Formula (Non-wing) Amateur racing classes for formula cars generally focus on designs which use a spaceframe chassis, 4 to 6 cylinder car or motorcycle engine, and fiberglass bodywork. The chassis is relatively easy to construct and repair and the engine is reasonably low cost to maintain. 1989 Van Diemen RF 89 FORMULA FORD 1989 VAN DIEMEN RF 89 FORMULA FORD Van Diemen RF 89 formula Ford 1600 Kent single seater coming from the famous Henry Morrogh racing school. This car is fitted with the original dry sump Ford Kent 1600 and Hewland gearbox.
Jeff Snook's Alexis Mk14 Formula Ford Race Car, Number 41Owner: Jeff SnookCity: Bowling Green, OhioModel: Alexis Mk14 (1968)Engine: Ford Kent 1600ccRace Preparation: (see below)History of Alexis and the 'Russell-Alexis' Formula FordIn 1959 Alexis Cars Ltd. Was founded in Birmingham by two partners, Englishman Alex Francis andAustralian Bill Harris. Francis was a building contractor who enjoyed constructing and racingtrials cars. Harris was more interested in road racing. Leveraging Harris' design and mechanicalskills, the new partnership became a two car racing team which built and sold cars on the side.They focused initially on Formula Junior and moved on to Formula Three (F3) whenFormula Junior declined. Before long, they were building Formula Two (F2) cars too. Thepartners scored some wins, but sales were slow.
Harris left the firm in 1965, shortly aftercompleting design of the Alexis Mk8 (F2/F3) model. Through the Bill Harris years, Alexis producedabout a dozen cars for roadracing, plus about fifteen trials cars.Although Alex Francis remained Managing Director, a junior and part-time employee and hardcoreracing enthusiast named Allen Taylor accepted a promotion and stepped up to the task of runningthe race team. He did more than that. Allen Taylor deserves credit for taking Alexis fromobscurity to becoming a class-leading supplier of racing cars.
Taylor accomplished this witha little help from former Grand Prix driver Jim Russell.The Jim Russell Racing Developments motor racing school was located at Britain's Snettertonrace circuit. (A second Jim Russell school was located in California). Russell's school waslocked in tight competition with the Motor Racing Stables school, at Brands Hatch. Russellwas keenly aware that Motor Racing Stables was working with Lotus on a new model and a newclass: the Lotus 51 for Formula Ford. Formula Fords would be similar to Formula Three cars,but with restrictions to keep purchase and operating costs much lower. Russell didn't just wantAlexis to provide cost effective cars for his school, he also wanted to market 'Russell-Alexis'Formula Fords to anyone who would race in this promising new class.Although Lotus was first to offer Formula Ford cars for sale, the Lotus 51 was just a re-poweredand cost-reduced version of the Lotus 31 F3 car.
Other early Formula Ford models (e.g. Merlyn's 11/11A)were also re-powered F3 cars. The Russell-Alexis Formula Ford was different. It was the first cardesigned specifically for the new Formula Ford racing class. In fact Alexis advertised that theirnew suspension was specifically designed for radial tires, whereas F2 and F3 cars raced on bias-plyracing slicks. In Britain, the Formula Fords of 1967 and 1968 used Firestone 'F100' radialfully-treaded street-car tires.
(In fairness, the Russell-Alexis did resemble to the Mk9 F3 carof 1966, but most dimensions were different and anyhow only one Alexis Mk9 was ever built.)In 1959, Alexis Cars Ltd. Was founded in Birmingham England.The Russell-Alexis Formula Ford was first seen on track in Autumn 1967, and it was best inclass for 1967. A 22-year-old architecture student from Belgium, Claude Bourgoignie, was selectedfrom JRRD's recent graduates and given factory sponsorship. He drove the Russell-Alexis Formula Ford toeight race wins in 67, plus lap records at four circuits. Despite a late start to the season,Claude Bourgoignie won the Formula Ford Register's 1967 Driver of the Year award. Victories didn'tstop there. For example: Australian driver Dave Walker won both the 1968 Duckhams Championship and the1968 Scottish Formula Ford Championship in his Russell-Alexis.
