Introduction<\/b><\/p>\n

The editors of the A&R would be unable and unwilling to campaign for the establishment of the proposed CCM&EC if there was not overwhelming evidence and current justification for its existence.<\/p>\n

Colin Chapman\u2019s\/Lotus success, impact and achievement in Formula Junior go far beyond the track and have major consequences \/ implications\/ lessons for today. The contribution of Colin Chapman and Formula Junior embraces:-<\/p>\n

\n
• Democratization and affordability of the sport<\/li>\n
• The essential belief that there was a level playing field and participants could have a chance of success<\/li>\n
• It inspired a vast array of engineering talent and , innovation\/ concepts as witnessed by the marque list and the affordability<\/li>\n
• It enriched British engineering and specialists [ again refer marque list]<\/li>\n
• It gave opportunity to some of the foremost drivers of the generation like Jim Clark<\/li>\n
• It operated as a feeder escalator inspiring drivers and engineers upwards.<\/li>\n<\/ul>\n

  This was healthy meld of aspiration, participation and innovation from a low cost base placing emphasis on ideas and an opportunity to experiment.<\/p>\n

  Formula Junior also had a beneficial economic dimension. Participants could be involved with a low cost base but if successful had the means to expand and diversify as many did.<\/p>\n

  Subscribers will recognize many of participants were successful in other branches of motorsport some continue in existence today. We shall therefore look at the opportunity for low cost participation and the means by which the proposed CCM&EC can develop this with the associated historical benefits remaining relevant today.<\/p>\n

  The editors appreciate that formula Junior like other classes intended for low cost entry eventually were partly killed by their own success. In all competitive arena\u2019s technology increased with associated costs and what was perhaps meant to be amateur sporned professional works teams attracting the better drivers etc.<\/p>\n

  This is an initial article establishing the primary context and parameters .A fuller series \u00a0will follow in which we can examine in detail:-<\/p>\n

  \n
  • Lotus compared and contrasted with its Formula Junior contemporaries.<\/li>\n
  • Expanded technical and competition history.<\/li>\n
  • Formula Junior today \u2013 the contemporary scene.<\/li>\n<\/ul>\n

    The Enabling Role of Formula Junior.<\/b><\/p>\n

    \n
    • Designers<\/li>\n
    • Mechanics<\/li>\n
    • Drivers<\/li>\n
    • Team managers<\/li>\n
    • Engine manufacturers and tuners<\/li>\n<\/ul>\n

      Marriot observes:-<\/p>\n

      \u201cIt has always proved necessary to have some form of training ground\u00a0 for potential\u00a0Grand Prix\u00a0<\/i>drivers\u2026\u2026\u2026..after the Second world War certain constructors turned their attention\u00a0 to the building of Formula Three cars\u2026\u2026..the primary object of this racing was to provide a form of racing within the reach of any enthusiast\u00a0 possessing some mechanical knowledge. However a side result of this formula was to provide the best ever training ground for young drivers prior to their entry into the intermediate Formula Two class then existing. Almost directly as a result of this class of racing, Great Britain found her self-possessed of the majority of the world\u2019s best\u00a0Grand Prix\u00a0<\/i>drivers.<\/p>\n

      So apparent was this that other nations began to look for an alternative when interest in formula three diminished .A well-known motor racing personality and Italian representative of the FIA; Count \u201cJohnny\u201d Lurani hit on the idea of a formula which would lead to the construction of a relatively cheap and orthodox racing car based on components used in normal production salon cars.<\/p>\n

      Immense interest was aroused immediately and many of the first Formula Juniors cars as they came to be known were constructed and driven by Italians\u201d<\/p>\n

      Marriott seems to fully appreciate the training and experience opportunity that Formula Junior provided. He observes that:-<\/p>\n

      \u201cBecause they compete in the exhilarating atmosphere of an international\u00a0Grand Prix<\/i>\u00a0.This is good schooling for any up and coming driver\u201d<\/p>\n

      The Spirit and Specification<\/b><\/p>\n

      Twite records a slightly different emphasis to that of Marriott:<\/p>\n

      \u201cCredit for the idea of Formula Junior goes to Count \u201cJohnny\u201d Lurani the Italian former racing driver .his idea came at a time when enthusiasm for the current 500cc formula 3 , never very strong on the Continent was very much on the wane, for it had developed into one country , one car domination , namely Britain and Cooper. Lurani\u2019s scheme was for cheap racing cars as possible, and when the formula was made international the rules stated that the engine and gearbox must come from a production car which more than 1,000 had been made in 12 months\u2026\u2026\u2026.As it was an Italian idea it was no surprise that Italian cars and drivers dominated early races, the Stanguellini, with front mounted Fiat engine being the most successful car. This featured the front suspension from a Fiat production car as well as a rigid back axle and was relatively cheap to produce. When the British constructions began to take an interest their approach was more professional and by the end of 1959 Elva, Lola, Gemini, Lotus and Cooper all had cars in advance state of construction\u2026\u2026\u2026\u2026. From then on British cars dominated Formula Junior almost exclusively with Lotus generally taking the honours\u201d<\/p>\n

      The class of racing has been attributed to the Formula allowed cars to be constructed around Fiat parts.<\/p>\n

      It became international in 1958 but not until 1959 did Britain join with the likes of Cooper and Elva using BMC components whilst Lola and Lotus opted for Ford Anglia [see Cosworth below]<\/p>\n

      The Formula required that production engines and gearboxes should be used along with brakes from the same vehicle .Overhead camshafts were prohibited. Two engine sizes were allowed \u2013 1100cc and weight of 400kg or 1000cc and 360kg.There were additional fixed measurements of the car.<\/p>\n

      Formula Junior was very evocative and in many respects emulated GP cars at an affordable cost. In particular many looked like scaled down Vanwalls etc. Cars and technology were a healthy diverse mix including front or rear engines, front wheel or rear wheel drive, two stroke, four stroke, air cooled, water cooled with multiple cylinders .Chassis ranged from ladder construction to monococque.<\/p>\n

      Formula Junior FIA Requirements<\/b><\/p>\n

      Marriott quotes the FIA regulations for Juniors as comprising:-<\/p>\n

      \n
      • The cars are defined as being single seater ; the fundamental elements of which are derived from touring cars\u00a0 recognized as such by FIA\u00a0 production must have exceeded 1,000 units in any consecutive twelve months]<\/li>\n
      • Minimum wheel base:6\u2019-7.75\u201d<\/li>\n
      • Minimum track:3\u2019-7.252<\/li>\n
      • Maximum width [ outside measurements]:3\u2019-1.5\u201d<\/li>\n
      • Maximum cylinder capacity:1,100 cc<\/li>\n
      • Minimum weight: 881.8lbs [400 kg.] [See & relate technical specification tabulation] reduced to 793 lb. for models with capacity of 1,000cc or less.<\/i><\/li>\n
      • Cylinder block and cylinder head must be those of the engine belonging to a car classed by the FIA<\/li>\n
      • The gearbox must also be that of recognized touring model. There are no restrictions on the number and staging of gear ratios<\/li>\n
      • The system and principle of fuel feeding must be the same as that of the car from which the engine is taken<\/li>\n
      • Same rule applied to braking system but this rule has been modified and disc brakes now permitted<\/li>\n
      • The cylinder capacities specified may be reached by modifying the original bore [increase or reduction] but no alteration of stroke is allowed.<\/li>\n
      • The vehicle must be fitted with a self-starter device<\/li>\n
      • The body, open and giving provision for ne seat must also incorporate a roll bar round the driver\u2019s seat protecting him from being crushed should the car turn over.<\/li>\n
      • Adequate fire protection is also required.<\/li>\n<\/ul>\n

        The following are prohibited:<\/p>\n

        \n
        • Use of an engine with overhead camshaft,<\/i><\/li>\n
        • Self-locking differential<\/i><\/li>\n
        • The number of crankshaft bearings<\/i><\/li>\n
        • Changing camshaft location<\/i><\/li>\n<\/ul>\n

