FORMULA  3 STORY

by Seppo Pitkanen (FIN)

Updated 05.03.2006

Formula 3 is often  regarded as a second hand class for young and hungry drivers, but actually it has over  50 years of colorful history and it has  seen many new generations hoping to leave their own footmarks in one of the  worlds most competitive racing classes. Competing in this international class is almost today the only way to gain the ultimate goal, Formula One class and glorious World Championship.

The term Formula 3 was born in south England near Bristol soon after the second world war, when people wanted and needed a small, simple and cheap single seater racing car. New class made it less expensive and otherways easier for young drivers to enter the sport. Later a group of British racing enthusiasts formed the 500 Club (later BRSCC) with John Cooper as one of the founder members. The group built in Surrey a very small monoposto with a  500 cc and 45 horse power one cylinder motorcycle racing engine mounted behind the driver. The english JAP speedway engine was aircooled and it offered an excellent power-weight ratio.The weigth of car was just a bit over 200 kg. Top speed was around 160-180 km/h.

Cooper was not the first F 3 make, but definitely the most successful.

The first Cooper T 2 type car was built in the family garage of Charles Cooper in Surbiton, Surrey.  It  did use Fiat suspension componets and a solid rear axle by chain trough a motorcycle clutch and gearbox. The car driven by son John Cooper was unsuccessful at the first race in Prescott Hill, but a week later Cooper junior won his class at the Brighton Speed trials. Everyone was very surprised about that victory..

Replica

A second car, similar to the prototype, was built for Johns school friend Eric Brandon and interest was aroused to the extent that orders for 12 more cars were received. However, before these could be completed, a further dozen had been ordered. Space allocated to racing car construction encroached more and more upon the garage. And the staff, which numbered three in 1947, grew steadily to tents.

The price of the first T 3 Mark I Cooper was excactly 500 pounds and driving cost were low too. The first JAP engine was almost unbeatable and very reliable when properly prepared. It was very cheap and was largely cooled by its methanol fuel. Best of all, maximum torque was at 3500 rpm, so the little rocket was easy to drive. JAP boss Teddy Prestwich from Tottenham was very proud of his engine, of course.

In 1947 racing in Britain was confined mainly to hill climbs and speed trials, although an airfield race was held at Gransden Lodge, where Eric Brandon won the 500 cc class. This same driver scored  wins at Shelsley, Prescott, Poole and Southsea. John Cooper also was successful in many continental races. He won tree times Formula 3 class in Rouen (F) and took gold from Monza (I) and Avus (D) too.

In 1950 only a minimum ground clearance of 10 cm was compulsory for these poor mans mini size rockets.

Serious Work

The Cooper cars were now in serious production and for 1951 (T 15 Mark V) a new stiffer, lighter chassis was designed, using tubes in addition to box-section side members. Coopers own rack and pinion steering was fitted, and frontal area reduced. These changes were needed, for competition from ancien client Stirling Moss (Kieft) was intense.

A further development of  the 500 cc car was seen in 1952. For the first time an all-tubular, arcwelded frame was used, to increase rigidity ande reduce weight. There was an extended use of magnesium alloy castings. This material being employed for the final drive chain sprocket and its housing, rear hub carriers and brake back plates, as well as the integral wheels and brake drums. The net result was a saving of 10 % of weight. Lower rate springs were fitted to improve road holding.

In fifties the number one engine was the double over head camshaft Norton Manx.

Formula 3 class was adopted by the international organisaton FIA in 1950 and it  received remarkable succes even on the continent race tracks. In Scandinavia the cars were called even "midgets". The name was  loaned from US dirt tracks

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New industry

The new popular class was the corner stone of the british racing car industry. Most famous and successful manufacturer was the Cooper factory in Surbiton. Father and son Cooper built almost three hundred 500 cc racing cars with Norton or Jap engines. The speed and roadholding ability of these little cars was quite astonishing. The class was completely dominated by the Cooper Norton in many years.

The independent suspension all round was by transverse leaf springs and wishbones. In the late fifties some of these cars were fitted with a rear disc brake mounted with the driving sprocket. There was experiments with fibre glass body to reduce the weight of cars. Fuel injection was coming too.

Seppo "Kessu" Nieminen (left) and his Swedish made Effyh Jap Migdet car from the fifties.