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Seventies Formula One star James Huntwas the most famous driver to start in a Russell-Alexis.¹Production of the Russell-Alexis Formula Ford continued through October 1968, when Russell andAlexis decided to part ways. The partnership had built and sold about 57 cars.
Although Jim Russellwouldn't have called the Russell-Alexis an 'Alexis Mk14' back in the day, that designation has beenused since Alexis announced the Mk15 model for 1969. Alexis sales would never match theMk14's build rate again. Allen Taylor bought Alexis Cars Ltd. From Alex Francis at theend of 1969.
In March 1971 he moved Alexis from Birmingham to Coleshill, Warwickshire.The company continued building Formula Ford racecars through 1976.Enjoying this article? Www.BritishRaceCar.com is partially funded through generous support from readers like you!To contribute to our operating budget,.(Suggested contribution is twenty bucks per year. Feel free to give more!)Factory Advertised Dimensions of the Alexis Mk14 ModelOverall length:137.5'Front track:53.75'Overall height:31.5'Rear track:55.125'Overall width:62.5'Wheelbase:91.5'Body width:23.5'Weight:884# (with oil and water)Jeff Snook's Alexis Formula Ford, chassis serial number AT51.('AT' for Allen Taylor, followed by a sequentially assigned number.)Jeff Snook's Alexis Formula Ford, chassis number AT51Jeff Snook had plans to race his Triumph TR3 on eleven weekends in 1997, but they were scuttledat the first race when his TR3 rolled over. The Triumph was repairable, but the job would take time.Not wanting to miss a whole racing season, Jeff quickly started making new plans. Jeff decidedhe'd like to own and race an early Formula Ford.In terms of cars, very few racing classes compare with Formula Ford for value, competitiveness,and variety all at the same time.
The 'Class of 1968' alone included Lotus, Alexis, Merlyn, Dulon,and Crossle. Jeff particularly admired the Alexis Mk14 for its place in history as well as aestheticconsiderations. (Its cigar-shaped nose is especially elegantly proportioned.) Before long, Jeffdiscovered and purchased the Alexis shown in this article: number 51. There was one little hitch.It was still in the process of restoration by Lead Motorsports of Ohio. While Jeff waited forLead Motorsports to finish their work, he leased and drove a couple other Formula Fords.Original Formula Ford frames weren't constructed to last thirty years.
In addition to wear and fatigue,corrosion is a particular concern because engine fluids were routed through frame tubes. LeadMotorsports crafted an entirely new frame out of chrome-moly steel tubing.Jeff took delivery of his new Alexis and completed a race weekend with it, but he soon began learningtwo things: perfecting a Formula Ford requires a fair amount of track testing and also the focusedattention of a Formula Ford specialist.
Jeff worked with Adkins Racing Services of Avon, Indiana andlater with Lindstrand Motorsports of Darien, Wisconsin. When it was time to strip the Alexis down andrestore it again in 2008, Jeff entrusted Bruce Lindstrand of Lindstrand Motorsports.As of November 2010, Jeff has driven his Alexis on 36 race weekends. He has enjoyed it at GrattanRaceway, Gingerman Raceway, Mid Ohio, Road America, Road Atlanta, Roebling Road, and Watkins Glen.We had the pleasure of photographing Jeff's Alexis at Watkins Glen's 2010 Historic Grand Prix. Engine InstallationFord of England's 'Kent' 1600cc engine provides very good performance at a modest cost. An excellentbore-to-stroke ratio and a well-flowing crossflow cylinder head are key advantages of the design.Formula Ford rules tightly restrict alterations of engine internals.
Furthermore, in the early days ofBritish Formula Ford racing, competitors were empowered to purchase any rival's engine at the endof a race for £150. (We don't have any information on how often this right was exercised.)More extensive mods are allowed to the engine lubrication system. All competitive Formula Fordracecars have dry sump lubrication systems to facilitate mounting the engine very low in the carwhile providing more consistant and reliable oilflow to critical components.Minister Racing oil pump.
(Dozens of companies have put their names on Formula Ford oil pumps.)Weber 32/36 DGAV carburetor. Pipercross foam air cleaner.This is a Motorcraft distributor, but Lucas and Bosch alternatives are readily available too.All are permitted. There's evidently no consensus on which distributor performs best.Following Ford tradition, and uniquely different from its competitors, the Kent engine's firing orderis 1-2-4-3.