          Commercial fuel only as defined by the FIA must be used and every car must be equipped with a certificate of authenticity issued by the national sports authority concerned, at the beginning of any event<\/p>\n

          The Competitors<\/b><\/p>\n

          or Comparative Specifications.<\/b><\/p>\n

          This information has been taken from Twite and Roberts. The editor\u2019s hope by providing a wide cross section of cars \/technical specifications several objectives can be achieved. These include:-<\/p>\n

          \n
          • To analyses Lotus against the competition<\/li>\n
          • To make deductions why it was superior<\/li>\n
          • To examine the rich , healthy and international diverse composition of the class<\/li>\n
          • To examine to what extent the class achieved its objectives of affordability<\/li>\n
          • To reveal the popularity and extent of the participation<\/li>\n<\/ul>\n

            There are many lessons to be learnt here alone.<\/p>\n

            Following specifications taken from :-<\/p>\n

            \n
            • Racing Cars of the World by Peter Roberts<\/li>\n
            • The World\u2019s Racing Cars. M.L.Twite.[1964]<\/li>\n<\/ul>\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n

              \u00a0<\/b><\/td>\n	Stanguellini FJ [1958]<\/b><\/td>\n	Brabham<\/b><\/td>\n	Cooper T65<\/b><\/td>\n	BMC [1960]<\/b><\/td>\n<\/tr>\n
              Engine \/Cyli<\/td>\n	Fiat, 4<\/td>\n	4<\/td>\n	4<\/td>\n	4<\/td>\n<\/tr>\n
              Bore \/Stroke<\/td>\n	68×75 mm<\/td>\n	85×48.4mm<\/td>\n	85×48.4mm<\/td>\n	64.6×76.2 mm<\/td>\n<\/tr>\n
              CC<\/td>\n	1,098 cc<\/td>\n	1,098cc<\/td>\n	1.098cc<\/td>\n	996 cc<\/td>\n<\/tr>\n
              Valve Gear<\/td>\n	Not stated<\/td>\n	OHV<\/td>\n	OHV<\/td>\n	<\/td>\n<\/tr>\n
              Comp Ratio<\/td>\n	Not stated<\/td>\n	10:01<\/td>\n	12:01<\/td>\n	<\/td>\n<\/tr>\n
              Carburettors<\/td>\n	2x Weber<\/td>\n	2xWeber<\/td>\n	1xWeber<\/td>\n	\u00a01 TC weber<\/td>\n<\/tr>\n
              Max.Power<\/td>\n	75-80 bhp<\/td>\n	100 bhp<\/td>\n	98 bhp<\/td>\n	86.5 bhp<\/td>\n<\/tr>\n
              Trans\/Gears<\/td>\n	5<\/td>\n	5<\/td>\n	6<\/td>\n	4<\/td>\n<\/tr>\n
              Front Brakes<\/td>\n	Fiat 9.8″ drums<\/td>\n	Disc 9″<\/td>\n	Lock’ Disc<\/td>\n	Drum integral \/wheel<\/td>\n<\/tr>\n
              Rear Brakes<\/td>\n	Fiat 9.8″ drums [inboard]<\/td>\n	Disc 9.5″<\/td>\n	Lock’ Disc<\/td>\n	<\/td>\n<\/tr>\n
              Steering<\/td>\n	Worm & roller<\/td>\n	Rack\/pinion<\/td>\n	Rack\/pinion<\/td>\n	<\/td>\n<\/tr>\n
              Front Susp’<\/td>\n	W’Bone & CS<\/td>\n	W’Bone& CS<\/td>\n	W’Bone& CS<\/td>\n	W’ Bone & CS<\/td>\n<\/tr>\n
              Rear Susp’<\/td>\n	W’Bone & CS<\/td>\n	W’Bone& CS<\/td>\n	W’Bone& CS<\/td>\n	CS & transv links,RR<\/td>\n<\/tr>\n
              Chassis<\/td>\n	Not stated<\/td>\n	Multi-tubular<\/td>\n	Multi-tubular<\/td>\n	Warren girder type<\/td>\n<\/tr>\n
              Wheel base<\/td>\n	6′-8″<\/td>\n	7′-6″<\/td>\n	7′-6.5″<\/td>\n	6′-8″<\/td>\n<\/tr>\n
              Front Track<\/td>\n	4′-00″<\/td>\n	4′-0″<\/td>\n	4′-2.25″<\/td>\n	3′-10″<\/td>\n<\/tr>\n
              Rear Track<\/td>\n	4′-0.5″<\/td>\n	4′-0″<\/td>\n	4′-3″<\/td>\n	3′-9″<\/td>\n<\/tr>\n
              O’length<\/td>\n	11′-9″<\/td>\n	12′-0″<\/td>\n	11-10″<\/td>\n	10′-6″<\/td>\n<\/tr>\n
              O’width.body<\/td>\n	4′-6″<\/td>\n	2′-2″<\/td>\n	2′-4″<\/td>\n	3′-9″<\/td>\n<\/tr>\n
              Kerb weight<\/td>\n	860 lbs.<\/td>\n	882lbs<\/td>\n	882 lbs.<\/td>\n	798 lbs.<\/td>\n<\/tr>\n
              Front Tyres<\/td>\n	5.30×13<\/td>\n	4.50×13<\/td>\n	4.50×13<\/td>\n	5.20×13<\/td>\n<\/tr>\n
              Rear Tyres<\/td>\n	5.20×14<\/td>\n	5.50×13<\/td>\n	5.50×13<\/td>\n	5.90×13<\/td>\n<\/tr>\n
              \u00a0<\/b><\/td>\n	Lola Formula Junior<\/b><\/td>\n	Merlyn<\/b><\/td>\n	Gemini 4A<\/b><\/td>\n	Volpini FJ [1959<\/b><\/td>\n<\/tr>\n
              Engine \/Cyli<\/td>\n	4<\/td>\n	4<\/td>\n	4<\/td>\n	Fiat ,4<\/td>\n<\/tr>\n
              Bore \/Stroke<\/td>\n	85×48.4mm<\/td>\n	85×48.4<\/td>\n	85×48.4mm<\/td>\n	68×75 mm<\/td>\n<\/tr>\n
              CC<\/td>\n	1.098cc<\/td>\n	1,098<\/td>\n	1.098cc<\/td>\n	1,098 cc<\/td>\n<\/tr>\n
              Valve Gear<\/td>\n	OHV<\/td>\n	OHV<\/td>\n	OHV<\/td>\n	OHV<\/td>\n<\/tr>\n
              Comp Ratio<\/td>\n	10:01<\/td>\n	10:01<\/td>\n	10:01<\/td>\n	Not stated<\/td>\n<\/tr>\n
              Carburettors<\/td>\n	2xWeber<\/td>\n	2xWeber<\/td>\n	2xWeber<\/td>\n	2x Weber<\/td>\n<\/tr>\n
              Max.Power<\/td>\n	100 bhp<\/td>\n	100 bhp<\/td>\n	100 bhp<\/td>\n	87 bhp<\/td>\n<\/tr>\n
              Trans\/Gears<\/td>\n	5<\/td>\n	5<\/td>\n	6<\/td>\n	Fiat ,4<\/td>\n<\/tr>\n
              Front Brakes<\/td>\n	Disc 9.5<\/td>\n	Girling D 9″<\/td>\n	Girling D 9.5<\/td>\n	Hydraulic TLS<\/td>\n<\/tr>\n
              Rear Brakes<\/td>\n	Disc 9.5<\/td>\n	Girling D 9″<\/td>\n	Girling D 9.5<\/td>\n	Hydraulic TLS<\/td>\n<\/tr>\n
              Steering<\/td>\n	Rack\/pinion<\/td>\n	Rack\/pinion<\/td>\n	Rack\/pinion<\/td>\n	Not stated<\/td>\n<\/tr>\n
              Front Susp’<\/td>\n	W’Bone& CS<\/td>\n	W’Bone& CS<\/td>\n	W’Bone& CS<\/td>\n	W’Bone & CS<\/td>\n<\/tr>\n
              Rear Susp’<\/td>\n	W’Bone& CS<\/td>\n	W’Bone& CS<\/td>\n	W’Bone& CS<\/td>\n	CS & Radius rods<\/td>\n<\/tr>\n
              Chassis<\/td>\n	Multi-8″<\/td>\n	Multi-tubular<\/td>\n	Multi-tubular<\/td>\n	Ladder frame<\/td>\n<\/tr>\n
              Wheel base<\/td>\n	7′-8″<\/td>\n	7′-6″<\/td>\n	7′-10″<\/td>\n	6′-10″<\/td>\n<\/tr>\n
              Front Track<\/td>\n	4′-2″<\/td>\n	4′-4″<\/td>\n	4′-6″<\/td>\n	4′-.05″<\/td>\n<\/tr>\n
              Rear Track<\/td>\n	4′-1″<\/td>\n	4′-4″<\/td>\n	4′-6″<\/td>\n	3′-11.5″<\/td>\n<\/tr>\n
              O’length<\/td>\n	12′-0″<\/td>\n	12′-0″<\/td>\n	12′-8″<\/td>\n	11′-1.75″<\/td>\n<\/tr>\n