More Makes

Another big  british make was Kieft and its Swedish copy Effyh. Håkansson brothers Folke and Yngve built in Malmö about 60 Effyh cars and about 30 was exported to USA. The first Ralt Mark I was produced in Australia already in 1948. Father of the car was the same famous Ron Tauranac we know better from other bigger racing classes. In same time made a group of finnish drivers and mechanics the first nordic Formula 3 car, the KG Special (=Kronqvist-Geitel). The first KG Special car was powered by german ILO engine before builders got JAP machines. Fred Geitel made to himself a special model KGR.

In Sweden Ronnie Petersons father produced the first Swebe Formula 3 car in late 40s too. Bengt Peterson drove the new car himself. Later he produced for Ronnie successful Formula Kart-cars. Make was Robardie.

Bigger Classes

After that experience Cooper moved on to more powerful classes - even to Formula 1. Australian Black Jack Brabham won World championships 1959-1960 with Cooper Climax Formula 1 cars.

Many of the british Formula 1 stars rise to the fame through the Formula 3 class. Stirling Moss -the best ever driver without WC-title,  fast dentist Tony Brooks,  the late Peter Collins and Graham Hill  took their first steps in this little big class. Big boss in Formula 1, Ken Tyrrell also drove self a 500 cc Cooper Norton in midfifties. After that experience many Cooper Formula 2 and Formula Junior cars were supplied to Tyrrell Team.

Continental races

The brits invented Formula 3 class was very popular even in continental and scandinavian countries. Many new makes were manufactured in France, Italy, Germany, Sweden, Denmark and Finland. First big international race was held in Monaco 1950 and the honorable winner was young Stirling Moss, who else.

Absolutely the best nordic Formula 3 driver in the fifties was Curt Lincoln from Espoo City, Finland. He was a purely amateur sportsman driver and drove usually Cooper Norton cars. Later he change to Formula Junior and the new bigger Formula 3 class with many race succes in Sweden, Denmark and Continental countrys. Lincoln was a big local hero of  Elaintarhanajot parkraces in Helsinki. Later this succesful businessman built the first permanent racing circuit in Finland at Keimola not so far from Helsinki. Economicly the new track was disaster, but allways the important start. Nowadays excist in Finland five permanent racing circuits and more will be coming.

The most remembered car makes of the first Formula 3 class: Alfa Dana (DK), Andree (US), Arnott (GB),  Atlas (D), Beart (GB), CB 2 (GB), Cooper (GB), Deutsch Bonnet (F), Echo (US), Effyh (S),  EGS (GB), Elhoo (FIN),  Emeryson (GB), Flather Steel (GB), Grose (GB), Hansen (DK), Hawk (GB), Helio (D), Hells Hammer (GB), Hill (GB), Iota (GB), JBS (GB), JP (GB), Kieft (GB), Kondor (D), Lehmann (D), Leston Spl (GB), Loweno (F), LTE Brillant (D), Martin Headland (GB), Mezzolitre (GB), MH (D),  Monopoletta (D),  OK (D), Racer 500 (F), Revis (GB), Scampolo (D), Silver Bird (DK), Simca Surva (F), Smith (GB), Staride (GB), Strang (GB), Suecia (S), Swebe (S), Tiger Kitten (GB), Wasp (GB), WGW (D), WR (D).

British (GB) Half Litre Cream

Lurani's idea

But time passed by 500 cc Formula 3 cars and the next large international beginners class, Formula Junior, was devised in late fifties by the Italians for much the same reasons as Britons built own Formula 3 cars over ten years before.

The Primus Motor of  Formula Junior in Italy was well reputed journalist and racing driver Giovanni Cernuschi Lurani, Count of Calvenzano. Best known as "Johnny". His idea was a foundation to the new Formula 3 some years later.

Formula Junior cars were  single seaters built from parts of a classified (1000 cars in 12 months) production touring car. Engine was 1.0 or 1.1 litre and power around 70-100 hp. A number of modifications were allowed so as to give the engine more power. Formula Junior  cars often resembled  scaled down Formula 1 cars. North American and Australian National regulations originally differed from the international Formula in permitting 1500 cc and overhead camshaft engines too.