You might not guess that from these unorthodoxly arranged tri-Y exhaust headers: theirtubes were arranged for 'sequential cylinder pairing'. Tri-Y headers are used to isolate pulsesof gas pressure between cylinders while maintaining the speed of gases through the system.Another avant-garde feature of these HyTech Headers is their use of anti-reversion chambers incombination with stepped-up primary tube diameters. The intent here is to keep exhaust gas fromflowing back into the cylinders where it would contaminate the fresh intake charge.Early Formula Fords used sand-bent and oxy-acetylene welded mild steel headers.These modern headers by HyTech are mandrel bent out of stainless steel tubing.Custom fabricated aluminum engine oil reservoir. Jaz plastic overflow bottle.Note the engine casting number - 771M-6016-CA - indicates a Ford Fiesta ('76-'83)engine block has been substituted for the original Ford Cortina engine block. The Fiestaversion weighs about 4 pounds more, but is more substantial around the bearings.An electric oil heater is a smart feature for people who occasionally race in cold weather.Alexis Mk14s came with combined water and oil copper/brass radiators.
(Here, the oil cooler isn't in use.)Engine coolant is routed through the upper longitudinal frame tubes. Engine oil wasoriginally routed through lower longitudinal frame tubes. However, as explained abovethis particular car has a replacement frame and the lower tubes are plugged up.Hewland transaxle (H9-5617). The Alexis Mk14 was immediately successful over the Lotus 51.Probably its single biggest advantage was that Alexis used Hewland transaxles from the beginning,whereas the first generation Lotus 51s came with inferior Renault transaxles.
Front SuspensionJust like Lotus, Alexis sourced steel spaceframes for the Mk14 from Arch Motors. Frames wereconstructed of 16 SWG mild steel tubes with nickel-bronze joints and with baked enamel paint.Original Russell-Alexis Formula Fords were equipped with Armstrong steel-bodied, singleadjustable coilover shock absorbers. (Seen here: modern Carrera 'Hyper-Charged' shock absorbers.)Alexis promotional literature pointed out that their suspensions came fully rose-jointed for adjustability.Alford & Alder forged steel uprights are nearly ubiquitous on early Formula Fords. (Versions ofthese uprights had been used on various Standard Triumph cars back to the 1940s.) In this photowe can also see that steel spacers have been inserted both above and below the uprights.Where the steering link connects to the steering arm, we see a cylindrical aluminum spacer.No doubt the thickness of this spacer was carefully selected to minimize bump and roll steer.Jeff's control arms have been electroless nickle plated. In the late sixties and early seventiesit was popular to chrome plate control arms, but then people realized that chrome plating madesteel more susceptible to fractures through a chemical process called hydrogen embrittlement.Highly modified Triumph Spitfire steering rack.Slightly flexible steering coupling, in lieu of a universal joint. Rear SuspensionAmong features and advantages Alexis identified in their early literature: fully rose jointed(i.e.
'Heim jointed') suspension and steering components for service and fine adjustment.One very distinctive design feature of the Alexis Mk8 was its short frame. The spaceframe endedbefore the driveshafts! Alexis carried this unusual feature over into the Formula Ford era.Girling 14LF brake calipers squeeze 9' iron rotors. Have you ever wondered why vintage Formula Fordsalways have iron brake calipers?
Aluminum calipers were expressly prohibited to keep costs down.Alexis cast magnesium rear uprights (i.e. 'hub carriers') are interchangeable from left to right.Enjoying this article? Www.BritishRaceCar.com is partially funded through generous support from readers like you!To contribute to our operating budget,.(Suggested contribution is twenty bucks per year. Feel free to give more!)InteriorCustom molded driver's seat and Simpson 6-point cam-lok safety harness.AutoMeter 'Phantom' coolant temperature gauge, tachometer, and oil pressure gauge.(Original Alexis standard equipment: Smiths versions of the same three basic gauges.)Alpha 10' flat-bottom suede-covered steering wheel, mounted on a quick release hub.The front bulkhead is steel sheetmetal, secured in place with stitch welds.Glass Mat Technology sealed racing battery (180cca).FlameCrusher Halon 1211 centralized fire suppression system. ExteriorJeff uses number 41 on all of his race cars.
