The Formula Junior category was introduced in Italy in 1958 by Count Giovanni Lurani, and in 1959 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, there was great variety of choice 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. However, a dozen other small companies also produced cars, including Bandini, Brabham, Cooper, Elva, Lola, Merlyn, Osca, Stanguellini, and Taraschi.
These were effectively 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.
Today, a large number of premium venues combined with very competitive grids have 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 Historique, and the Monterey Reunion, to name but a few.
1959 Elva 100
Frank Nichols, the founder of Elva Cars in Rye, Sussex had the foresight to build a front-engined Formula Junior for the new series in early 1959. The Elva 100 Series was the first English-built car to start in the first English race (April 1959). It was the first English Formula Junior to win an International race, and it won on Boxing Day 1959 at Brands Hatch. One of the team drivers was Peter Arundell. In the USA, Charlie Kolb won the 1960 Formula Junior title in an Elva 100. As with most cars of the day, it was a tubular space frame design. It had 15-inch magnesium wheels, big 10-inch drum brakes, and a front-mounted BMC engine modified by none other than Harry Weslake. The gearbox was also from BMC. Today these cleverly designed front-engined cars can still be seen racing in the Formula Junior class.
1959 Lola Mk 2
Eric Broadley’s Lola Cars of Slough, Berkshire, built its first racecar, the Mark 1 front-engined sportsracer, in 1958. In 1959 the Mark 2, a front-engined Formula Junior was designed based on the Mark 1. Its first appearance was at the 1959 Brand Hatch Boxing Day race where it finished 2nd to the Elva 100. Some 19 cars were built. They were a tubular space frame design with front-mounted Ford 105E engine and a BMC 4-speed gearbox. The wheels were magnesium and the brakes were big Alfin drums, mounted inboard at the rear. Team drivers were Peter Ashdown and Dick Prior. Those were the golden days of racing. The Junior category was competitive and varied. Jump in an open single-seater with no belts or roll bar and go racing. Today it is a treat to see these beautiful front-engine cars at the races.
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 |
