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-seat 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, 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 to race at places like Goodwood, Monaco and Monterey, and this year is also FJ’s Diamond Jubilee World Tour for the Peter Revson Trophy. Don’t miss it!
1960 Mallock U2
Arthur Mallock built his own Formula Junior called the U2. It was front-engined and powered by a Ford 4-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 rear 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 himself raced his own example in Britain.
1963 Brabham BT6
World Champion Jack Brabham had started producing single-seater and sports racing cars in England in the early 1960s. They were known to be sturdy, good handling, reliable racing cars. The 1963 Junior entry was the BT6. It was a tubular space frame with wishbone suspension, outboard springs and shocks, disc brakes, and 13-inch magnesium wheels. The engine was a 1.1-liter Ford 105E modified by Holbay, with a Hewland 5-speed transmission. Denis Hulme drove the works entry with great success, narrowly losing the Junior title to Peter Arundel’s Lotus 27 at the last race of the season. The BT6 is a beautiful design and more user friendly than the Lotus 27. Today, it is a front-runner in the Junior series.
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 |