Jeff Snook's Alexis Mk14 Formula Ford Race Car, Number 41Owner: Jeff SnookCity: Bowling Green, OhioModel: Alexis Mk14 (1968)Engine: Ford Kent 1600ccRace Preparation: (see below)History of Alexis and the 'Russell-Alexis' Formula FordIn 1959 Alexis Cars Ltd. Was founded in Birmingham by two partners, Englishman Alex Francis andAustralian Bill Harris.
Francis was a building contractor who enjoyed constructing and racingtrials cars. Harris was more interested in road racing. Leveraging Harris' design and mechanicalskills, the new partnership became a two car racing team which built and sold cars on the side.They focused initially on Formula Junior and moved on to Formula Three (F3) whenFormula Junior declined. Before long, they were building Formula Two (F2) cars too. Thepartners scored some wins, but sales were slow. Harris left the firm in 1965, shortly aftercompleting design of the Alexis Mk8 (F2/F3) model.
Through the Bill Harris years, Alexis producedabout a dozen cars for roadracing, plus about fifteen trials cars.Although Alex Francis remained Managing Director, a junior and part-time employee and hardcoreracing enthusiast named Allen Taylor accepted a promotion and stepped up to the task of runningthe race team. He did more than that. Allen Taylor deserves credit for taking Alexis fromobscurity to becoming a class-leading supplier of racing cars. Taylor accomplished this witha little help from former Grand Prix driver Jim Russell.The Jim Russell Racing Developments motor racing school was located at Britain's Snettertonrace circuit. (A second Jim Russell school was located in California). Russell's school waslocked in tight competition with the Motor Racing Stables school, at Brands Hatch.
Russellwas keenly aware that Motor Racing Stables was working with Lotus on a new model and a newclass: the Lotus 51 for Formula Ford. Formula Fords would be similar to Formula Three cars,but with restrictions to keep purchase and operating costs much lower.
Russell didn't just wantAlexis to provide cost effective cars for his school, he also wanted to market 'Russell-Alexis'Formula Fords to anyone who would race in this promising new class.Although Lotus was first to offer Formula Ford cars for sale, the Lotus 51 was just a re-poweredand cost-reduced version of the Lotus 31 F3 car. Other early Formula Ford models (e.g. Merlyn's 11/11A)were also re-powered F3 cars.
The Russell-Alexis Formula Ford was different. It was the first cardesigned specifically for the new Formula Ford racing class. In fact Alexis advertised that theirnew suspension was specifically designed for radial tires, whereas F2 and F3 cars raced on bias-plyracing slicks.
In Britain, the Formula Fords of 1967 and 1968 used Firestone 'F100' radialfully-treaded street-car tires. (In fairness, the Russell-Alexis did resemble to the Mk9 F3 carof 1966, but most dimensions were different and anyhow only one Alexis Mk9 was ever built.)In 1959, Alexis Cars Ltd.
Was founded in Birmingham England.The Russell-Alexis Formula Ford was first seen on track in Autumn 1967, and it was best inclass for 1967. A 22-year-old architecture student from Belgium, Claude Bourgoignie, was selectedfrom JRRD's recent graduates and given factory sponsorship. He drove the Russell-Alexis Formula Ford toeight race wins in 67, plus lap records at four circuits. Despite a late start to the season,Claude Bourgoignie won the Formula Ford Register's 1967 Driver of the Year award. Victories didn'tstop there. For example: Australian driver Dave Walker won both the 1968 Duckhams Championship and the1968 Scottish Formula Ford Championship in his Russell-Alexis. Seventies Formula One star James Huntwas the most famous driver to start in a Russell-Alexis.¹Production of the Russell-Alexis Formula Ford continued through October 1968, when Russell andAlexis decided to part ways.
The partnership had built and sold about 57 cars. Although Jim Russellwouldn't have called the Russell-Alexis an 'Alexis Mk14' back in the day, that designation has beenused since Alexis announced the Mk15 model for 1969.
