Formula Junior – 2009 Market & Price Guide

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, commencing 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, 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 Monterey Historics, 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, they constructed a new car to meet them, and it was based on one of their successful 750 Formula Corse single-seaters. The late fifties was a classic 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 claimed 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 and had 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.

1959 Lotus 18

Colin Chapman of Lotus cars followed up his Lotus 12 and 16 front-engine designs with the rear- or mid-engined Lotus 18. This design was a great improvement over the front-engined cars. The 18’s design was very versatile.  Introduced at the end of the 1959 season, it was used in Formula Junior with a 1,000-cc four-cylinder engine and a Renault gearbox. In Formula One, it had a 2.5-liter Coventry Climax four-cylinder engine and brought Lotus their first Formula One victory driven by Stirling Moss. In Formula Junior trim, it used smaller gauge chassis tubing and had four-wheel Alfin drum brakes. The fiberglass body was a series of lightweight panels fastened to the heavily triangulated tube frame. Another innovation was to recline the driver’s seat a little. This kept the overall height quite low at 28 inches. The 18 was very successful in the Junior category and gave many an up-and-coming driver his first success. In Formula One, it gave Jim Clark his first start. The Lotus 18 chassis was widened to make the Lotus 19 Sports Racing Car. We recognize it today as Lotus’s first mid-engine single-seater and most frequently see it in Formula Junior trim. This is another example of Chapman’s design genius.

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.