RAM Racing

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Surname RAM Racing Team
Company headquarters Great Britain
Team boss John Macdonald
First Grand Prix Spain 1976
Last Grand Prix Europe 1985
Race driven 65
Constructors' championship 0
Drivers World Championship 0
Race wins 0
Pole positions 0
Fastest laps 0
Points 0

RAM is a former British racing team that was active in various classes of motorsport, including Formula 1 , between 1975 and 1985 . In Formula 1, RAM used the established name March Grand Prix in motorsport in 1982 and 1983 , although there was no direct connection to the well-known racing car manufacturer March Engineering . A single report was also made under the name Brands Hatch Racing .


The company was founded in the late 1960s by Mike Ralph and John Macdonald. Ralph and Macdonald were "business partners in the automotive industry". They also ran a small racing team, which initially operated under the name Ralph Macdonald Racing . At first John Macdonald drove occasionally, then from 1972 onwards regularly in British Formula 3 races . In 1974 Macdonald ended his active career and switched to team management. In the 1975 season the team competed in the British Formula 5000 championship. After that, the racing team, which was now called RAM, regularly served the British Formula 1 championship, which at times ran under the name Aurora FX Series. This category was the mainstay of the team in the early years. RAM was also represented in the Formula 1 World Championship at an early stage , although initially only sporadically in individual races. It was not until the 1981 Formula 1 season that RAM took part regularly and in all races.

RAM initially operated motorsport according to the business model of the customer team, i. In other words, RAM did not develop or build its own racing cars, but bought or leased vehicles from a well-known manufacturer ( Brabham , March or Williams ). Initially, this also applied to Formula 1. From 1981, the team then used vehicles that the March Grand Prix produced exclusively for RAM. The team initially drove under the name March, even if it had nothing to do legally with March Engineering , the traditional British racing team. From 1982 RAM developed and built its own cars; at the same time, the team dropped the name March.

RAM stayed in Formula 1 until the end of 1985. For the 1986 Formula 1 season, although a new car had already been developed, no sponsor was found, so RAM withdrew into Formula 3000 . Before the end of the 1986 season, RAM had to close for good.

Ralph Macdonald then led the Formula 3000 Middlebridge team, which belonged to a Japanese company and was well financed. Under Macdonald's performance, Middlebridge tried unsuccessfully in 1987 to gain a foothold in the Formula 1 World Championship. Macdonald later headed the Superpower team in Formula 3000.

Formula 5000

In 1975 the European Formula 5000 entered its seventh year. This year it was called the Shell Sport F5000 Championship and was played almost exclusively on British racetracks. From the middle of the year RAM used a March 75A with a 3.4-liter Ford six-cylinder in a total of eight out of 16 races in this series . The team was registered under the name "Thursday's RAM"; The driver was Alan Jones . The mission was quite successful. Jones won one race at Brands Hatch and one at Silverstone ; he also came third twice (Thruxton and Mallory Park ). In the following season, RAM was no longer involved in Formula 5000.

British Formula One - the Aurora series

In 1978 and 1979 RAM competed in the British Formula 1 championship , which was named Aurora FX-Series. This was a series of young talents in which (mostly) young drivers were supposed to learn how to use Grand Prix vehicles on disused Formula 1 vehicles. Most of the races were held on British tracks.


In the 1978 season RAM under the name Team March a March 781 , a vehicle designed according to Formula 1 rules - it was basically a modification of the March 771 - that was built exclusively for RAM and for use in the Aurora series was. The team's regular driver was Guy Edwards , who won three races and finished fourth overall. In addition to him, Geoff Lees and Bruce Allison also occasionally competed for RAM.

An attempt to start the March 781 at least at the British Grand Prix of the Formula 1 World Championship failed in advance.


The following season , RAM fielded two cars in the Aurora series. The March 781 was no longer used; instead, RAM reported two Fittipaldi F5A for Guy Edwards and the Belgian Bernard de Dryver . In addition, the Belgians Germaine Garon and Hervé Regout started sporadically for RAM; both used a Chevron B42 (unsuccessfully) . This year no RAM driver could win a race. Bernhard de Dryver finished the season with 42 championship points in fourth, Edwards was sixth with 38 points. The other RAM pilots did not achieve any championship points.