Alexis sales would never match theMk14's build rate again. Allen Taylor bought Alexis Cars Ltd. From Alex Francis at theend of 1969. In March 1971 he moved Alexis from Birmingham to Coleshill, Warwickshire.The company continued building Formula Ford racecars through 1976.Enjoying this article?
Www.BritishRaceCar.com is partially funded through generous support from readers like you!To contribute to our operating budget,.(Suggested contribution is twenty bucks per year. Feel free to give more!)Factory Advertised Dimensions of the Alexis Mk14 ModelOverall length:137.5'Front track:53.75'Overall height:31.5'Rear track:55.125'Overall width:62.5'Wheelbase:91.5'Body width:23.5'Weight:884# (with oil and water)Jeff Snook's Alexis Formula Ford, chassis serial number AT51.('AT' for Allen Taylor, followed by a sequentially assigned number.)Jeff Snook's Alexis Formula Ford, chassis number AT51Jeff Snook had plans to race his Triumph TR3 on eleven weekends in 1997, but they were scuttledat the first race when his TR3 rolled over. The Triumph was repairable, but the job would take time.Not wanting to miss a whole racing season, Jeff quickly started making new plans. Jeff decidedhe'd like to own and race an early Formula Ford.In terms of cars, very few racing classes compare with Formula Ford for value, competitiveness,and variety all at the same time. The 'Class of 1968' alone included Lotus, Alexis, Merlyn, Dulon,and Crossle. Jeff particularly admired the Alexis Mk14 for its place in history as well as aestheticconsiderations. (Its cigar-shaped nose is especially elegantly proportioned.) Before long, Jeffdiscovered and purchased the Alexis shown in this article: number 51.
There was one little hitch.It was still in the process of restoration by Lead Motorsports of Ohio. While Jeff waited forLead Motorsports to finish their work, he leased and drove a couple other Formula Fords.Original Formula Ford frames weren't constructed to last thirty years. In addition to wear and fatigue,corrosion is a particular concern because engine fluids were routed through frame tubes. LeadMotorsports crafted an entirely new frame out of chrome-moly steel tubing.Jeff took delivery of his new Alexis and completed a race weekend with it, but he soon began learningtwo things: perfecting a Formula Ford requires a fair amount of track testing and also the focusedattention of a Formula Ford specialist.
Jeff worked with Adkins Racing Services of Avon, Indiana andlater with Lindstrand Motorsports of Darien, Wisconsin. When it was time to strip the Alexis down andrestore it again in 2008, Jeff entrusted Bruce Lindstrand of Lindstrand Motorsports.As of November 2010, Jeff has driven his Alexis on 36 race weekends. He has enjoyed it at GrattanRaceway, Gingerman Raceway, Mid Ohio, Road America, Road Atlanta, Roebling Road, and Watkins Glen.We had the pleasure of photographing Jeff's Alexis at Watkins Glen's 2010 Historic Grand Prix. Engine InstallationFord of England's 'Kent' 1600cc engine provides very good performance at a modest cost. An excellentbore-to-stroke ratio and a well-flowing crossflow cylinder head are key advantages of the design.Formula Ford rules tightly restrict alterations of engine internals. Furthermore, in the early days ofBritish Formula Ford racing, competitors were empowered to purchase any rival's engine at the endof a race for £150.
(We don't have any information on how often this right was exercised.)More extensive mods are allowed to the engine lubrication system. All competitive Formula Fordracecars have dry sump lubrication systems to facilitate mounting the engine very low in the carwhile providing more consistant and reliable oilflow to critical components.Minister Racing oil pump. (Dozens of companies have put their names on Formula Ford oil pumps.)Weber 32/36 DGAV carburetor.
Pipercross foam air cleaner.This is a Motorcraft distributor, but Lucas and Bosch alternatives are readily available too.All are permitted. There's evidently no consensus on which distributor performs best.Following Ford tradition, and uniquely different from its competitors, the Kent engine's firing orderis 1-2-4-3.