Formula Junior general regulations:

Minimum wheelbase: 200 cm. Minimum track: 110 cm. Maximum body width 95 cm. Maximum engine capacity 1100 cc. Minimum weight 400 kg. For cars under 1000 cc was weight 360 kg or less. Engine block and cylinder-head must be those of the engine belonging to a car classed by the FIA in the Touring category. The gearbox must be of an Touring car. The braking system must remain the same as on the car which is taken the engine. The system of feeding must be the same as on the car from which is taken the engine. The engine-capabilities specified in the present regulations may be achieved by modifying the original bore. Forbidden was: To use an engine with one or more overhead camshafts. To use a self-locking differential. To change the number of crankshafts bearings. To change the location of the camshaft. Only commercial fuel, as defined by the FIA shall be used.

Formula Junior-regulations were exported from Italy very rapidly and hundred of new cars were built in majority of racing garages in Western Europe. Even East Germans made their own two stroke Wartburg-engined cars.

Photo Mike Cohen

Italians in the Front

The second famous racecar builder from Modena - the Ferrari factory weren't very far in Maranello- Vittorio Stanguellini had a clear advantage in spring 1958. He had already a local national Formula 750 class monoposto car under construction. This could be converted to fit the Formula Junior classes new regulations with a small changes.

Stanguellini sold many cars before the most threatening rivalties like Rome's De Sanctis and Dagrada could answer the challenge. In the following years Stanguellini manufactured approximately 150 small monopostos to the european racetracks. They were good sellers also in US.

The success it had in the beginning didn't guarantee the makes  future in Formula 1 class. As the british makes continued steadily, Stanguellini was badly behind in progress in F 2 circus. It was relying too much on the success it had at the beginning and was now paying the price to it by loosing its market.

The 1959 race in Monza had already british Cooper and Lotus besides the Stanguellinis and Volpinis. English Elvas penetration to Continent was also successful. In the beginning it was powered by German DKW's two stroke and three cylinder engine, which despite the environmental damage it caused by the strong smoke were more powerful than the feared Fiat. First Formula Junior "race" in Britain was organised at Snetterton 19.04.1959 with only one Elva car on grid.

Tecnical Progress

Formula Junior class lived only six years and during that time a great progress on construction of the cars took place. At first the engine in front of the driver, but after few seasons all winning cars had rear engine. Britons were the most eager developers, perhaps because of the undine advantages that a small 500 cc Formula 3 car had. Front drive also disappeared from the picture. Great changes in the construction of the chassis were taken place. In the beginning they were made from round shaped metal tubes, but later they ended up using self bearing monocoque construction.

One of the developers were also the swedish Saab-factory, which blue and yellow coloured cars were seen in Nordic tracks. Saab didn't gain much of a success maybe bacause of the rally oriented policy it had and bacause this knowledge couldn't applied on racetracks.

Best Engine

The absolutely best engine of this Junior class was the Ford 105 E, which short stroke and over square made it very suitable for tuning. It was tuned by many workshops, from which the british Cosworth, Holbay, Felday and Superspeed took the top position. Cosworths Mark 11 got fast to the top and rumours told that it had gaines even 104 horsepower with 9000 rpm. For the sake of comparison Fiat 1100 engines were provided only with 75-80 hp.

Gears were taken from standard production cars. Most favoured were Renault Dauphine, Volkswagen, Citroen and Fiat 600. British workshop Hewland concentred on VW-tuning, as the Colotti concentrated on Renaults and Knight on Citroen and Hillman Imp.

First Champions

Formula Junior was a very international class with hundreds of competitors from many countries, but only scotsman Jim Clark, englishman John Surtees and Denny Hulme from New Zeeland rised to F 1 World Champions.

Formula Junior is going to remain in motor racing history as the class with more makes than any other class. In the following the most famous FJ makes in the world.

Alfa Dana (DK), Alexis (GB), Anderson (S), Apache (US), Ausper (GB), Autosud (I), Bananen (S), Bandini (I), BC (I), BCM (I), BMC (GB), B.M.C (US), BF (I), BJC (I), BLW (US), Bode (D),  Bond (GB), Brabham (GB), Branca (I), Britannia (GB), BRW (D), Cammarota (I), Caravelle (GB), Ciaffi Bardahl (I), Civet (US), Cocktail, Condor (GB). Conrero (I), Cooper (GB), Crossle (IRL), Dagrada (I), Dalbot (F), Dane (US), DB (F), Deep Sanderson (GB), Delta (GB), De Sanctis (I), De Tomaso   (I), Diggory  (GB), Dolphin (GB), DRW (GB).