RAM acquired two 1979 Williams FW07s for the 1980 season . The team was well equipped with these promising cars, which had also impressed in the Formula 1 World Championship. Emilio de Villota had eight wins, five of them in a row between April and July 1980. RAM was the dominant team of the year, and de Villota won the Aurora championship for RAM early on.

formula 1

RAM as a customer team

RAM began its involvement in Grand Prix racing as a pure customer team. The assignments showed some commitment, but were subject to financial feasibility and were therefore only of a sporadic nature.


In the 1976 Formula 1 season , RAM appeared for the first time in the Formula 1 World Championship. RAM was one of a total of ten private teams that competed in individual races this year. Judging by this competition, John Macdonald had launched an ambitious program: The team called RAM Racing reported two Brabham BT44B vehicles, which had been used in the Brabham works team from 1974 and had to be regarded as technically outdated. In total, RAM competed in seven European races between the Spanish Grand Prix and the Austrian Grand Prix .

The first car was driven in four races by Loris Kessel , who qualified in three cases and crossed the finish line once - in twelfth place at the Belgian Grand Prix . At the British Grand Prix, Bob Evans drove in his place , who qualified but retired due to a gearbox failure. On the occasion of the German Grand Prix there was a legal dispute between Kessel and RAM. With some likelihood it was about the payment of sponsorship money; In any case, it is certain that Kessel did not compete at the Nürburgring .

The second car was rented out to numerous paying drivers who mostly achieved nothing. Emilio de Villota , Patrick Nève , the Dane Jac Nelleman (in his only Formula 1 attempt) and Damien Magee each competed once ; only Nève managed to qualify. During the last three races, Lella Lombardi moved the second RAM Brabham; she managed once - at the team's last race in Zeltweg - the qualification and came twelfth in the race.

After that, RAM didn't have the money to compete in other races.


Boy Hayje in March 761 at the Dutch Grand Prix in 1977

The second Formula 1 season as a customer team was less positive for RAM. Again, the team competed in seven world championship races; apart from the South African Grand Prix, there were regular European races. RAM mostly only used one car; a second car was reported three times. The emergency vehicle was a March 761B, a type that was popular with private teams in 1977 and, in addition to RAM, was also used by Williams , Team Merzario and Chesterfield Racing. RAM used the 761/3, which had been driven by Ronnie Peterson in the March factory team the previous year and had been damaged a total of four times in accidents, and occasionally the 761/8, which Vittorio Bramilla had used for March Engineering in 1976.

Initially, the Finnish debutant Mikko Kozarowitzky was intended as a regular driver, who should compete in every European World Championship run. In the short term, however, the Dutch racing driver Boy Hayje prevailed, who in turn had more funds than Kozarowitzky. Its sponsor was F&S Properties.

Hayje could only qualify once: at the Belgian Grand Prix he started the race 27th and last. When the race was flagged, he was seven laps behind the winner Gunnar Nilsson ( Lotus ) and was not classified. At the Grand Prix of Great Britain , Andy Sutcliffe moved the RAM March for Hayje , as an exception ; However, he clearly missed the pre-qualification.

Mikko Kozarowitzky was reported twice for the second March (chassis 761/8) during the year. In his debut race, the Swedish Grand Prix in 1977 , he had to take part in qualifying training without having tested the car beforehand: team boss John Macdonald had rejected previous test drives for financial reasons and for fear of possible damage by the inexperienced Kozarowitzky. In qualifying of Anderstorp Kozarowitzky put back the slowest lap time. His best time was 5.5 seconds above the pole time of Mario Andretti ( Lotus ) and 2.6 seconds above the time required for qualification. His team-mate Hayje was two seconds faster. Kozarowitzky's second report came at the British Grand Prix. In qualifying, Kozarowitzky came off the track while trying to avoid a collision with Rupert Keegan's slow-moving Hesketh on his first fast lap and crashed into the side barrier. Kozarowitzky broke his wrist in the impact. John Macdonald let Kozarowitzky continue training in Sutcliffes March regardless. His lap time was more than 13 seconds longer than James Hunt's pole time ; Kozarowitzky was eleven seconds short of qualifying. Most observers saw the poor qualities of the March 761 or the allegedly unprofessional organization of the RAM team as the culprit for the failure; others doubted Kozarowitzky's driving skills.

When the Dutch Grand Prix finally the Dutchman drove Michael Bleekemolen the second RAM-March; he could not qualify either.

