren Hughes, Yuuji Ide, Syouichi Itou, Alexandre Janoray, Elton Julian, Hiroki Katou, Takafumi Katou, Atsushi Kawamoto, Benjamin Kerr, Kazuhiro Koizumi, Sascha Maaßen, Oliver Martini, Arnd Meier, Christian Menzel, Nicolas Minassian, Masatoshi Miyakawa, Satoshi Motoyama, Johnny Mowlem, Shinji Nakano, Masyoshi Nishigaito, Keiichi Nishimiya, Takeshi Odagiri, Gianantonio Pacchioni, Laurent Pareyre, Tim Pearson, Laurent Redon, Benjamin Roy, James Ruffier, Eiichi Sawanobori, Ruedi Schurter, Eiji Sengoku, Philippe Sinault, Takeshi Souda, Claude Sudan, Keisuke Suzuki, Eiichi Tajima, Oliver Tichy, Christophe Tinseau, Danilo Tomassini, Duncan Vercoe, Bobby Verdon-Roe, Thomas Winkelhock, Franz Wöss, Katsumi Yamamoto, Masayuki Yamamoto, Atsushi Yogou, Jo Zeller.
F392
Kazuroni Kitazawa, Norbert Zehnder.
F390
Marcelo Benítez, Mauro Fartuszek, Gabriel Furlán, Juan C. Giacchino, Adrián Hang, Fabián Malta.
F389
Rudolf Meyer Jr., Thomas Reinert.
1995
F395
Christian Abt, Rui Aguas, Martin Albrecht, Massimiliano Angelelli, Pietro Antonelli, Steven Arnold, Omar Bettin, Thomas Biagi, Andrea Boldrini, Paolo Coloni, Tom Coronel, Pedro Couceiro, Brian Cunningham, Jamie Davies, Jérémie Dufour, Jason Elliott, Ralph Firman, Norberto Fontana, Luiz Garcia Jnr., Michele Gasparini, Oliver Gavin, Marc Gene, Klaus Graf, Fabrizio Gollin, Geoffroy Horion, Christian Horner, Warren Hughes, Ralf Kalaschek, Antoine “Tony” Kanaan, Jonny Kane, Hiroki Katou, Atsushi Kawamoto, Scott Lakin, Cesare Manfredini, Oliver Martini, Christiano da Matta, James Matthews, Gastone Mazzacane, Owen McAuley, Maurizio Mediani, Arnd Meier, Ryou Michigami, Kurt Mollekens, Juan Pablo Montoya, Satoshi Motoyama, Helio Castro Neves, Gianantonio Pacchioni, Gianluca Paglicci, Philipp Peter, Vincent Radermecker, Luca Rangoni, Laurent Redon, Luca Riccitelli, Gonzalo Rodriguez, Pedro de la Rosa, Danilo Rossi, Paolo Ruberti, Olivero Saleri, Gualter Salles, Ralf Schumacher, Mark Shaw, Brian Smith, Takeshi Souda, Jamie Spence, Yuuji Tachikawa, Oliver Tichy, Marcel Tiemann, Danilo Tomassini, Jarno Trulli, Garth Waberski, Juichi Wakisaka, Jason Watt, Max Wilson, Alexander Wurz, Naoki Yokobayashi, Takashi Yokoyama.