You might not guess that from these unorthodoxly arranged tri-Y exhaust headers: theirtubes were arranged for 'sequential cylinder pairing'. Tri-Y headers are used to isolate pulsesof gas pressure between cylinders while maintaining the speed of gases through the system.Another avant-garde feature of these HyTech Headers is their use of anti-reversion chambers incombination with stepped-up primary tube diameters. The intent here is to keep exhaust gas fromflowing back into the cylinders where it would contaminate the fresh intake charge.Early Formula Fords used sand-bent and oxy-acetylene welded mild steel headers.These modern headers by HyTech are mandrel bent out of stainless steel tubing.Custom fabricated aluminum engine oil reservoir. Jaz plastic overflow bottle.Note the engine casting number - 771M-6016-CA - indicates a Ford Fiesta ('76-'83)engine block has been substituted for the original Ford Cortina engine block. The Fiestaversion weighs about 4 pounds more, but is more substantial around the bearings.An electric oil heater is a smart feature for people who occasionally race in cold weather.Alexis Mk14s came with combined water and oil copper/brass radiators. (Here, the oil cooler isn't in use.)Engine coolant is routed through the upper longitudinal frame tubes. Engine oil wasoriginally routed through lower longitudinal frame tubes.
Formula Ford Chassis Builders
However, as explained abovethis particular car has a replacement frame and the lower tubes are plugged up.Hewland transaxle (H9-5617). The Alexis Mk14 was immediately successful over the Lotus 51.Probably its single biggest advantage was that Alexis used Hewland transaxles from the beginning,whereas the first generation Lotus 51s came with inferior Renault transaxles. Front SuspensionJust like Lotus, Alexis sourced steel spaceframes for the Mk14 from Arch Motors.
Formula 1000 Chassis Plans
Frames wereconstructed of 16 SWG mild steel tubes with nickel-bronze joints and with baked enamel paint.Original Russell-Alexis Formula Fords were equipped with Armstrong steel-bodied, singleadjustable coilover shock absorbers. (Seen here: modern Carrera 'Hyper-Charged' shock absorbers.)Alexis promotional literature pointed out that their suspensions came fully rose-jointed for adjustability.Alford & Alder forged steel uprights are nearly ubiquitous on early Formula Fords. (Versions ofthese uprights had been used on various Standard Triumph cars back to the 1940s.) In this photowe can also see that steel spacers have been inserted both above and below the uprights.Where the steering link connects to the steering arm, we see a cylindrical aluminum spacer.No doubt the thickness of this spacer was carefully selected to minimize bump and roll steer.Jeff's control arms have been electroless nickle plated. In the late sixties and early seventiesit was popular to chrome plate control arms, but then people realized that chrome plating madesteel more susceptible to fractures through a chemical process called hydrogen embrittlement.Highly modified Triumph Spitfire steering rack.Slightly flexible steering coupling, in lieu of a universal joint. Rear SuspensionAmong features and advantages Alexis identified in their early literature: fully rose jointed(i.e. 'Heim jointed') suspension and steering components for service and fine adjustment.One very distinctive design feature of the Alexis Mk8 was its short frame.
Formula Ford Chassis Plans List
The spaceframe endedbefore the driveshafts! Alexis carried this unusual feature over into the Formula Ford era.Girling 14LF brake calipers squeeze 9' iron rotors. Have you ever wondered why vintage Formula Fordsalways have iron brake calipers? Aluminum calipers were expressly prohibited to keep costs down.Alexis cast magnesium rear uprights (i.e. 'hub carriers') are interchangeable from left to right.Enjoying this article? Www.BritishRaceCar.com is partially funded through generous support from readers like you!To contribute to our operating budget,.(Suggested contribution is twenty bucks per year. Feel free to give more!)InteriorCustom molded driver's seat and Simpson 6-point cam-lok safety harness.AutoMeter 'Phantom' coolant temperature gauge, tachometer, and oil pressure gauge.(Original Alexis standard equipment: Smiths versions of the same three basic gauges.)Alpha 10' flat-bottom suede-covered steering wheel, mounted on a quick release hub.The front bulkhead is steel sheetmetal, secured in place with stitch welds.Glass Mat Technology sealed racing battery (180cca).FlameCrusher Halon 1211 centralized fire suppression system.
ExteriorJeff uses number 41 on all of his race cars.