At the Italian Grand Prix and the subsequent races, RAM no longer competed. RAM did not take part in either the 1978 Formula 1 season or the 1979 Formula 1 season. In both years, the team was involved in the British Formula 1 World Championship at national level. Although there were considerations to bring the March 781 to the start at the 1978 British Grand Prix, it did not materialize for financial reasons.


After a break of almost three years, RAM returned to the Formula 1 World Championship in the second half of 1980 as one of the last customer teams. The racing team called itself RAM / Penthouse Rizla Racing and mostly used one, occasionally two Williams FW07Bs. The team was well equipped with that. The FW07B was the car with which Alan Jones would become world champion in 1980. In the case of RAM, however, it can be said that the team did not receive any newly built cars, but rather extensively used previous year's models, which were initially used by RAM in the Aurora series and subsequently converted to the B type.

RAM again went to seven world championship races. A regular driver was Rupert Keegan , who alternately managed and missed the qualification with remarkable consistency. If he qualified, there were regular finishings; There were no technical defects. Keegan already qualified for position 17 on his first appearance for RAM and was ahead of the two (this year problematic) Ferraris . The best starting position was position 15 at the US Grand Prix ; Keegan achieved the best race result for RAM this year with the ninth fastest time.

At the two overseas races at the end of the season, RAM reported a second Williams FW07B, which was launched with financial support from Theodore Racing - the company that had recently taken over Shadow and was to compete in Formula 1 under its own name from 1981. The second car appeared with a colorful paint job under the name RAM / Theodore / Rainbow Jeans and was driven once (in Canada ) by Kevin Cogan and again by Geoff Lees (in the USA ). Both pilots could not qualify.

At the British Grand Prix , RAM also reported a car for the South African racing driver Desiré Wilson . The report was made under the name Brands Hatch Racing . Wilson missed qualification on her first Formula 1 outing at Brands Hatch . Their failure is often attributed to a vehicle that has not been properly prepared.

RAM as a factory team

From 1981 RAM regularly took part in the Formula 1 World Championship with its own car. In the first few years, the cars were not designed in-house, but were developed by March. Since the team registered for the championship races under the name March until 1982, the impression arose that it was a continuation of the factory Formula 1 involvement of March Engineering, which was discontinued at the end of 1977 . However, that was not the case. In fact, RAM had entered into a joint venture with a company called March Grand Prix for the last few months of the year . Legally, this operation had nothing to do with the racing car manufacturer called March Engineering, which had been supplying racing cars for all kinds of motorsport classes since 1969 and had its own Formula 1 works team from 1970 to 1977. Rather, March Grand Prix was a legally independent company founded by Robin Herd - one of the initiators of March Engineering - with the sole purpose of developing Formula 1 cars for RAM. A technology transfer with March Engineering, where Formula 2 cars were still manufactured, did not take place. The assembly of the cars finally took place at March Engines , another independent company that also belonged to Robin Herd. From 1982, when RAM and March separated, RAM took over the premises of March Engines.


March 811 RM from 1981.
March 811 RM

In the 1981 Formula 1 season, RAM appeared under the name March Grand Prix Team with the 811 RM model. It was a construction by Robin Herd , which was based heavily on the successful Williams FW07; some UK sources report that Herd had taken a close look at the FW07B RAM used in the 1980 season. The drive was the ubiquitous Cosworth DFV motor at the time .

The first version of the 811 was not a big hit. He was very overweight and difficult to manage. As a result, none of the RAM pilots managed to qualify in the first three races. Initially, the cars were even slower than the phlegmatic Osella vehicles.

Derek Daly and Eliseo Salazar were initially signed up as drivers . They obviously had difficulties with the 811. It was only in the fourth race, the San Marino Grand Prix , that Salazar managed the team's first qualification. In the race, he retired after 38 laps due to falling oil pressure. In Belgium and Monaco both drivers failed again because of the qualification or the pre-qualification. Eliseo Salazar then left the team, noticeably disappointed, hired his competitor Ensign and took his sponsor with him. RAM continued the year with only Daly.

In the following years, the 811 was revised first by Gordon Coppuck and then - to a greater extent - by Adrian Reynard . The measures to reduce weight led to the fact that the car became faster; however, the tendency to twist also increased so that the handling did not improve. After all, regular qualifications were now possible; The best result achieved Daly at the Grand Prix of Great Britain , where he started the race as 17th and ultimately saw the checkered flag as seventh. There were also three other finishings.