F394
Martin Albrecht, Didier Andre, Ivan Arias, Akihiro Asai, Soheil Ayari, Pedro Bartelle, Anthony Beltoise, Alan Berkov, Jesse Bouhet, Angel Burgueno, Martin Byford, Marcelo Carneiro, James Carney, Jerémy Charon, Paula Cook, Daoud Abou Daye, Boris Derichebourg, David Dussau, Rubén Fontes, Markus Friesacher, Gabriel Furlán, Grégoire de Galzain, Wolf Henzler, Ramón Ibarra, Alexandre Janoray, Bruno Junqueira, Timo Kluck, Kazuhiro Koizumi, Frank Krämer, Werner Lupberger, Fabián Malta, Nicolas Minassian, Johnny Mowlem, Josef Neuhauser, Martin O’Connell, Sergio Paese, Xavier Pompidou, Laurent Redon, Tony Renna, Ricardo Risatti, Benjamin Roy, James Ruffier, Stéphane Sarrazin, Denis Schubiger, Tadashi Shimomiya, Emiliano Spataro, Tom Stefani, Johan Stureson, Jakob Sund, Hideyuki Takahashi, Tatsuya Tanigawa, Jarno Trulli, Takeshi Tsuchiya, Marcelo Ventre, Steve Ventruto, Fabrice Walfisch, Steffen Widmann, Max Wilson, Alexander Wurtz, Takashi Yokoyama, Sandro Zani, Norbert Zehnder, Ricardo Zonta.
F393
Steve Allen, Takeshi Asami, Tim Bergmeister, Zak Brown, Jérémy Charon, Hansruedi Debrunner, Goncalo Gomes, Hans de Graaff, Tavo Hellmund, Steeve Hiesse, Philip Hopkins, Yuuji Ide, Dirantha Maragamuwa, Mario Münch, Keiichi Nishimiya, Jason Rolf, Stéphane Sarrazin, Hiroshi Sasaki, Denis Schubiger, Tadashi Shimomiya, Philippe Sinault, Claude Sudan, Katsuyoshi Tanaka, Taku Utagawa, Jo Zeller.
F392
Willi Sträuli.
F390
Nicolás Filiberti, Lidoro Da Silva, Emiliano Spataro, Aníbal Zaniratto.
F389
Pius Tschümperlin.
?
Paolo Laghi, Jaroslaw Wierczuk.
1996
F396
Rui Aguas, Didier Andre, Pietro Antonelli, Soheil Ayari, Anthony Beltoise, Tim Bergmeister, Omar Bettin, Angel Burgueno, Martin Byford, Davide Campana, Jérémy Charon, Emmanuel Clerico, Andre Couto, Brian Cunningham, Boris Derichebourg, Grégoire de Galzain, Patrice Gay, Manuel Giao, Guillaume Greuet, Sébastien Guerin, Haruki Kurosawa, Alessandro Manetti, James Matthews, Christian Menzel, Nicolas Minassian, Kurt Mollekens, Sébastien Mordillo, Dino Morelli, Dirk Müller, Nico Nikolouzos, Gianantonio Pacchioni, Gianluca Paglicci, Sébastien Philippe, James Ruffier, Tommy Rustad, Stéphane Sarrazin, Oriol Servia, Marcel Tiemann, Jarno Trulli, Esteban Tuero, Taku Utagawa, Risto Virtanen, Vincent Vosse, Juichi Wakisaka, Fabrice Walfisch, Kouji Yamanishi, Kazuto Yanagawa, Takashi Yokoyama, Issei Yoshimura.
F395/6
Joao Barbosa, Andrea Boldrini, Jamie Davies, Ralph Firman, Michele Gasparini, Jonny Kane, Darren Manning, Oliver Martini, Juan-Pablo Montoya, Gonzalo Rodriguez, Alberto Scilla, Mark Shaw, Guy Smith.
F395
Rui Aguas, Takeshi Asami, John Barlow, Michael Becker, Tim Bergmeister, Sascha Bert, Jesse Bouhet, Nicola “Niki” Cadei, Roberto Carta, Markus Friesacher, Takahiro Fujita, Hiroshi Furuichi, Klaus Graf, Nick Heidfeld, Steeve Hiesse, Wolf Henzler, Yasuyuki Honjou, Daisuke Itou, Maurizio Mediani, Arnd Meier, Alfredo Melandri, Christian Menzel, Arata Miyamoto, Shima Narusawa, Keiichi Nishimiya, Tomokazu Ochiai, Xavier Pompidou, Paolo Ruberti, Hiroshi Sasaki, Rolf Schuster, Gou Shimizu, Kazuto Shimoyama, Tokiyasu Souda, Nikolas Stremmenos, Yuuji Tachikawa, Oliver Tichy, Takeshi Tsuchuya, Hiroomi Uemura, Tim Verbergt, Listo Virtanen, Shigekazu Wakisaka, Richard Westbrook, Steffen Widmann, Max Wilson, Kouji Yamanishi, Naoki Yokobayashi.