              O’width.body<\/td>\n	2′-2″<\/td>\n	Not stated<\/td>\n	2′-2″<\/td>\n	Not stated<\/td>\n<\/tr>\n
              Kerb weight<\/td>\n	882 lbs.<\/td>\n	882lbs<\/td>\n	882 lbs.<\/td>\n	902 lbs.<\/td>\n<\/tr>\n
              Front Tyres<\/td>\n	4.50×13<\/td>\n	4.50×13<\/td>\n	5.20×13<\/td>\n	4.25×15<\/td>\n<\/tr>\n
              Rear Tyres<\/td>\n	5.50×13<\/td>\n	5.50×13<\/td>\n	5.50×13<\/td>\n	5.20×14<\/td>\n<\/tr>\n
              \u00a0<\/b><\/td>\n	Lola [1960]<\/b><\/td>\n	Condor S111 [1961]<\/b><\/td>\n	Gemini Mk.II<\/b><\/td>\n	Elva [1959]<\/b><\/td>\n<\/tr>\n
              Engine \/Cyli<\/td>\n	Lola mod 4 Ford 105 E<\/td>\n	Mod 4 Ford 105 E<\/td>\n	BMC A \/ Ford 105 E [4]<\/td>\n	Mitter tuned DKW [3]<\/td>\n<\/tr>\n
              Bore \/Stroke<\/td>\n	90.9648.41 mm<\/td>\n	80.9×48.41 mm<\/td>\n	80.96×48.41 mm<\/td>\n	78.2x76mm<\/td>\n<\/tr>\n
              CC<\/td>\n	997 cc<\/td>\n	997 cc<\/td>\n	997 cc<\/td>\n	1,097 cc<\/td>\n<\/tr>\n
              Valve Gear<\/td>\n	Not stated<\/td>\n	Not stated<\/td>\n	Not stated<\/td>\n	Not stated<\/td>\n<\/tr>\n
              Comp Ratio<\/td>\n	Not stated<\/td>\n	Not stated<\/td>\n	Not stated<\/td>\n	Not stated<\/td>\n<\/tr>\n
              Carburettors<\/td>\n	2xWeber<\/td>\n	2 X Weber<\/td>\n	2 x Weber<\/td>\n	3x dell ‘Orto<\/td>\n<\/tr>\n
              Max.Power<\/td>\n	75 bhp<\/td>\n	80 bhp<\/td>\n	88 bhp<\/td>\n	85 bhp<\/td>\n<\/tr>\n
              Trans\/Gears<\/td>\n	Not stated<\/td>\n	Not stated<\/td>\n	BMC A 4 speed<\/td>\n	4<\/td>\n<\/tr>\n
              Front Brakes<\/td>\n	Lockheed 9″ Alfin\u00a0 drum<\/td>\n	Girling \/Condor 9″<\/td>\n	Lockheed 10″ drums<\/td>\n	Lockheed 10″ drums<\/td>\n<\/tr>\n
              Rear Brakes<\/td>\n	Lockheed 9″ Alfin\u00a0 drum<\/td>\n	Girling \/Condor 9″<\/td>\n	Lockheed 10″ drums<\/td>\n	Lockheed 10″ drums<\/td>\n<\/tr>\n
              Steering<\/td>\n	Rack\/pinion<\/td>\n	Space frame +<\/td>\n	Mod’ Triumph Herald R&P<\/td>\n	Not stated<\/td>\n<\/tr>\n
              Front Susp’<\/td>\n	W’Bone& CS<\/td>\n	W’Bone& CS<\/td>\n	W’Bone& CS<\/td>\n	W’ Bone & CS<\/td>\n<\/tr>\n
              Rear Susp’<\/td>\n	W’Bone& CS<\/td>\n	W’Bone& CS<\/td>\n	Strut type with CSD<\/td>\n	Coli spring dampers +<\/td>\n<\/tr>\n
              Chassis<\/td>\n	Not stated<\/td>\n	Space frame +<\/td>\n	Multi-tubular plus reinf’<\/td>\n	Multi- tube space frame<\/td>\n<\/tr>\n
              Wheel base<\/td>\n	6′-10″<\/td>\n	7′-4″<\/td>\n	6′-10″<\/td>\n	7′-5″<\/td>\n<\/tr>\n
              Front Track<\/td>\n	3′-9″<\/td>\n	4′-0″<\/td>\n	3′-11″<\/td>\n	4′-00″<\/td>\n<\/tr>\n
              Rear Track<\/td>\n	3′-9.5″<\/td>\n	4′-0″<\/td>\n	4′-00″<\/td>\n	4′-00″<\/td>\n<\/tr>\n
              O’length<\/td>\n	10′-8″<\/td>\n	11′-6″<\/td>\n	11′-6″<\/td>\n	12′-1.5″<\/td>\n<\/tr>\n
              O’width.body<\/td>\n	4′-4″<\/td>\n	4′-6″<\/td>\n	4′-2″<\/td>\n	4′-4″<\/td>\n<\/tr>\n
              Kerb weight<\/td>\n	810 lbs.<\/td>\n	812 lbs.<\/td>\n	805 lbs.<\/td>\n	800 lbs. approx.<\/td>\n<\/tr>\n
              Front Tyres<\/td>\n	4.50×13<\/td>\n	4.50×13<\/td>\n	4.50×15<\/td>\n	15″<\/td>\n<\/tr>\n
              Rear Tyres<\/td>\n	5.25×13<\/td>\n	5.25×13<\/td>\n	5×15<\/td>\n	15″<\/td>\n<\/tr>\n
              \u00a0<\/b><\/td>\n	Lola [1961]<\/b><\/td>\n	Deep Sanderson [1959]<\/b><\/td>\n	Gemini Mk.IIIA [1960]<\/b><\/td>\n	Elva [1960]<\/b><\/td>\n<\/tr>\n
              Engine \/Cyli<\/td>\n	Superspeed mod Ford 105 E<\/td>\n	Lawrencetune Ford 105E [4]<\/td>\n	Mod’ Ford 105 E [4]<\/td>\n	Mod’ BMC A [4]<\/td>\n<\/tr>\n
              Bore \/Stroke<\/td>\n	80.96×48.41 mm<\/td>\n	80.96×48.41mm<\/td>\n	80.96 x 48.41 mm<\/td>\n	64.4×76.2 mm<\/td>\n<\/tr>\n
              CC<\/td>\n	997 cc<\/td>\n	997 cc<\/td>\n	997 cc<\/td>\n	992 cc<\/td>\n<\/tr>\n
              Valve Gear<\/td>\n	Not stated<\/td>\n	OHV<\/td>\n	Not stated<\/td>\n	OHC<\/td>\n<\/tr>\n
              Comp Ratio<\/td>\n	Not stated<\/td>\n	Not stated<\/td>\n	Not stated<\/td>\n	Not stated<\/td>\n<\/tr>\n
              Carburettors<\/td>\n	2xWeber<\/td>\n	2x Weber<\/td>\n	2xWeber<\/td>\n	2x SU<\/td>\n<\/tr>\n
              Max.Power<\/td>\n	85 bhp<\/td>\n	86 bhp<\/td>\n	88 bhp<\/td>\n	87 bhp<\/td>\n<\/tr>\n
              Trans\/Gears<\/td>\n	Mod VW<\/td>\n	Volkswagen 4 speed<\/td>\n	Mod ‘Renault Dauphine<\/td>\n	Volkswagen 4 speed<\/td>\n<\/tr>\n
              Front Brakes<\/td>\n	Alfin\/\u00a0 Girling 9″<\/td>\n	Alfin\/ Girling 10″<\/td>\n	Lockheed 10″ drums<\/td>\n	Lockheed 9″<\/td>\n<\/tr>\n
              Rear Brakes<\/td>\n	Girling 9″ inboard<\/td>\n	Girling 9″<\/td>\n	Lockheed 8″ drums<\/td>\n	Lockheed inboard<\/td>\n<\/tr>\n
              Steering<\/td>\n	Lola rack and pinion<\/td>\n	Not stated<\/td>\n	Alford & Adler R & P<\/td>\n	Rack and pinion<\/td>\n<\/tr>\n
              Front Susp’<\/td>\n	W’Bone& CS<\/td>\n	Converging axis trailing links<\/td>\n	W’Bone& CS<\/td>\n	W’ Bone & CS<\/td>\n<\/tr>\n
              Rear Susp’<\/td>\n	W’Bone& CS<\/td>\n	Converging axis trailing links<\/td>\n	W’Bone& CS<\/td>\n	Parallel trailing arms +<\/td>\n<\/tr>\n
              Chassis<\/td>\n	Not stated<\/td>\n	Space frame +<\/td>\n	Not stated<\/td>\n	Space frame \/stressed<\/td>\n<\/tr>\n
              Wheel base<\/td>\n	7′-4″<\/td>\n	8′-4″<\/td>\n	7′-3″<\/td>\n	7′-3″<\/td>\n<\/tr>\n
              Front Track<\/td>\n	4′-1″<\/td>\n	4′-00″<\/td>\n	4′-3″<\/td>\n	4′-00″<\/td>\n<\/tr>\n
              Rear Track<\/td>\n	4′-00″<\/td>\n	3′-11″<\/td>\n	4′-3″<\/td>\n	4′-00″<\/td>\n<\/tr>\n
              O’length<\/td>\n	12′-00″<\/td>\n	11′-1″<\/td>\n	11′-00″<\/td>\n	11′-1″<\/td>\n<\/tr>\n
              O’width.body<\/td>\n	4-4″<\/td>\n	4′-6″<\/td>\n	4-9″<\/td>\n	4′-6″<\/td>\n<\/tr>\n
              Kerb weight<\/td>\n	810 lbs.<\/td>\n	810 lbs.<\/td>\n	806 lbs.<\/td>\n	815 lbs. approx.<\/td>\n<\/tr>\n