The March 811 was the basis for the March 81C, which March Engineering designed for the IndyCar series and which - unlike the base model in Formula 1 - ran with considerable success.


March 821 of 1982

At the end of the 1981 season, RAM broke its connection with March Grand Prix . Although the March name was retained for two more years, the technical development of the car and also the construction took place independently at RAM from the start of the 1982 Formula 1 season . The chief engineer was Adrian Reynard , who further developed the 1981 design into the 821 model. The car was widely described as performing, even if it wasn't a high-flyer. The former racing driver Guy Edwards , who in the meantime also belonged to the management of the racing team and acted as a sponsor scout, was able to win the Rothmans cigarette brand as a sponsor. This initially provided a financial cushion that allowed the prospect of healthy technical development.

There were initially problems with the choice of tires. RAM started the season with Pirelli rubbers, which initially performed poorly. After five races, RAM switched to Avon , which, however, proved to be prone to defects. During the season, Avon announced its withdrawal from Formula 1. John Macdonald then bought the entire remaining stock of Avon tires; however, there was no more development work, so that the British tires soon fell behind the competition products. For the last two races of the year RAM finally put on Michelin tires. This inconsistency severely affected teams' performance. When in the middle of the season there were still no presentable results, the sponsor Rothmans withdrew. Different reasons are given for this. In retrospect, John Macdonald felt that the Rothmans managers wanted to see good results too quickly: "They gave us money and expected us to be at the top of the field within a few weeks - 'money pays it'". Jochen Mass, on the other hand, saw the mistake elsewhere: “The guys from March took the money from Rothmans and only paid off their debts from previous years with it”.

Jochen Mass and Raul Boesel were signed up as drivers . Both could only perform poorly. Mass drove a total of ten races for RAM. Apart from the Monaco Grand Prix , he regularly qualified; however, he never got beyond the last third of the starting field. Usually Mass also saw the target; his best result was a seventh place at the US Grand Prix in Detroit . There were also two eighth places as well as a tenth, an eleventh and a twelfth place. The most tragic race of the year was the Belgian Grand Prix , where Mass was involved in Gilles Villeneuve's fatal accident . A few weeks later, at the French Grand Prix , Mass himself had a serious accident. He collided with Mauro Baldi in the Alfa Romeo . His car overturned, landed on his head, and caught fire. Mass got away with minor injuries, Baldi was completely uninjured. After this accident, however, Mass decided to end his active Formula 1 career immediately. In his place at RAM was Rupert Keegan by the end of the season , who achieved three qualifications in five attempts, which were faced with two non-qualifications. Keegan only finished once; at the US Grand Prix in Las Vegas , he was an inconspicuous twelfth.

Raul Boesel, the second RAM pilot, missed qualification five times in 16 attempts. There were four target arrivals; the best was an eighth place at the tragic Belgian Grand Prix in Zolder.

A third March 821 appeared in Formula 1 for five races. This car had nothing to do with RAM. It was used as an Onyx customer car for the paying driver Emilio de Villota . The Spaniard could not qualify at any attempt. He was the last private driver in Formula 1; at the same time, his assignments were the first Formula 1 attempts of the established Formula 2 racing team Onyx, which was supposed to set up its own Formula 1 project in the 1989 season.


RAM 01

RAM mostly competed in the 1983 Formula 1 season with just one car. The team was called RAM Automotive Team March , the car was named RAM 01. It was a new design by Dave Kelly, which had little reference to the March designs of previous years. It was a typical first-generation flat-bottomed car with short, narrow side pods and a generously dimensioned rear wing that counteracted too much drag against the weak-chested Cosworth DFV engine.

The season was disastrous. Overall, RAM was only supposed to start three races in the 1983 Formula 1 season. Eliseo Salazar , who had come back to the team, moved the RAM in the first six races of the year. He was only able to qualify for the last row on the grid in the first two attempts; He only finished in the opening race, the Brazilian Grand Prix . Here Salazar was 15th, four laps behind.

A special kind of test drive took place before the Monaco Grand Prix . The British magazine auto sport reported in an April 1983 issue that John Macdonald Nelson Piquet , who was active at Brabham at the time , had asked for a test in the RAM01 to “see if something fundamental was wrong with our car”. Brabham owner Bernie Ecclestone allowed the test, and Piquet drove some “decent times” on the Le Castellet slope with the RAM. Then Piquet announced that the RAM was basically fine; With a little more development and coordination work, a lot could be achieved. John Macdonald accepted this gratefully, but in the following months there was a lack of money, so that the car's lack of competitiveness could not be fundamentally eliminated.