F394
Pedro Bartelle, Marcelo Benítez, Michael Bentwood, James Carney, Chris Clark, Ben Collins, José Cordova, Luciano Crespi, Toshihiro Deki, Nicolás Filiberti, Rubén Fontes, Gabriel Furlán, Tavo Hellmund, Bruno Junqueira, Helmut Kopp, Paolo Laghi, Fabián Malta, Henry Martin, Pedro Muffato, Mario Münch, Masami Nakamura, Carlos Di Nella, Josef Neuhauser, Martin O’Connell, Takeshi Odagiri, Yves Olivier, Sergio Paese, Wolfgang Petutschnig, Douglas Pitoli, Ricardo Risatti, Patrick Ruth, Philipp Sager, Florian Schnitzenbaumer, Dominik Schwager, Emiliano Spataro, Tom Stefani, Johan Stureson, Shingo Tachi, Marcelo Ventre, Jaroslaw Wierczuk, Simon Wills, Franz Wöss, Shigeru Yamamoto, Aníbal Zaniratto, Norbert Zehnder.
F393
Andreas Bähler, Marcin Biernacki, Gerhard Claus, Hansruedi Debrunner, “Eddie“, Dietmar Frischmann, Christoph Fuchs, Ingo Gerstl, Georg Holzer, Philip Hopkins, Dirantha Maragamuwa, Noboru Miura, Osamu Nakajima, Mikimichi Natori, Hiromasa Nitta, Ken’ichi Obara, Norihisa Okada, Tobias Schlesinger, Tadashi Shimomiya, Teruyuki Tokuda, Richard Westbrook, Jaroslaw Wierczuk, Tadashi Yamasumi.
F392
Willi Sträuli, Heinz Utz.
F391
Hans-Ulrich Äschbacher.
F389
Markus Kölliker.
F388
Heribert Bäriswyl, Christian Windhofer.
?
Andreas Alkiopulos, Olivier Fiorucci, Wladimir Kostelecky.
1997
F397
Michael Bentwood, Tim Bergmeister, Enrique Bernoldi, Sascha Bert, Ben Collins, Paula Cook, Tim Coronel, Andre Couto, Peter Dumbreck, Tomas Enge, Yasutaka Gomi, Mario Haberfeld, Nick Heidfeld, Kou Hirano, Warren Hughes, Daisuke Itou, Jonny Kane, Hiroki Katou, Richard Kopp, Bas Leinders, Lucas Luhr, Darren Manning, Oliver Martini, Sebastian Martino, Ricardo Mauricio, Ronny Melkus, Ananda Mikola, Nicolas Minassian, Syougo Mitsuyama, Riccardo Moscatelli, Alexander Müller, Masaoki Nagashima, Osamu Nakajima, Tsubasa Nishi, Yves Olivier, Alberto Pedemonte, Andy Priaulx, Timo Scheider, Andreas Scheld, Dominik Schwager, Tom Schwister, Mark Shaw, Gou Shimizu, Norman Simon, Brian Smith, Guy Smith, Henry Stanton, Johan Stureson, Shingo Tachi, Yuuji Tachikawa, Takeshi Tsuchuya, Darren Turner, Kiyoshi Uchiyama, Tim Verbergt, Shigekazu Wakisaka, Mark Webber, Steffen Widmann, Simon Wills, Tairoku Yamguchi.