              Front Tyres<\/td>\n	4.50×13<\/td>\n	4.50×15<\/td>\n	4.50×13<\/td>\n	4.50×15<\/td>\n<\/tr>\n
              Rear Tyres<\/td>\n	5.25 or 5.50 x13<\/td>\n	5.00×15<\/td>\n	5.25×13<\/td>\n	5.00×15<\/td>\n<\/tr>\n
              \u00a0<\/b><\/td>\n	Emeryson [1960]<\/b><\/td>\n	Envoy Mk.I [1960]<\/b><\/td>\n	Cooper Mk.1 J [1960]<\/b><\/td>\n	Dolphin Mk.II [1961]<\/b><\/td>\n<\/tr>\n
              Engine \/Cyli<\/td>\n	Mod Ford 105 E<\/td>\n	Barwell mod’ Ford 105 E\u00a0 [4]<\/td>\n	Mod’ BMC A series<\/td>\n	Superspeed Mod Ford 105 E [4]<\/td>\n<\/tr>\n
              Bore \/Stroke<\/td>\n	80.96×48.41 mm<\/td>\n	80.96×48.41mm<\/td>\n	64.4×76.2 mm<\/td>\n	80.96×48.41 mm<\/td>\n<\/tr>\n
              CC<\/td>\n	997 cc<\/td>\n	997 cc<\/td>\n	994 cc<\/td>\n	997 cc<\/td>\n<\/tr>\n
              Valve Gear<\/td>\n	OHV<\/td>\n	OHV<\/td>\n	OHV<\/td>\n	Not stated<\/td>\n<\/tr>\n
              Comp Ratio<\/td>\n	Not stated<\/td>\n	Not stated<\/td>\n	Not stated<\/td>\n	<\/td>\n<\/tr>\n
              Carburettors<\/td>\n	2x Weber<\/td>\n	2x Weber<\/td>\n	2xSU or 1 tc Weber<\/td>\n	2x SU<\/td>\n<\/tr>\n
              Max.Power<\/td>\n	80 bhp<\/td>\n	75-80 bhp<\/td>\n	70-75 bhp<\/td>\n	80 bhp<\/td>\n<\/tr>\n
              Trans\/Gears<\/td>\n	\u00a0Mod’ Volkswagen 4 speed<\/td>\n	Volkswagen 4 speed<\/td>\n	Citroen ERSA 4 speed<\/td>\n	Fiat 600 , 4 speed<\/td>\n<\/tr>\n
              Front Brakes<\/td>\n	Girling 8 drums”<\/td>\n	Girling 10″ drums<\/td>\n	Lockheed 8″<\/td>\n	8.5 ” Aluminium finned drums<\/td>\n<\/tr>\n
              Rear Brakes<\/td>\n	Girling 8 drums”<\/td>\n	Girling 10″ drums<\/td>\n	Lockheed 8″<\/td>\n	8.5 ” Aluminium finned drums<\/td>\n<\/tr>\n
              Steering<\/td>\n	Emeryson R&P<\/td>\n	Rack\/pinion<\/td>\n	Cooper R&P<\/td>\n	Not stated<\/td>\n<\/tr>\n
              Front Susp’<\/td>\n	W’Bone& CS<\/td>\n	W’Bone& CS<\/td>\n	W’Bone& CS<\/td>\n	W’ Bone & CS<\/td>\n<\/tr>\n
              Rear Susp’<\/td>\n	W’Bone& CS<\/td>\n	W’Bone & CS<\/td>\n	Trans ‘Leaf Spring &WB<\/td>\n	W’ Bone & CS<\/td>\n<\/tr>\n
              Chassis<\/td>\n	Space frame<\/td>\n	Ladder frame<\/td>\n	1.5″ tubing + light alloy<\/td>\n	Multi- tube space frame<\/td>\n<\/tr>\n
              Wheel base<\/td>\n	7′-2″<\/td>\n	7′-3″<\/td>\n	7′-2″<\/td>\n	7′-6″<\/td>\n<\/tr>\n
              Front Track<\/td>\n	3′-10″<\/td>\n	3′-10″<\/td>\n	3′-10.5″<\/td>\n	3′-11″<\/td>\n<\/tr>\n
              Rear Track<\/td>\n	3′-9″<\/td>\n	3′-9″<\/td>\n	3′-9.5″<\/td>\n	3′-10″<\/td>\n<\/tr>\n
              O’length<\/td>\n	12′-7.25″<\/td>\n	11′-1″<\/td>\n	11′-00″<\/td>\n	Not stated<\/td>\n<\/tr>\n
              O’width.body<\/td>\n	4′-3″<\/td>\n	4′-2.5″<\/td>\n	4′-4″<\/td>\n	Not stated<\/td>\n<\/tr>\n
              Kerb weight<\/td>\n	799 lbs.<\/td>\n	800 lbs.<\/td>\n	Not stated<\/td>\n	Not stated<\/td>\n<\/tr>\n
              Front Tyres<\/td>\n	4.50×15<\/td>\n	4.50×15<\/td>\n	4.50 x15<\/td>\n	4.50×15<\/td>\n<\/tr>\n
              Rear Tyres<\/td>\n	5.25×15<\/td>\n	5.00×15<\/td>\n	5.00 x15<\/td>\n	5.00×15<\/td>\n<\/tr>\n
              \u00a0<\/b><\/td>\n	Kieft Junior [1960]<\/b><\/td>\n	Bond\u00a0 Formula J [1960]<\/b><\/td>\n	Cooper Mk II J [1960]<\/b><\/td>\n	Lotus Type 18 [1959]<\/b><\/td>\n<\/tr>\n
              Engine \/Cyli<\/td>\n	Arden mod’ Ford 100E [4]<\/td>\n	Cosworth Ford 105 E [4]<\/td>\n	Mod’ BMC A series [4]<\/td>\n	Cosworth Ford 105 E [4]<\/td>\n<\/tr>\n
              Bore \/Stroke<\/td>\n	80.96×48.41 mm<\/td>\n	80.96×48.41mm<\/td>\n	64.4×76.2 mm<\/td>\n	80.96×48.41mm<\/td>\n<\/tr>\n
              CC<\/td>\n	997 cc<\/td>\n	997 cc<\/td>\n	994 cc<\/td>\n	997 cc<\/td>\n<\/tr>\n
              Valve Gear<\/td>\n	OHV<\/td>\n	Not stated<\/td>\n	OHV<\/td>\n	Not stated<\/td>\n<\/tr>\n
              Comp Ratio<\/td>\n	Not stated<\/td>\n	Not stated<\/td>\n	Not stated<\/td>\n	Not stated<\/td>\n<\/tr>\n
              Carburettors<\/td>\n	2xWeber<\/td>\n	2xWeber<\/td>\n	2xSU or 1 tc Weber<\/td>\n	2xWeber<\/td>\n<\/tr>\n
              Max.Power<\/td>\n	Not stated<\/td>\n	80 bhp<\/td>\n	75-80 bhp<\/td>\n	75 bhp<\/td>\n<\/tr>\n
              Trans\/Gears<\/td>\n	Mod’ Renault Dauphine<\/td>\n	Ford Anglia 4 speed<\/td>\n	Citroen ERSA 4 speed<\/td>\n	Mod; Renault 4 speed<\/td>\n<\/tr>\n
              Front Brakes<\/td>\n	Girling 9″ drums-outboard<\/td>\n	Girling 9″ in Bond drums<\/td>\n	Cooper\/Wellworthy drum<\/td>\n	Lockheed 9″ outboard<\/td>\n<\/tr>\n
              Rear Brakes<\/td>\n	Girling 9″ drums-outboard<\/td>\n	Girling 9″ in Bond drums<\/td>\n	Cooper\/Wellworthy drum<\/td>\n	Lockheed 9″ outboard<\/td>\n<\/tr>\n
              Steering<\/td>\n	Kieft R&P<\/td>\n	Rack\/pinion<\/td>\n	Cooper R&P<\/td>\n	Rack\/pinion<\/td>\n<\/tr>\n
              Front Susp’<\/td>\n	W’Bone & CS<\/td>\n	W’Bone & CS<\/td>\n	W’Bone& CS<\/td>\n	W’Bone& CS<\/td>\n<\/tr>\n
              Rear Susp’<\/td>\n	W’Bone & CS<\/td>\n	Low pivot swing axle<\/td>\n	W’Bone& CS<\/td>\n	W’Bone& CS & drive shafts<\/td>\n<\/tr>\n
              Chassis<\/td>\n	Not stated<\/td>\n	GRP reinforced alum’& steel<\/td>\n	1.5″ & 1.25″ tubing<\/td>\n	Multi- tube space frame<\/td>\n<\/tr>\n
              Wheel base<\/td>\n	7′-00″<\/td>\n	7′-3″<\/td>\n	7′-5″<\/td>\n	7′ ‘-6″<\/td>\n<\/tr>\n
              Front Track<\/td>\n	4′-1″<\/td>\n	3′-10″<\/td>\n	4′-00″<\/td>\n	4′ ‘-1″<\/td>\n<\/tr>\n
              Rear Track<\/td>\n	4′-1″<\/td>\n	3′-11″<\/td>\n	3′-11″<\/td>\n	3′ ‘-11″<\/td>\n<\/tr>\n
              O’length<\/td>\n	9′-8″<\/td>\n	11′-10″<\/td>\n	11′-6″<\/td>\n	11′ ‘-3″<\/td>\n<\/tr>\n
              O’width.body<\/td>\n	4′-6″<\/td>\n	Not stated<\/td>\n	4′-6″<\/td>\n	4′-8″<\/td>\n<\/tr>\n
              Kerb weight<\/td>\n	Not stated<\/td>\n	796 lbs.<\/td>\n	795 lbs.<\/td>\n	800 lbs.<\/td>\n<\/tr>\n
              Front Tyres<\/td>\n	4.50×15<\/td>\n	Not stated<\/td>\n	4.50×13<\/td>\n	4.50×15<\/td>\n<\/tr>\n
