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 Citroen, 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, Jo Siffert and John Surtees.
Lotus was the dominant force in Formula Junior, winning the British National Championship from 1960–1963; but 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 Monterey Reunion, to name but a few events.
1960 Mallock U2
Arthur Mallock built his own Formula Junior called the U2. It was front-engined and powered by a Ford four-cylinder. The Mallock had a ladder-type chassis and a very slab-sided body. The suspension was very basic, with a Ford swing axle for the front and a rigid axle with quarter elliptic leaf springs for the rear. Despite this simple design the Mallock did have success. John Harwood won at the Nürburgring in 1960 and two years later, in 1962, still brought his U2 home in 2nd place. Mallock raced one himself in Britain.
1959 Volpini
Gianpaolo Volpini was well established by 1958 when he decided to build a Formula Junior. There was a depth of knowledge with Volpini. Count Lurani himself was a consultant, and Colombo, the designer of the Alfa Romeo 158 and early Ferraris, was the designer. The Volpini Junior had a ladder-type tubular frame and Fiat four-cylinder power mated to a Fiat four-speed gearbox. It used a live rear axle and drum brakes. A young Lorenzo Bandini started his racing career in a Volpini.
1960 Taraschi
Another one of those beautiful front-engined Italian Juniors that looks like a scaled-down Grand Prix car. The Taraschi had a tubular ladder-style chassis, was powered by a 4-cylinder Fiat engine and mated to a Fiat 4-speed gearbox. The brakes were four-wheel drums. It was unique in that it had a DeDion rear axle. Colin Davis won the international Formula Junior Championship driving a Taraschi during part of the season.
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.
LEVEL | VALUATION CATEGORIES |
|---|---|
I | The best combination of all criteria. |
II | Satisfies mid-range of criteria. |
III | In need of restoration. Meets only a few points of criteria |