EBA (S), Efac (F),  Elfin (GB), Elhoo (FIN),  Elios (I), Elpark (US), Elva (GB), Emeryson (GB), Envoy (GB),  Evad (GB), Faccioli (I), Falk (S), Fairthorpe (GB), Ferry (F), Focus (S), Foglietti (I), FRM (D), Garford (GB), Gemini (GB), Halson (GB), Hartmann (D). Heron (GB), Hirondelle, H.P. (D), IFA (S),   Intermeccanica (I), ISIS (I), Jocko (US), Joker (S), Julien (F), Junior BB (I), De Tomaso (I), Kieft (GB), Kuhnke (D), Lambkin (GB), Liebl (D), Lippi (I), Lola (GB), Lotus (GB), Lova, LPW (I), Lucangeli (I).

Mallock (GB), Malz (D), Mathe (A), MBM (CH), Melkus (DDR), Merlyn (GB), Meub (D), Mitter (D), Monteverdi (CH), Moorland (GB), Moretti (I), Moroni (I), MRD (GB), Nardi (I), Nova Special (I), Ocelot (US),  OSCA (I), Patriarca (I), PBA (D), PLW (I), PM Poggi (I), Raineri (I), Rak (PL), RAM (I), Rispal (F), RR Junior (I), Saab (S), Sadler (CDN), Safi (MAR), Sauter (CH), Saxon (GB), Scampinato (I), Scampolo (D), Scorpion (GB), Sirmac (F), Sprintauto (I), Stanguellini (I), Swebe (S).

Taraschi (I), TCA (I), TecMec (I), Terrier (GB), Tojeiro (GB), Tomahawk (GB), U 2 (GB), Venom (GB), Volpini (I), Wainer (I), Weeke (D), Westerham (GB), Wohlin (S), Yimkin (GB), Zimmermann (D).

Seppo "Kessu" Nieminen drove 1966 this Cooper F 3 car (right) in the opening race of Keimola track in Finland. The car was originally a succesful Formula Junior racer of  local hero Curt Lincoln.

FIA changed the name

In 1964 FIA changed the name Formula Junior to Formula 3. That was the beginning of a  new glorious era. First big star in the new class was  young Scotsman   Jackie Stewart. He drove succesful Cooper T 63 BMC cars of Ken Tyrrell and later Formula 1 cars of the same team. Before retirement in the year 2000 he was in the head of his own Formula 1 team like "Uncle" Tyrrell.

Following the 1964 Formula 3 car, popularity for production Coopers waned and the company finally went out of business in 1969. Colin Chapmans Lotus took over the mantle as the biggest producer of racing cars. Ron Tauranacs Brabham and new March factory came into the scene  in the beginning of  1960s.

During the best times leading companys manufactured over hundred Formula 3 cars in a year. The business was profitable and factorys moved step by step to bigger and more expensive classes Formula 2 and  Formula 1.

First rules  included unsupercharged four cylinder engines of 1000 cc. The engine must be derived from a production touring car (1000 cars in 12 months).

F 3 general regulations 1964

Minimum wheelbase 200 cm. Minimum track 110 cm. Maximum body width 95 cm. Maximum engine capacity 1000 cc unsupercharched. Minimum weight 400 kg. Allowed was modifying both cylinder bore or stroke. Engine block and cylinder head must be those of the engine belonging to a car classed by the FIA in the Touring category. The gearbox must even be of an Touring car. The system of feeding must be the same as on the car from which is taken the engine. Only one carburettor was allowed. Air inlet restriction was 36 mm. Commercial fuel compulsory.

Forbidden was: One or more overhead camshafts. To use self locking differential. To change the number of crankshafts bearings. Only commercially fuel, as defined by the FIA shall be used.

The Formula 3 regulations were very similar to old Formula Junior rules.

Superswedes

Many people can still remember fron the late sixties a Swedish rival couple Ronnie Peterson from Orebro and Reine Wisell from Motala. They had breathtaking duel on tracks from Monaco to Ahvenisto. While the spotlight was on these two drivers, many later well known drivers were left in the shadow. At that time there was none European Championships series for the drivers, but there was more or less official European races between national teams. Sweden dominated these races because of Peterson and Wisell. Naturally they allured other Swedish young drivers to Formula 3 class. This led to a foundation of a Swedens finest Grand Prix track in Anderstorp, where Formula 1 races in seventies were held. Peterson, Wisell, Gunnar Nilsson and others not so known drivers were seen there in action.