              Rear Tyres<\/td>\n	5.00×15<\/td>\n	Not stated<\/td>\n	5.25×13<\/td>\n	5.00×15<\/td>\n<\/tr>\n
              \u00a0<\/b><\/td>\n	PM-Poggi FJ [1959]<\/b><\/td>\n	Osca FJ [1960]<\/b><\/td>\n	Mitter FJ [1959]<\/b><\/td>\n	Lotus Type 20 [1961]<\/b><\/td>\n<\/tr>\n
              Engine \/Cyli<\/td>\n	Mod’ Fiat 1,100 cc [4]<\/td>\n	Mod’ Fiat 1,100 cc [4]<\/td>\n	D.K.W. [3]<\/td>\n	Cosworth Ford 105 E [4]<\/td>\n<\/tr>\n
              Bore \/Stroke<\/td>\n	68×75 mm<\/td>\n	68×75 mm<\/td>\n	78.2×76 mm<\/td>\n	80.96×48.41mm<\/td>\n<\/tr>\n
              CC<\/td>\n	1,089 cc<\/td>\n	1,089 cc<\/td>\n	1.097 cc<\/td>\n	997 cc<\/td>\n<\/tr>\n
              Valve Gear<\/td>\n	Not stated<\/td>\n	OHV<\/td>\n	Not stated<\/td>\n	Not stated<\/td>\n<\/tr>\n
              Comp Ratio<\/td>\n	Not stated<\/td>\n	Not stated<\/td>\n	9.6:1<\/td>\n	Not stated<\/td>\n<\/tr>\n
              Carburettors<\/td>\n	2xWeber<\/td>\n	2xWeber<\/td>\n	3x dell Orto<\/td>\n	2xWeber<\/td>\n<\/tr>\n
              Max.Power<\/td>\n	76-78 bhp<\/td>\n	85 bhp<\/td>\n	85 bhp<\/td>\n	85 bhp<\/td>\n<\/tr>\n
              Trans\/Gears<\/td>\n	Fiat 1,100 4 speed<\/td>\n	Fiat 4speed<\/td>\n	4<\/td>\n	CR 4spees<\/td>\n<\/tr>\n
              Front Brakes<\/td>\n	Gatto 9.8″ drums<\/td>\n	Twin leading shoe hydraulic<\/td>\n	Porsche Carrera 11″<\/td>\n	Hydraulic Drum<\/td>\n<\/tr>\n
              Rear Brakes<\/td>\n	Fiat 9.8″ drums<\/td>\n	Not stated<\/td>\n	Not stated<\/td>\n	Hydraulic Drum<\/td>\n<\/tr>\n
              Steering<\/td>\n	Not stated<\/td>\n	Not stated<\/td>\n	DKW rack & pinion<\/td>\n	Rack\/pinion<\/td>\n<\/tr>\n
              Front Susp’<\/td>\n	W’Bone & CS<\/td>\n	W’Bone & CS<\/td>\n	Top transf leaf spring<\/td>\n	W’Bone & CS<\/td>\n<\/tr>\n
              Rear Susp’<\/td>\n	Cantilever 1\/4 elliptical spring<\/td>\n	Live axle with coil S\/dampers<\/td>\n	DKW dead axle\/leaf spring<\/td>\n	Fixed length articul’sharfts<\/td>\n<\/tr>\n
              Chassis<\/td>\n	Not stated<\/td>\n	Ladder frame<\/td>\n	Not stated<\/td>\n	Multi- tube space frame<\/td>\n<\/tr>\n
              Wheel base<\/td>\n	6′-9″<\/td>\n	6′-7″<\/td>\n	6′-10.5″<\/td>\n	Not stated<\/td>\n<\/tr>\n
              Front Track<\/td>\n	4′-12<\/td>\n	3′-10.5″<\/td>\n	4′-3″<\/td>\n	Not stated<\/td>\n<\/tr>\n
              Rear Track<\/td>\n	4′-00″<\/td>\n	3′-9″<\/td>\n	4′-5.5″<\/td>\n	Not stated<\/td>\n<\/tr>\n
              O’length<\/td>\n	Not stated<\/td>\n	Not stated<\/td>\n	11′-3″<\/td>\n	11′-7″<\/td>\n<\/tr>\n
              O’width.body<\/td>\n	Not stated<\/td>\n	Not stated<\/td>\n	Not stated<\/td>\n	4′-9″<\/td>\n<\/tr>\n
              Kerb weight<\/td>\n	896 lbs.<\/td>\n	Not stated<\/td>\n	910 lbs.<\/td>\n	805 lbs.<\/td>\n<\/tr>\n
              Front Tyres<\/td>\n	5.20×12<\/td>\n	5.20×14<\/td>\n	1.55×15<\/td>\n	4.50×13<\/td>\n<\/tr>\n
              Rear Tyres<\/td>\n	5.20×12<\/td>\n	5.20×14<\/td>\n	1.55×15<\/td>\n	5.00×15<\/td>\n<\/tr>\n
              \u00a0<\/b><\/td>\n	\u00a0<\/b><\/td>\n	\u00a0<\/b><\/td>\n	\u00a0<\/b><\/td>\n	Lotus Type 27<\/b><\/td>\n<\/tr>\n
              Engine \/Cyli<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	4<\/td>\n<\/tr>\n
              Bore \/Stroke<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	85×48.4mm<\/td>\n<\/tr>\n
              CC<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	1,098cc<\/td>\n<\/tr>\n
              Valve Gear<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	OHV<\/td>\n<\/tr>\n
              Comp Ratio<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	10:01<\/td>\n<\/tr>\n
              Carburettors<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	2xWeber<\/td>\n<\/tr>\n
              Max.Power<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	100 bhp<\/td>\n<\/tr>\n
              Trans\/Gears<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	5<\/td>\n<\/tr>\n
              Front Brakes<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	Disc 9.5″<\/td>\n<\/tr>\n
              Rear Brakes<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	Disc 9.5″<\/td>\n<\/tr>\n
              Steering<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	Rack\/pinion<\/td>\n<\/tr>\n
              Front Susp’<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	W’Bone& CS<\/td>\n<\/tr>\n
              Rear Susp’<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	W’Bone& CS<\/td>\n<\/tr>\n
              Chassis<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	Monocoque<\/td>\n<\/tr>\n
              Wheel base<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	7′-6″<\/td>\n<\/tr>\n
              Front Track<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	4′-3.5″<\/td>\n<\/tr>\n
              Rear Track<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	4′-2″<\/td>\n<\/tr>\n
              O’length<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	11′-7″<\/td>\n<\/tr>\n
              O’width.body<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	2′-0″<\/td>\n<\/tr>\n
              Kerb weight<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	882lbs<\/td>\n<\/tr>\n
              Front Tyres<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	4.50×13<\/td>\n<\/tr>\n