F396
Benjamin Alvaro, Damien Bianchi, Marcin Biernacki, Nicola “Niki” Cadei, Andrea Cammarone, Davide Campana, Roberto Carta, Luciano Crespi, Donny Crevels, Shigeki Ebihara, Marcel Fassler, Yasuhisa Fujiwara, Gabriele Gardel, Michele Gasparini, Patrice Gay, Yann Goudy, Steeve Hiesse, Yuuji Ide, Pierre Kaffer, Jaroslav Kostelecky, Lucas Luhr, Alessandro Manetti, Maurizio Mediani, Alfredo Melandri, Sébastien Mordillo, Hirotaka Nakajima, Tsubasa Nishi, Fabrizio de Pace, Andrea Pedrini, Sébastien Philippe, Michel Rangoni, Paolo Ruberti, Stéphane Sallaz, David Saelens, Stéphane Sarrazin, Michelangelo Segatori, Shin’ichi Takagi, David Terrien, Takaya Tsubobayashi, Davide Uboldi, Taku Utagawa, Fabrice Walfisch, Jaroslaw Wierczuk, Tairoku Yamguchi, Takashi Yokoyama, Issei Yoshimura.
F395/6
Marco Barindelli, Jeremy Gumbley, Ian James, Martin O’Connell, Jamie Spence, Damon Wellman.
F395
Michael Becker, Shigeki Ebihara, Yasuhisa Fujiwara, Thierry Glas, Pascal Hernandez, Yasuyuki Honjou, Shin’ya Kijima, Naohiro Kouno, Nobuyuki Kuramoto, Tetsuharu Masuda, Ronny Melkus, Keiichi Nishimiya Ryouhei, Sakaguchi, Mikael Santavirta, Tokiyasu Souda, Michael Stelzig, Nikolaos Stremmenos, Tsuyoshi Takahashi, Teruyuki Tokuda, Roman Truschew, Listo Virtanen, Shigeru Yamamoto.
F394
Pedro Bartelle, Martín Basso, Daniel Belli, Alejandro Bini, Suzane Carvalho, Daniel Chamillard, Nicolás Filliberti, Gabriel Furlán, Ulf Johansson, Bruno Junqueira, Nicklas Karlsson, Petr Krizan, Paolo Laghi, Juan Manuel Lopez, Fabián Malta, David Muffato, Juliano Moro, Josef Neuhauser, Leonardo Nienkötter, Wolfgang Petutschnig, Nelson Piquet, Martin Rihs, Patrick Ruth, Federico Sanz, Florian Schnitzenbaumer, Mauricio Slaviero, Tom Stefani, Luiz Fernando Uva, Marcelo Ventre, Gabriel Werner, Norbert Zehnder, Jo Zeller.
F393
Andreas Bähler, Gerhard Claus, Hansruedi Debrunner, Kurt Fischer, Dirk Jenichen, Franz Wöss, Jaromir Zdrazil.
F392
Willi Sträuli, Heinz Utz.
F390
Diego Chiozzi, José Costa, Jaime Melo Jr.
F388
Andreas Kalcher.
1998
F398
Christijan Albers, Seiji Ara, Michael Becker, Max Busnelli, Niki Cadei, Ben Collins, Peter Dumbreck, Yasuhisa Fujiwara, Kou Hirano, Yasuyuki Honjou, Jeffrey van Hooydonk, Toshihiro Kaneishi, Narain Karthikeyan, Hiroki Katou, Gabriele Lancieri, Bas Leinders, Yuusuke Matsuura, Ananda Mikola, Paolo Montin, Martin O’Connell, Yves Olivier, Ricardo Ronchi, Takuma Satou, Niko Stremmenos, Shingo Tachi, Listo Virtanen, Jaroslaw Wierczuk, Adam Wilcox.
F397/8
Michael Bentwood, Enrique Bernoldi, Luciano Burti, David Cook, Paula Cook, Mario Haberfeld, Warren Hughes, Marc Hynes, Yudai Igarashi, Narain Karthikeyan, Kristian Kolby, Darren Manning, Ricardo Mauricio, Andrej Pavicevic, Miku Santavirta, Jamie Spence, Tim Spouge, Adam Wilcox, Alex Yoong.
