The Formula Junior category was introduced in Italy in 1958 by Count Giovanni Lurani, and in 1959 it became an International Formula. Shortly thereafter, in 1960, the British began to take a serious interest in the category, beginning the rivalry between British and Italian cars.

The original FIA Formula Junior regulations defined the cars as single-seater racing cars with the mechanical components coming from a touring car of which a minimum of 1,000 units had been produced in 12 months time. The chassis was built within certain dimensions and to a weight minimum. The engine, gearbox, brakes, etc., had to be as derived from a production touring car. Therefore, the great variety of choices on different cars, such as engines from BMC, Fiat and Ford, and gearboxes from Citröen, Renault and VW.

Formula Junior was in effect Formula Two and Formula Three combined, with a maximum engine capacity of 1-liter or 1.1-liters, depending on the car weight. It was a single-seater training ground for young drivers from 1959 to 1963. It produced an endless list of future Formula One stars including Chris Amon, Richard Attwood, Peter Arundell, Jim Clark, Denis Hulme, Peter Revson, Jochen Rindt, Joe Siffert and John Surtees.

Lotus was the dominant force in Formula Junior, wining the British National Championship from 1960-1963; however, a dozen other small companies also produced cars including Bandini, Brabham, Cooper, Elva, Lola, Merlyn, Osca, Stanguellini and Taraschi.

These were in effect mini Grand Prix teams with first-class drivers, designers and mechanics. Ironically, Formula Junior, which was started as a cost-savings effort, was ultimately stopped because the Formula One technology of the day was being used in this lower formula. The monocoque design of the Lotus 27 was a prime example of this technology.

Today, the large number of premium venues, combined with very competitive grids has translated into a very strong market for Formula Juniors, especially in Europe. Having a legitimate Formula Junior allows one the opportunity to race at Goodwood, the Monaco Historic and the Rolex Monterey Reunion, to name but a few events.

 1958 Stanguellini

Stanguellini was a small company in Modena, Italy. When the new rules were being drawn up for the Formula Junior series, it constructed a new car to meet the new rules, based on one of their successful 750 Formula Corse single-seaters.  The late ’50s was a classics era for single-seater racing, not just for great competition, but with some of the most beautiful racing cars ever produced before the mid- or rear-engine cars were the norm. In the beginning of the Junior series, the Stanguellini was the car to have. It won more than 40 national and international victories, as well as several championships. These miniature Maserati 250F look-a-likes had a tubular steel ladder frame, were powered by a front-mounted Fiat 1100-based engine, a four-speed gearbox, Fiat production car-based suspension and a beautifully shaped body. The prototype was even tested by Juan Manuel Fangio at the Modena Autodrome. About 15 cars were built in 1958, 70 in 1959 and 30 in 1960. This successful little racecar is another example of fantastic Italian design, engineering and craftsmanship. It represents the last of a great era in motor sports.

1963 Lotus 27

Colin Chapman’s Lotus Cars of Norfolk, England, was well known for its successful lightweight, nimble single-seater and sports racing cars. Chapman’s background as an aircraft, light-metals, stress engineer helped him with this design philosophy. Formula Junior was the Formula Two and Formula Three series combined from 1959 to 1963, in order to cut costs and have more competitive racing. Ironically, the Lotus 27 model brought the aircraft and Formula One technology of the day to the lower series and raised the cost of competition. In 1964, Formula Junior came to an end and Formula Two and Three returned. The 27 had an aluminum monocoque, front inboard springs and shocks, wishbone suspension, disc brakes and 13-inch magnesium wheels. It was powered by the Cosworth-developed Ford 105E engine mated to a Hewland 5-speed gearbox. Peter Arundel took the 27 to the Junior championship in 1963 over Denis Hulme’s Brabham BT6. Today, this car is considered the ultimate Junior, and an example of Chapman’s design and engineering excellence.

Criteria Used For Assessing Valuations for this Guide:

• Degree of Originality
• Overall Condition, Restoration
• Technology, Design, Coachbuilder
• Production Numbers/Rarity
• Competition History
• Ownership History, Documentation
• Modern Event Eligibility

Regional Variances

The prices stated in this guide are based on U.S. values. The values of historic racing cars can vary as much as 25%-35% in other countries, depending on local market appeal, currency rates, import duties, and VAT. Most of the time, we are able to document known sales or closed escrows, as they say in real estate. When this is not possible, a logical estimate of the car’s value is given, based on its sales history and relationship to cars of its type.

The prices stated in this guide are based on U.S. values. The values of historic racing cars can vary as much as 25%-35% in other countries, depending on local market appeal, currency rates, import duties, and VAT.