              Rear Tyres<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	5.50×13<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n The Terrier<\/b><\/p>\n The Terrier was typical of the front engine Juniors are captured an appearance of their much bigger\/ faster GP fellows. It was designed with space frame by Len Terry. The power being provided by the Ford Anglia. Due to the layout and need to keep the driver low the engine is engine dropping downwards at the rear and resultant prop shaft facing upwards. Tyres are believed to have been 5.00 L x 13 front and 5.50 Lx 14 rear on steel wheels to keep costs down etc. the front suspension incorporated Triumph Herald uprights. The weight is estimated at approximately 10cwt.<\/p>\n Lola first Fomula Junior & Mk.II<\/b><\/p>\n Peter Roberst observation was that :-<\/p>\n \u201cElva opted for the 1100 cc upper limit. Eric Broadley produced a car based on the concept and components used in the successful Lola Mk.I [Climax powered sports racing car].The design used a tubular space frame with increased stiffness from a solid riveted under shield and stressed prop shaft tunnel. Broadley used a front engine layout with offset drive line and the rear axle and suspension to compensate. It\u2019s believed that 13\u201d wheels were used. Weight is estimated at 9 cwt.<\/p>\n It has been suggested that approximately 29 cars were built. They were not as successful as the sports racing cars<\/p>\n Lotus<\/b><\/p>\n Marriott writing about formula Juniors in 1962 commented:-<\/p>\n \u201cAt the end of the 1960 season the Lotus had firmly established itself as the most successful Junior car in the field. Indeed it became something of a yardstick for many constructors and their design was closely, even slavishly, followed. It was called the Lotus 18 and during its first year of production a total of 125 came off the line\u201d<\/p>\n Elva<\/b><\/p>\n Discussing the Elva Mk.I Junior, Marriott comments:-<\/p>\n \u201c The front engined version of this car was first available to private buyers in Britain in , early in 1959.It gained\u00a0 a rapid popularity on both sides of the Atlantic\u2026\u2026.and sold for the low basic price of \u00a3900 which included a fully tuned engine and magnesium wheels. These were powered by either BMC or DKW\u201d<\/p>\n Cooper<\/b><\/p>\n Marriott in his account of the Formula Juniors commented:-<\/p>\n \u201cThe first Formula Junior Cooper made its appearance in 1960 and logically the basic design remained very close to the highly successful Formula One, Two and Three cars from the same stable. There were no radical design changes incorporated into the Junior\u201d<\/p>\n Twite\u2019s observation being:-<\/p>\n \u201cThe Cooper formula Junior cars followed closely the design of the Formula I car and tended to be stronger and heavier than their contemporaries. The multi tubular chassis has large diameter tubes as the main members with the minimum of bracing tubes\u2026\u2026.\u201d<\/p>\n Cooper as a major competitor \/ contemporary of Lotus deserves a fuller developed article and this will follow shortly.<\/p>\n Condor<\/b><\/p>\n The Condor is thought to have been devised and built by Michael Thorburn, Ted Whiteway, Bert Barrett and draughtsman Dick Barrett. Cars it\u2019s believed were retailed at \u00a31250 c 1961.<\/p>\n Gemini<\/b><\/p>\n It\u2019s believed that Leslie Richmond [1928-1985] built the Moorland c 1958\/59 whilst based in Southall, West London. There is a possibility that the body was built by Williams and Pritchard. There are suggestions that the Moorland Junior was retailed at \u00a3950 or \u00a3800 less engine and gearbox. It\u2019s possible that 30 cars were sold before the Chequred Flag adopted and upgraded the car. It\u2019s possible that Les Richmond, Derek Taylor and Brad Ward and Graham warner made a contribution to design and construction.<\/p>\n Stanguellini<\/b><\/p>\n Marriott makes the assessment reflected by others that:-<\/p>\n \u201cThis brilliant Italian car was constructed entirely around fiat components and its distinctive, traditional appearance stems from\u00a0 … building racing cars \u2026\u2026The finished product has the hard functional look of a thoroughbred\u2026\u2026.Vittorio Stanguellini , an ace Fiat engine tuner , was one of the first in the field to produce a Junior. Production of his car has proceeded at a steady pace since 1958 and the total number of Formula Junior cars probably exceeds 200 to date.\u201d<\/p>\n Roberts\u2019s comments:-<\/p>\n \u201cWhen the\u00a0\u00a0\u00a0 Junior Formula was evolved in Italy Stanguellini became the first manufacturer to put one on the market. His Stanguellini, though appearing bulky and old fashioned by British standards , became the most successful car in Italian races.\u201d<\/p>\n Dolphin<\/b><\/p>\n Marriott believes:-<\/p>\n \u201cThe Dolphin is one of the few American built Juniors able to give good account of itself when competing against European contemporaries\u201d<\/p>\n The Dolphin was designed by John Crosthwaite who it\u2019s believed worked at both Lotus and Cooper. The Junior comprises elements of both. It\u2019s believed that the car was built by Crost & Robert Hull, of La Jolle, California. It was considered to incorporate the best of European and American design features.<\/p>\n B.M.C.<\/b><\/p>\n This is believed to be the abbreviated name of British Motor Car Distributors Ltd; of San Francisco and designed by Joe Huffaker.<\/p>\n Produced during 1960 it\u2019s believed that approximately 20 cars were built.<\/p>\n Bond<\/b><\/p>\n It\u2019s believed that 2 Formula Junior cars were built at Laurie Bonds garage at Loxwood, Sussex. C 1960. The\u00a0design concept was quite radical comprising front wheel drive and forward power unit mounted back to front. It seems the intention was to provide an opportunity to race with minimum costs and maintenance.<\/p>\n Volpini<\/b><\/p>\n Roberts\u2019s comments:-<\/p>\n \u201cBecause the Volpini\u00a0 was one of the first formula Juniors on the market, it has the simple construction that was one of the objectives of the Formula. But because of its fine workmanship, the price is quite high\u201d<\/p>\n The Volpini is believed to have ben created by Arzani \u2013Volpini a possible partnership between Gianpaolo Volpini and engine builder Egiolio Arzani from c 1954.