F397
Daisuke Akatsuka, Marco Barindelli, Tim Bergmeister, Marcin Biernacki, Gianluca Calcagni, Tomiyuki Chida, Donny Crevels, Ruben Delfrer, Wouter van Eeuwijk, Gabriele Gardel, Gou Shimizu, Daisuke Itou, Viktor Kozanov, Haruki Kurosawa, Robert Lechner, Bas Leinders, Lucas Luhr, Alesandro Manetti, Darren Manning, Sebastian Martino, Tsugio Matsuda, Johnny Mislijevic, Syougo Mitsuyama, Tatsuya Mizutani, Alexander Müller, Thomas Mutsch, Masaoki Nagashima, Fabrizio de Pace, Alberto Pedemonte, Leos Prokopec, Michel Rangoni, Timo Rumpfkeil, Norman Simon, Johan Stureson, Peter Sundberg, Shin’ichi Takagi, Yasutaka Takazawa, Tatsuya Tanigawa, Enrico Toccacelo, Steffen Widmann.
F396
Damien Bianchi, Thomas Braumüller, Shin’ya Chiba, Iradj Alexander David, Romain Dumas, Sebastien Dumez, Dietmar Frischmann, Gabriele Gardel, Michele Gasparini, Pascal Hernandez, Steeve Hiesse, Yuuji Ide, Katsumi Irie, Lasse Jakobsen, Dirk Jenichen, Petr Krizan, David Loger, Maurizio Mediani, Tiago Monteiro, David Saelens, Stéphane Sallaz, Michele Spoldi, David Terrien, Benoit Tréluyer, Davide Uboldi, Taku Utagawa, Listo Virtanen, Jaromir Zdrazil.
F395/6
Warren Carway, Steve Hayr, John Ingram, Mike Kirkham, Philip Scifleet, Stephen White.
F395
Osmunde Dolischka, Andre Fibier, Tomoyuki Inoue, Nobuyuki Kuramoto, Shinsuke Misawa, Tatsuya Mizutani, Hirotaka Nakajima, Kouta Sasakim Masahiro Satou, Masayuki Seki, Daisuke Shizuma, Didier Sirgue, Willi Sträuli, Teruyuki Tokuda, Takatoshi Tsuji, Hideo Yamada.
F394
Benjamin Alvaro, Patrick d’Aubreby, Martín Basso, Daniel Belli, Rodrigo Bernardes, Jimmy Bohlin, Valdeno Brito, Raúl Bruschi, Thomas B. Faale, Gabriel Furlán, Yann Goudy, Leandro Guimard, Ramón Ibarra, Jochim Johnsen, Sylvain Jot, Ole-Martin Lindum, Jaime Melo Jr., Eddy Mion, Josef Neuhauser, Leonardo Nienkötter, Eduardo Pamplona, Nelson Piquet, Paulo Pizzoni, Peter Rössler, Urs Rüttimann, Alexandre Sperafico, Ricardo Sperafico, Rodrigo Sperafico, Tom Stefani, Luiz Fernando Uva, Gabriel Werner, Rodrigo Yungh, Christian Zeller, Jo Zeller.
F393
Joao Barreto, Gerhard Claus, Bernard Cognet, Hansruedi Debrunner, Jörg Sandek.
F392
Heribert Bäriswyl, Gabriel Muller.
F391
Claudia Steffek.
F390
Fernando Rama.
F388
Willi Löwenguth.
?
Kurt Keller.