European Cup National Teams:

Best cars

The generally known secret of the succes of Peterson and Wisell -besides their natural talent of course- was the 1968 purchased and that times the best Tecno cars from Italy. This was made possible by the bank loan that was granted to Ronnie. Next year they were already works drivers. Peterson has a deal with good sponsored  deal with Tecno and Reine deal was with english Chevron factory. In the same years autumn Peterson changed to new born british March team. One of the directors was Max Mosley, today in the head of FIA. This way he had a clear road to Formula 2 and Formula1 classes where he gained many glorious international triumphs.

Professional business

Compared with the beginning years Formula 3 class had at the end of the sixties become far bigger, more expensive and more professional than its creator count Lurani ever intended and it was hardly the same junior formula that its title first would suggest. F 3 was on the top levels a full time and very serious business. The stakes were high and so was the gambling, when works teams were in action. So unless a driver was given a works car, received big sponsorship or was very rich, he was totally out of the picture.

The most succesful and famous  F 3 chassis manufacturers in one litre years were: Abbott (GB), Alexis (GB), Alpine (F), Antonucci (I), Bellasi (I), Birel Brambilla (I), Brabham (GB), Branca (I), BWA (I), Chevron (GB), Cooper (GB), Crossle (IRL), EMC (GB), Emeryson (GB),  Ensing (GB), Focus (S), Grac (F), HvB (NL), Kitchiner (GB), Lola (GB). Lotus (GB), Mallock (GB), March (GB), Martini (F), Matra (F), McLaren (GB), McNamara (D), Merlyn (GB),  Nemo (IRL), Palliser (GB), Piper (GB),  Pygmee (F), De Sanctis (I), Shannon (GB), Skoda (CS), Swebe (S), Tecno (I), Titan (GB), De Tomaso (I), Tui (GB).

Bigger engines

1971 the capacity of motor grew to 1600 cc and the regulations allowed first time over head camchafts. Ford got fast the advantage because Cortina lotus 1600 engines provided an ideal starting point for engine tuners. But at the beginning the new cars were two to four seconds a lap slower than their 1000 cc predecessors and on fast circuits even Formula Fords may well be quicker. General opinion was that the new engine was giving only 110 hp compared with 125 hp for the 1000 cc engine at the end of their reign.

The major problem was the new and too little tested air inlet restriction of 20 mm. It was illogical to pay almost gold for a full race twin cam engine with fuel injection and then strangle it so much that much cheapier pushrod single carburetter FF mill of the same capacity has roughly the same power.

So CSI of FIA had pledged to examine the situation with a view to incrasing the 20 mm inlet restriction by up to 24 mm.

F 3 general regulations 1971-1973

Maximum capacity of 1600 cc unsupercharged. The engine block and cylinder head castings must be derived from a production touring car of which not less than 5000 units have been built in 12 consecitive months. The same requirement applies to the gearbox and differential casings. These need not have have come from the model from which the engine is taken. Not more than five forward gears may be fitted. Minimum weight 440 kg.

The engine grew 1974 to its current 2-litre size.The engine capacity must be less or equal to 2 litres and the engine block must be taken from a four cylinder production model touring car engine.

• Formula 3 Champions 1971-1973
• Best F 3 Makes 1971-1973

Aussies first (1975)

Driver’s European Cup-series started at year 1975 with amazing occurrence, because FIA announced officially in the June’s bulletin, which races were going to be part of the series. At that point three out of the six decided races of the new Formula 3 series were already driven. The sports committee CSI of FIA did not clarify the exact way of sharing points, but said it to be the usual way. Those who bet for 9-6-4-3-2-1–line were right.

The opening race were full of surprises as an unknown driver, norditalian Renzo Zorzi won the race with GRD Lancia. Especially his car’s Repetto-tuned Lancia Beta engine started nasty rumours that were not proven right. Nastiest rumours claimed the engine to be a size of 3 litre, when the regulated maximum was 2000 cc.

Further investigations were not required as the engine vanished from the top as fast it had get there. Zorzi achieved a bronze medal of the European Cup–series, but he did not gain many victories.

Later Zorzi visited also Formula 1 level, but did not stay there in second hand teams for very long.

Swedish drivers gave a good sign of striking power already in Monaco, though they were also unlucky there. Despite the misfortune experienced  old fox Uffe Svensson brought his red Brabham BT 41 to the goal as third man. Actually the victory should have belonged  after superb driving to his country fellow Conny Andersson, who was sentenced to one minute’s penalty for false start.