After the Belgian Grand Prix , where Salazar finished last in qualifying 14 seconds behind and couldn't even overtake the weak Osella , the team parted with its previous driver. The subsequent race in Detroit skipped RAM to (slightly) rework the car. At the Canadian Grand Prix , RAM appeared with Jacques Villeneuve senior at the wheel, the brother of Gilles Villeneuve, who died a year earlier, and uncle of the future Formula 1 world champion Jacques Villeneuve . Villeneuve didn't qualify. In the remaining races of the year, Kenny Acheson drove the RAM 01. He began his involvement with RAM with six non-qualifications in a row. Only in the last race, the Grand Prix of South Africa , did he qualify in 24. In the race he was twelfth, six laps behind the winner, Riccardo Patrese in a Brabham - BMW .

For the French Grand Prix , RAM entered a second car once. It was reported for Jean-Louis Schlesser , who missed qualifying by 1.5 seconds.


For the next Formula 1 season, RAM is noticeably upgrading. This was made possible by the American tobacco company Skoal Bandit , which, mediated by Guy Edwards, became the main sponsor and provided RAM with substantial financial support.

With these resources, RAM managed to move up into the (growing) league of turbo teams. John Macdonald acquired some four-cylinder turbo engines from Brian Hart , which were already used by Toleman and Spirit . Dave Kelly then redesigned the car; the new model, the RAM02, was a massive vehicle that stood out with its long, heavily modeled side pods.

Philippe Alliot and Jonathan Palmer were signed as drivers . Alliot received the new RAM 02 right from the start, while Palmer had to use a RAM 01 in the first two races of the year, which had been equipped with a Hart motor for a short time and was obviously a temporary solution.

Overall, the combination of RAM chassis and Hart motor did not bring any improvement. Most of the two drivers were able to qualify - there were only three non-qualifications in the whole year - but the cars, which were now painted white and green, did not get past 21st place on the grid; mostly the pilots found themselves in the last two rows. There were nine finishings, most of them from Palmer. His eighth place at the Brazilian Grand Prix was the best result of the year. It is significant that Palmer achieved this result with the old RAM 01 from last year.

At the Canadian Grand Prix , Jonathan Palmer was replaced once by Mike Thackwell . This did not improve the results.


Manfred Winkelhock in the RAM03 at the 1985 German Grand Prix
RAM 03

John Macdonald realized that the mediocre chassis designs were a major factor in the unfortunate performance of his team. For 1985 he then engaged the engineer Gustav Brunner . The Austrian designed a completely new car in a very short time, the RAM 03 . In many details, this car was a further development of the ATS D7, which Brunner had designed for the German team in 1984 and which featured some unconventional solutions. The monocoque was a lightweight unit that - like the ATS - also served as the body. The body featured a bottle neck taper at the rear that was first seen at McLaren in 1983 and has been popular ever since. On the engine side, it remained with Hart engines, which should now produce up to 740 hp. Philippe Alliot stayed with the team. Manfred Winkelhock initially took the place of Palmer who had switched to Zakspeed ; after his fatal accident in September 1985, RAM brought Kenny Acheson back for several races of the year.

Despite the changes, the 1985 season was also unsuccessful for RAM. Alliot and Winkelhock rarely got past the last three rows on the grid in qualifying; The highlight was Winkelhock's 14th starting place at the Canadian Grand Prix , the low point was the non-qualification of both RAM in Monaco .

The main problem was the unreliability of the car or the engine, which prevented regular target arrivals. In total, RAM was able to record only three finishes in the 1985 season, two of them at the opening race in Brazil. At the other events, the engines burst almost regularly, both in training and in the races. The reason for this was the fact that Brian Hart was forced to keep increasing the boost pressure as a result of significant increases in performance by the competition - sometimes without having previously tested this on the test bench. The last finish of a RAM was at the French Grand Prix , where Winkelhock was 12th.

Kenny Acheson , who replaced Winkelhock at the Grand Prix of Austria , the Netherlands and Italy , did not finish.