<\/p>\n OSCA<\/b><\/p>\n Roberts observes:-<\/p>\n \u201cThe OSCA cars were produced by the Maserati brothers, who left the main company in Italy\u2026\u2026.This car unusually attractive for a Formula Junior vehicle, sold well in America.\u201d<\/p>\n Mitter<\/b><\/p>\n Again Roberts observes in his book \u201cRacing cars of the World\u201d that:-<\/p>\n \u201cGerhard Mitter\u00a0 is the DKWagent for Stuttgart and has for many years raced Junior cars with DKW components. In 1959 he brought out his first Formula Junior which had great success particularly in hill climbs. Later, he has produced ten cars on the line of the prototype\u2026\u2026\u2026for the 1961 season he fitted a DKW engine into a Lotus\u201d<\/p>\n Subscribers might like to note that a Mitter tuned DKW engine was also adopted by Elva [see specifications and notes above]<\/p>\n Merlyn<\/b><\/p>\n This Formula Junior range is believed to have been developed by Selwyn Hayward and John Lewis of Colchester Racing Developments.<\/p>\n Later they would design and construct a sports racing car that would compete against Lotus in another class.<\/p>\n Engines and Cosworth<\/b><\/p>\n The engines that emerged in Formula Junior were primarily [see technical specification];-<\/p>\n \n BMC \u201cA\u201d series<\/li>\n Ford 105 E and Classic engines<\/li>\n Fiat 1,100<\/li>\n DKW<\/li>\n<\/ul>\n Perhaps naturally many of the Italian constructors have adopted the Fiat 1,100 cc engine the original design around which the Junior Formula was virtually framed.<\/p>\n Alternatively the auto-Union DKW two stroke has provided an opportunity for some marques.<\/p>\n To a lesser extend the French made Renault, Peugeot, Simca and DB Panhard have provided sources of engine.<\/p>\n It\u2019s worth noting that the basic reliable engines were capable of considerable tuning potential. Marriott suggests for example<\/p>\n \u201cMaximum bhp figure for the \u201cA2 series [as fitted in original touring car]; 34 bhp at 4,750 rpm. Maximum bhp [on modified Elva unit], 87 bhp at 7,200 rpm<\/p>\n Duckwoth and Costin both ex Lotus set up Cosworth. One of their first private ventures was the Ford based MAE. [Modified Anglia Engine] see advertisement \u201cSisters under the Skin\u201d. This engine was used with considerable success by Lotus and other formula Junior competitor\u2019s c 1959-1963.some observers noting that the best Formula Junior engines were Ford based. Marriott states:-<\/p>\n \u201cCosworth Engineering Ltd; are undisputed leaders in the field of 105 E conversions.Their version features high lift camshafts, special main and big end bearings, pistons, connecting rods, valve gear, modified cylinder head and inlet and exhaust manifolds. They[j4]<\/a>\u00a0 also feature solid rocker shafts and twin double \u2013choke Weber carburetors.Bench test versions have been made to peak at over 90 bhp whilst standard units [as fitted in the Ford\u00a0New Anglia]<\/i>\u00a0develops 39 bhp.\u201d<\/p>\n <\/b>Super Speed [Conversions] Ltd<\/b><\/p>\n This company was based in Ilford, Essex. They tuned the Ford 105 E engine and were used by many of the manufacturers [see tabulation]<\/p>\n <\/b>Works Teams<\/b><\/p>\n Marriott makes the important and pertinent observation that needs to be factored into assessments:-<\/p>\n \u201cWorks cars can be \u2013and are \u2013stripped after every meeting , then rebuilt, brake tested\u00a0 and so on, in order to eliminate the slightest fault.no private driver could hope to compete with any chance of success\u00a0 against such procedure where cost is only incidental\u201d<\/p>\n Lotus Achievement in a Competitive \/Commercial Free Market<\/b><\/p>\n Marriott records that:-<\/p>\n \u201cBut there is no mistaking the superiority of the British Formula Junior marques which swept the international board in 1960 and 1961, winning nearly every major event, with honours, in the main, being distributed between Lotus and Cooper\u201d<\/p>\n Time and Place: London and the Swinging Sixties<\/b><\/p>\n Marriott discussing Formula Junior c 1962 noted:-<\/p>\n \u201cCurrently over fifty different makes of formula Junior cars are available, an indication of the strength of the movement \u2026\u2026.In Britain, many hundreds of Juniors have been built during the last two years \u2026\u2026.Junior racers have been exported, particularly to America \u2026\u2026. Although there are over one hundred different marques , the field is dominated\u00a0 at present , by a group of seven of which no less than five are British\u2026\u2026\u2026\u2026..\u201d<\/p>\n The London Racing Car Show<\/p>\n Marriott recalls \u201cbut complacency does not exist in the world of motor racing, constructor Colin chapman came up with a brand \u2013new Lotus, the 20 at the 1961 Racing Car Show\u201d<\/p>\n London Home Counties based Manufactures Names and Addressees<\/p>\n Brabham<\/b><\/p>\n Jack Brabham Motors Ltd;<\/p>\n Leatherhead Road,<\/p>\n Chessington,<\/p>\n Surrey<\/p>\n B.R.P.<\/b><\/p>\n British racing Partnership Ltd;<\/p>\n Dukes Head Yard,<\/p>\n Highgate High Street,<\/p>\n London<\/p>\n N6<\/p>\n Condor<\/p>\n Grosvenor Garage,<\/p>\n Worplesdon,<\/p>\n Surrey<\/p>\n Cooper<\/b><\/p>\n Cooper Car Co;<\/p>\n 243, Ewell Road,<\/p>\n Surbiton,<\/p>\n Surrey<\/p>\n Deep Sanderson<\/b><\/p>\n Laurencetune Engines Ltd;<\/p>\n 69a Avenue Road,<\/p>\n Acton<\/p>\n London<\/p>\n W3<\/p>\n Diva<\/b><\/p>\n Tunex Conversions Ltd;<\/p>\n 94 Camberwell Road,<\/p>\n London,<\/p>\n SE5<\/p>\n Elva<\/b><\/p>\n Elva Cars Ltd;<\/p>\n Purley Way,<\/p>\n Croydon<\/p>\n Surrey<\/p>\n and Elva Engineering Co; Ltd;<\/p>\n Grove road,<\/p>\n Ore<\/p>\n Hastings<\/p>\n Sussex<\/p>\n Envoy<\/b><\/p>\n Ian Raby,<\/p>\n Empire Cars Ltd;<\/p>\n 85 Preston Road,<\/p>\n Brighton<\/p>\n Sussex<\/p>\n Fairthorpe<\/b><\/p>\n Fairthorpe Ltd;<\/p>\n Market Place, [and \/or 40 Station Road]<\/p>\n Chalfont St.Peter<\/p>\n Buckinghamshire<\/p>\n Gemini<\/b><\/p>\n Moorland Cars<\/p>\n 518-522 Lady Margaret Road,<\/p>\n Southall,<\/p>\n Middlesex<\/p>\n And ….