1999
F399
Christijan Albers, Seiji Ara, Doug Bell, Julien Beltoise, Michael Bentwood, Bruno Besson, Damien Bianchi, Luciano Burti, Jenson Button, Gianluca Calgagni, Warren Carway, Fulvio Cavicchi, Jonathan Cochet, Aluizio Coelho, Matt Davies, Sébastien Dumez, Wagner Ebraham, Wouter van Eeuwijk, Jacky van der Ende, Marcel Fässler, Gabriele Gardel, Yasutaka Gomi, Yann Goudy, Ken Grandon, Sven Heidfeld, Warren Hughes, Marc Hynes, Yudai Igarashi, Tomoyuki Inoue, Daisuke Itou, Thomas Jäger, Herbert Jerich, Pierre Kaffer, Toshihiro Kaneishi, Narain Karthikeyan, Andrew Kirkaldy, Juri Kobayakawa, Kristian Kolby, Haruki Kurosawa, Jérôme della Lana, Robert Lechner, Walter van Lent, Etienne van der Linde, David Loger, Juan Manuel Lopez, Kari Mäenpää, Darren Manning, Tsugio Matsuda, Maurizio Mediani, Tiago Monteiro, Stefan Mücke, Alexander Müller, Thomas Mutsch, Elran Nijenhuis, Yves Olivier, Staniaslas D’Outremont, Sebastien Philippe, Martin Rihs, Toby Scheckter, Timo Scheider, Tony Schmidt, Michele Spoldi, Tim Spouge, Tor Sriachavanon, Peter Sundberg, Tatsuya Tanigawa, Enrico Toccacelo, Benoit Tréluyer, Davide Uboldi, Kiyoshi Uchiyama, Gabriele Varano, Risto Virtanen, Alex Yoong.
F398
Martín Basso, Nick Eliades, Andreas Feichtner, Charles Hall, Kou Hirano, Thiago Medeiros, Kenji Itou, Jaime Melo Jr., Hirotaka Nakajima, André Nicastro, Martin O’Connell, Roland Rehfeld, Takuma Sato, Tom Schwister, Steven Shanly, Jeremy Smith, Tom Stefani.
F397/8
Christian Eigl, Andre Fibier, Alberto Pedemonte.
F397
Sven Heidfeld, Patrick Hildenbrandt, Syougo Mitsuyama, Takeshi Namekawa, Roland Rehfeld, Hiroshi Sakai, Patrick van Schoote, Tomokazu Takahara, Masaru Tomizawa, Benjamin Walsh.
F396
John Bender, Alban Gauthier, Jean-Christophe Ravier, Jo Zeller.
F395/6
Willi Sträuli.
F395
John Ingram.
F394
João Barreto, Martín Basso, Daniel Belli, Thed Björk, Martín Canepa, Leandro Guimard, Sergio Koffes Jr., Ole Martin Lindum, Jaime Melo Jr., Thiago Medeiros, Vitor Meira, Eddy Mion, Leonardo Nienkötter, João Paulo de Oliveira, Hoover Orsi, Eduardo Pamplona, Robby Pérez, Paulo Pizzoni, Fernando Rama, Urs Rüttimann, Alexandre Sperafico, Ricardo Sperafico, Rodrigo Sperafico, Thomas Stingelin, Gabriel Werner, Rodrigo Yungh, Christian Zeller.
F393
Michael Aberer, Michel Frey, Mirco Schrepfer.
F392
Kurt Dähler, Urs Hug.
F390
Leandro Guimard.
?
Vassilli Papafilippo.
2000
F300
Marcos Ambrose, Seiji Ara, Rob Austin, Westley Barber, Michael Bentwood, Jeroen Bleekemolen, Gianmaria Bruni, Philip Cloostermans, Ben Collins, Jonathan Cochet, Matt Davies, Frank Diefenbacher, Andreas Feichtner, Gastão Fráguas, Patrick Friesacher, Lorenzo del Gallo, Ken Grandon, Andreas Gülden, Marc Hynes, Yuuji Ide, Pierre Kaffer, Toshihiro Kaneishi, Narain Karthikeyan, Nicolas Kiesa, Andrew Kirkaldy, Haruki Kurosawa, Robert Lechner, Juan Manuel Lopez, Vitor Meira, Stefan Mücke, Alexander Müller, Hirotaka Nakajima, Elran Nijenhuis, Martin O’Connell, Giorgio Pantano, Milos Pavlovic, Sébastien Philippe, Antonio Pizzonia, Andy Priaulx, Kouta Sasaki, Takuma Sato, Valerio Scassellati, Tomas Scheckter, Marino Spinozzi, Peter Sundberg, Enrico Toccacelo, Martin Tomczyk, Roberto Toninelli, Benoit Treluyer, Björn Wirdheim, Akira Yamaguchi, Yasutaka Gomi.