Home Win (1975)

In the second race the main spot was on Conny Andersson with his March 752 car. He was the big star at his home-track and the happenings in Monaco were already forgotten.

Andersson took to the pole position also in Nürburgring with a time of 8.04.7. In the year 1967 this time would have given a first row position in Formula 1. Conny was ruling the competition until he had to drop out because of a mechanical dysfunction. However Sweden did not loose the victory. Yet more experienced old hand, which was wery known from Elaintarhanajot in Finland, count Freddy Kottulinsky von Kottulin kept the Swedes on top.

German born swedish count Kottulinsky drove  for Lotoy-team a new English Modus car and gave engine manufacturer BMW one of its rare international Formula 3  victories. Monaco’s surpriser, Zorzi, was calmly left without any points.

Fast Brothers

Monza’s race was driven in the end of June and it was also a part of British   championship. That’s why it gained a huge success among local teams and drivers. The fastest driver of qualifications was Australian Larry Perkins, who with his brother Terry drove a new Ralt RT 1 car that was designed and build by famous countryman of Larry, Ron Tauranac. Team used Ford twin cam–engines tuned by Holbay. Later on Ralt RT 1 car were to be heard much more about at all international racingtracks.

The top man of English BP-series and a strong favourite to win, Gunnar Nilsson from Sweden crashed his new works March  752 car so badly in the qualifications, that he couldn’t take part to the actual race. Luckily he made out of the accident with a small headache. Gunnar Nilsson’s career stayed short as he died in cancer just as he had raised into the top elite of Formula 1. He won only one Grand Prix-race in Lotus team until his time was up for ever.

Nilssons gifts and knowledge were shown in English Formula 3 series and he won championship in 1975 as the works driver of  March Toyota. Before that he distinguished himself in Formula Atlantic series by winning six races out of total seven races.

Nilsson gained experience and achieved success in Formula 2, F Super Vee- and F Vee-classes.

Tough Fight (1975)

There was a tough fight over the Monza’s final race’s victory. Larry Perkins won it before the local heroes, Spreafico and Pesenti-Rossi. March’s other factory-driver, Alex "Jesus Saves" Ribero was disqualified for outrageous driving methods. Brazilian left back over the pacific to get more sponsors for Formula 2–class.

At this point Conny Andersson led the F 3 championships, but his gap to the holder of the second place was only few points. It was not enough. Larry Perkins lastditch effort paid off and the Australian won the European Cup Championship leaving the Swede’s old veteran behind.

Usually this kind of success was predicting a place in Formula 1 level and so Perkins got his share of that cake. Enjoyment was short and Larry’s career was about to end dramatically after a bad crash.

However Larry Perkins succeeded to recover after a long time period and even today, over twenty years later, he is still racing in Super Touring- and Supercars–classes in his home country down under. Winner’s podium is still very familiar place for him.

In all Formula 3 season 1975 showed that the class was feeling alive and well. Partly this was influenced by the Formula  1’s mighty team-chiefs, which wanted to give newcomers a fair international class for starting career. One make classes like Germanys Formula Super Vee and french modification Formula Super Renault were always favouring the drivers that were connected to.

• Formula 3 Championship 1975 Final Points

Conny's Fall (1976)

As the next championship-year started Conny Andersson was undoubtedly the favorite, especially when he made a deal with the Italian representative and importer of March, Paolo Pavanello and his team. Engine came from Toyota and visited the Pedrazzani brothers tuninggarage, Novamotor in Novara. Conny’s partner was a young Italian, Gianfranco Brancatelli. At that point Conny himself was almost forty years old.

The start of the season seemed very promising as Conny won the opening race at the long and difficult track of Nürburgring, Germany. Local Ralt RT 1 BMW stardriver Bertram Schäfer took the second place and the third place went to a young promising Italian, Riccardo Patrese with Trivellato’s team’s Chevron Toyota. From this young italian newcomer was expected to be seen a good effort, because he had many years experience from Formula Karting-classes. The success of Riccardo was crowned with the championship gold couple years earlier.

Andersson descended from clouds back to earth very soon as he was left in Zandvoort without points. At home, in swedish Mantorp, catch was only two points and Patrese moved on the European Cup-seasons top place.

In the following races the men took turns in winning and in the second last race in Knutstorp of  Skåne Conny Andersson got even after the disappointments in Mantorp. Victory in front of the home audience was pure gold and the enjoyment was increased by the fact that Patrese never made it to the finishing line. Conny’s European championship seemed to be well in hand.