For the last two European races, the Belgian and European Grand Prix , RAM only entered Alliot's car. There was a noticeable lack of engines, and the team management wanted to provide at least one driver with a sufficient number of engines. RAM then stopped taking part in the last two races of the season in South Africa and Australia : the budget was already used up in October 1985.

Attempts at resuscitation


Regardless of the early end of the 1985 Formula 1 season, John Macdonald tried to start again in 1986 . A lot of equipment had to be sold. Apparently the Swede Cecilia Ekström was interested in the old RAM 03; According to some Swiss press reports, she wanted to use the old chassis for her own, still mysterious Formula 1 project Ekström Racing . But nothing came of it. Many RAM employees left the team, including Gustav Brunner , who moved to Scuderia Ferrari . Before that, however, Brunner had completed the development work on a new RAM chassis for Formula 1. The RAM 04 was ultimately not built in the form Brunner had thought it would be.

RAM demonstratively took part in the official Formula 1 test drives in Rio de Janeiro in February 1986 . The car was a slightly modified RAM 03, the drive was still a hard turbo engine. The driver was Mike Thackwell , who sought the support of Australian sponsors. The sponsors were not impressed by what was offered, so that in the end it was not possible to start the new Formula 1 season.

In the following months, John Macdonald and Guy Edwards tried to keep racing by participating in the Formula 3000 championship.

In June 1986 the racing team was finally taken over by Australian businessmen who wanted to revive it for the 1986 Australian Grand Prix under the name Black Swan Racing ; at least that's what notes in British journals show. Ultimately, nothing came of that either.


In the 1987 Formula 1 season there was another attempt by John Macdonald to return to Formula 1. The start-up had nothing to do with RAM directly, but it was still backed by John Macdonald and Guy Edwards. At the time, Macdonald was head of the Formula 3000 team at the Japanese company Middlebridge. According to plans, which were largely due to John Macdonald, a used Benetton car with a BMW engine with money from Middlebridge should be used under the name Middlebridge-Trussardi in some races. The project matured until an official press presentation in the late summer of 1987. However, the regulations forbade the use of third-party designs - a few years earlier this was not a problem at Osella , where a disused Alfa Romeo racing car was used in 1984 , and at AGS the project ultimately failed.

Formula 3000

After the re-entry into Formula 1 had failed in 1986, RAM registered for the Formula 3000 championship in 1986. A RAM 04 was registered as the vehicle. However, it was not a new design developed by Gustav Brunner for 1986 , but a slightly modified RAM 03 that carried a Cosworth DFV motor. In a season that was mainly characterized by March and Lola vehicles, the RAM was, so to speak, an exotic one; Cars they had built themselves were otherwise only available from Minardi and AGS .

In the first race of the season, the Briton James Weaver drove the RAM, but could not qualify. Then Eliseo Salazar took over the car. In six attempts he was able to qualify three times. He crossed the finish line twice, the best position was a 21st place in the race in Belgium. After the Gran Premio Mediterraneo in Enna , Sicily, RAM finally closed its doors. Salazar switched to the Lola factory team.

Individual evidence

  1. Grand Prix website
  2. History of March on the website 761/3 www.oldracingcars.com (accessed on 7 May 2014).
  3. History of March on the website 761/8 www.oldracingcars.com (accessed on 7 May 2014).
  4. ^ David Hodges: Racing Cars from AZ after 1945 . Stuttgart 1993, ISBN 3-613-01477-7 , p. 162.
  5. Mike Lawrence: March - the rise and fall of a motoring legend , UK 2001, ISBN 1-899870-54-7 , p. 116.
  6. Mike Lawrence: March, The Rise and Fall of a Motor Racing Legend . MRP, Orpington 2001, ISBN 1-899870-54-7 , pp. 142 f.
  7. Ferdi Krähling, Gregor diameter: victory or seltzer. The German drivers in Formula 1 . Delius Klasing, Bielefeld, 2013, ISBN 978-3-7688-3686-9 , SS 59.


  • David Hodges: Racing cars from AZ after 1945 , 1st edition (Motorbuch Verlag) Stuttgart 1993.
  • Mike Lawrence, Robin Herd: March - the rise and fall of a motoring legend , UK 2001, ISBN 1-899870-54-7 (Engl.)
  • motorsport aktuell , weekly Swiss trade magazine; Various articles and notes on RAM in the issues from 1980 to 1986

Web links

Commons : RAM Racing  - Collection of pictures, videos and audio files