F399
Seiji Ara, Bernhard Auinger, Westley Barber, Tom van Bavel, Zsolt Baumgartner, Julien Beltoise, Michael Bentwood, Jeroen Bleekemolen, Gabriele de Bono, Gianmaria Bruni, Jonathan Cochet, Marc Caldonazzi, Warren Carway, Ben Collins, Matt Davies, Ryo Fukuda, Franco Ghiotto, Sergio Ghiotto, Tristan Gommendy, Sven Heidfeld, Marcel Heimberg, Val Hillebrand, Yasuyuki Honjou, Yuuji Ide, Tomoyuki Inoue, Narain Karthikeyan, Kou Hirano, “Racer” Kashima, Tsubasa Kurosawa, Lucas Lasserre, “Linos”, Juan Manuel Lopez, Andre Lotterer, Kari Mäenpää, Alesandro Manetti, Giorgio Mecattaf, Kyousuke Mineo, Syougo Mitsuyama, Tiago Monteiro, Tadashi Nagamori, HidekiNishimura, Kazuyuki Nishizawa, Martin O’Connell, Alberto Pedemonte, Antonio Pizzonia, Armin Pörnbacher, Andy Priaulx, Kouta Sasaki, Kaichi Satou, Shin’ya Satou, Tomas Scheckter, Tony Schmidt, Mirco Schrepfer, Yannick Schroeder, Tor Sriachavanon, Nicolas Stelandre, Shin’ichi Takagi, Teruyuki Tokuda, Masaru Tomizawa, Takeshi Tsuchiya, Davide Uboldi, Hannu Viinikainen, Mathieu Zangarelli, Jo Zeller.
F398
Silvio Alberti, Rob Austin, Ivan Bellarosa, Enzo Buscaglia, Massimo Carli, Christian Colombo, Pål Richard Eidsvold, Craig Fleming, Juha Fred, Michel Frey, Gabriel Furlan, Michele Gasparini, Matthew Gilmore, Philip Hopkins, Joachim Johnsen, Atsushi Katsumata, Mark Mayall, Peter Nilsson, Gary Paffett, Armin Pörnbacher, Marcel Romanio, Marco Shärf, Angelo Valentino, Ryan Walker.
F397/8
Fulvio Cavicchi, Marko Nevalainen.
F397
Gerhard Claus, Moyonari Higuchi, Masayuki Suzuki, Julian Westwood.
F396
Teemu Anttila, Frédéric Makowiecki, David Moretti, Julien Piguet, Sanna Pinola, Christian Zeller.
F395
Teemu Anttila, Jaakko Ruotsalainen.
F394
“José Alexandre”, Mariano Altuna, Andreas Bähler, Mariano Bainotti, Martín Canepa, Aluizio Coelho, Martín Di Cola, Franco Coscia, Hybernon Cysne, Wagner Ebrahim, Karlos Fernandes, Gastão Fráguas, Marcos Gueiros, “Ianina”, Bobby Issazahde, Ernani Júdice, Mikael Karlsson, Sergio Koffes Jr., Henry Koskinen,Göran Kropp, Giuliano Losacco, Thiago Medeiros, Vitor Meira, Juliano Moro, Thomas Mullin, Josef Neuhauser, Jari Nieminen, João P. de Oliveira,Jan Östberg, Eduardo Pamplona, Christian Rocha, Maria Cristina Rosito, Peter Rössler, Hasse Schöld, Angelo Serafim, Ricardo Sperafico, Urmas Uusneem, Luiz Uva, Marcello Ventre, Gabriel Werner.
F393
Jürg Felix, Jari Koivisto, Thomas Rössler.