<\/p>\n The Chequred Flag Ltd;<\/p>\n High Road,<\/p>\n Chiswick,<\/p>\n London,<\/p>\n W4<\/p>\n Lola<\/b><\/p>\n Lola Cars Ltd;<\/p>\n Slough,<\/p>\n Bucks<\/p>\n Lotus<\/b><\/p>\n Lotus engineering Co; Ltd;<\/p>\n 7 Tottenham\u00a0[j5]<\/a>\u00a0Lane,<\/p>\n Hornsey,<\/p>\n London<\/p>\n N8<\/p>\n and Delamare Road,<\/p>\n Cheshunt<\/p>\n Herts<\/p>\n Merlyn<\/b><\/p>\n Colchester Racing Developments Ltd;<\/p>\n Little Bentley,<\/p>\n Colchester,<\/p>\n Essex<\/p>\n The Proposed CCM&EC<\/b><\/p>\n The proposed museum believes that commercial considerations are both necessary and complementary with its educational objectives.<\/p>\n For these reasons our Business Plan includes provision for promoting products and services which share Chapman\u2019s ideals of mechanical efficiency and sustainability. In addition we propose merchandising that explain and interprets the social and cultural context of Chapman\u2019s designs in period. It\u2019s suggested there will be catalogue for on line purchasing.<\/p>\n In particular:<\/p>\n Conclusion<\/b><\/p>\n Marriott summed up a general consensus when he commented:-<\/p>\n \u201cThe Junior category developed, in two seasons, into one of the most successful ever devised. Indeed , it has become the type of racing that spectators have seen more than any other and its rise to top popularity in Britain since 1959 has been nothing short of meteoric\u2026\u2026. Within four short years of its existence ,Formula Junior has become the most successful formula ever devised for it provides\u00a0 racing cars of an advanced\u00a0 design on which to train drivers\u00a0 and has already become firmly established as a logical introduction to\u00a0Grand Prix<\/i>\u00a0racing\u2026\u2026.Thus the aspiring driver can graduate smoothly from one single \u2013seater to the next \u201d<\/p>\n Twite records in 1964:-<\/p>\n \u201cFormula junior is now dead but its effect on motor racing has been far reaching and although the formula had only five years of International life it has led to many interesting developments in the motor racing world\u201d<\/p>\n Formula Junior ended in 1963. It was replaced by formula 2 and 3 [see A&R article on F3].During its brief existence a major technical revolution and overall evolution of motor racing was taking place rapidly. It started with front engine cars scaled down GP cars like the Vanwall and ended with rear engine cars predominant.Fomula Junior and particularly Lotus played a very significant part in advancing the technology and performance.<\/p>\n Formula Junior delivered its promise and provided a future generation of FI drivers across the international spectrum not least: Jim Clark, Jocken Rindt[j6]<\/a>\u00a0, John Surtees and Peter Revson.<\/p>\n It fulfilled Count Lurani\u2019s objectives and more.<\/p>\n Reference:<\/b><\/p>\n Formula Junior Guide. Harry Morrow. Sports Car Press.1961*<\/p>\n ISBN:<\/p>\n Formula Junior 1958-2008<\/p>\n ISBN:<\/p>\n Formula Junior Cars Remembered. Bernard Cowdrey.Bookmarque.1993*<\/p>\n ISBN: 1870519175<\/p>\n Formula Junior. John Blunsden.Mercian Manuals.1999*<\/p>\n ISBN: 9780953072156<\/p>\n Formula Junior. Colin Pitt.Unique Books.2007<\/p>\n ISBN: 9781841551432<\/p>\n Lotus Formula Junior.Robinshaw and Bouckley.RB Publications.1996*<\/p>\n ISBN: 9780952808602<\/p>\n Historic Formula Junior .Rabagliati, Page\/Sheldon. Lancing .2008*<\/p>\n Into the Red.Mason & Hales.Virgin.1998<\/p>\n ISBN: 1852277173<\/p>\n Lotus Racing Cars.Tipler.Sutton.2001<\/p>\n ISBN: 075092389X<\/p>\n Colin Chapman\u2019s \u2013Lotus engineering.Haskell.Osprey.1993<\/p>\n ISBN: 1855323761<\/p>\n The Worlds Racing Cars.Twite.Macdonald.1964.<\/p>\n Racing Cars of the World.Peter Roberts.Longacre Press.1962<\/p>\n Racing and Sports Cars.M.Marriott.Burke.1962<\/p>\n Websites:-<\/b><\/p>\n www.bondracing.com<\/a><\/p>\n www.hrscc.co.nz\/gemini<\/p>\n \n Accessed through The British Library<\/li>\n<\/ul>\n Lotus Single Seaters Magazine [see website www.lotus-single-seaters.co.uk]<\/p>\n <\/a><\/p>\n","protected":false},"excerpt":{"rendered":" Introduction The editors of the A&R would be unable and unwilling to campaign for the establishment of the proposed CCM&EC if there was not overwhelming evidence and current justification for its existence. Colin Chapman\u2019s\/Lotus success, impact and achievement in Formula Junior go far beyond the track and have major consequences \/ implications\/ lessons for today. […]<\/p>\n","protected":false},"author":1,"featured_media":0,"parent":280,"menu_order":0,"comment_status":"closed","ping_status":"closed","template":"","meta":{"_mi_skip_tracking":false,"footnotes":""},"_links":{"self":[{"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=\/wp\/v2\/pages\/1801"}],"collection":[{"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=\/wp\/v2\/pages"}],"about":[{"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=\/wp\/v2\/types\/page"}],"author":[{"embeddable":true,"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=\/wp\/v2\/users\/1"}],"replies":[{"embeddable":true,"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=%2Fwp%2Fv2%2Fcomments&post=1801"}],"version-history":[{"count":1,"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=\/wp\/v2\/pages\/1801\/revisions"}],"predecessor-version":[{"id":1802,"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=\/wp\/v2\/pages\/1801\/revisions\/1802"}],"up":[{"embeddable":true,"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=\/wp\/v2\/pages\/280"}],"wp:attachment":[{"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=%2Fwp%2Fv2%2Fmedia&parent=1801"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}