Fatal Race (1976)

Too many Swedes should have held their horses, because in the finishing race in Vallelunga, Rome, it was Conny’s turn to fail completely. Conny didn’t gain any points.

Conny’s driving partner achieved his second victory here, but even that could not save Conny’s day. Patrese drove safely to the second place and it brought to the Italian the needed six European Championship points.

As the finishing flag of Vallelunga was showed the final count for EC-points started. When  seven best results out of 10 races was chosen, Patrese and Andersson ended up the same amount of points. Both had collected 52 points, but Patrese had two extra points more than the Swede had.

The equality of these men was seen from the results. Both won four races. Also the second places were divided equally, but Italian had one third place more than Conny.

Patrese made later a long career in Formula 1, even though he did not gain championship in that class. Conny Andersson’s introduction to Formula 1 circuits was very short. Success in the Formula 2 was also out of the limits. Andersson was always left as the second best in the international race-circuits. In home Sweden he still won many championships.

In the year 1976 Formula 3’s European Championship series gold was a struggle between only three men, but otherwise the series were quite international. Most of the point-takers came from Italy, but there was also an interest towards the Formula 3 class was shown among Germans and Swedes. Britons were totally out and they took their only points not until the last championship race in Vallelunga. Actually there was no Formula 3-race held in Britain that year. Also French were missed but for nothing as the Jean Louis Schlesser, who later succeeded in sport-cars and in protos, did find the class not worth an effort. French drivers were known to be loyal to their own tricoloured Renault-classes.

There were no regulation changes for this year complete with the 23 mm air restrictor wich restricts the engine power to around 165 horse power.

• Formula 3 European Championship 1976 Final Points
• Formula 3 European Championship 1977 Final Points
• Formula 3 European Championship 1978 Final Points
• Formula 3 European Championship 1979 Final Points
• Formula 3 European Championship 1980 Final Points
• Formula 3 European Championship 1981 Final Points
• Formula 3 European Championship 1982 Final Points
• Formula 3 European Championship 1983 Final Points
• Formula 3 European Championship 1984 Final Points

Street races

Because there was no important International championship series, the attention and respect was focused on few individual Formula 3 races, which manage to gather well-reputed race drivers all over the world to compete each other. Street races of Monaco and Macao has gained their own level above other races and also during the British GP droved Formula  3 race is respected more than other British championship races. In 1990’s also the Marlboro Masters-race in Zandvoort, Netherlands has risen attention and allured top drivers from championships of various countries.

The Monte Carlo Formula 3 race, named Grand Prix  was a classic until 1997. The first Formula 3  races with 500 cc engines on this famous track were drove in the beginning of 1950’s, but the roots of a long series like nowadays start from may 1959. The first Formula Junior class race was drove then. Michel May won it with red Italian 1100 cc Stanguellini, the minisized Ferrari.

In the following year over 150 drivers entered for race, but only small portion were allowed to enter qualifications. Also the fast development of this class was seen clearly as the new British back-engine cars made 10 seconds better lap-times than cars in the past year. This race’s brightest star was undoubtedly young Scottish driver Jim Clark with Lotus 18 Ford. Even though he didn’t won the race, public was to hear much more of him later on.

Finnish hero Curt Lincoln with his white Cooper BMC was placed on fifth that year.

The secret of  Monaco’s success was the Formula 1 class Grand Prix that was held at the same weekend. Because of that all the important and influential team chiefs and sponsors could look for new talents in the smaller classes. Many of the young winners of  Monaco Formula 3  Grand Prix has later become well known Formula 1 drivers or champions of several international classes.

After 1960’s many British drivers has boycott the Monaco race because the race organisers were seen to favour Continents and especially French teams and drivers.

Last Formula 3 race at Monaco was held in 1998.

Far East

Another Formula 3 classic is driven on the narrow streets of  Macau, the old Portuguese settlement in China. Its attraction is based on the meeting of south and east as well as the great fortunes offered by organisers. Macau’s Formula 3 race has a place on the leading team’s calendars after the actual season has ended. On the winning list of Macao one can find many Formula 1 champions.

Macau’s race differs from other races as it is driven in two sections. The winner is the driver that has spent less summarised driving time. Position does not count so in theory the race can be won without a single first place position.

Faster classes than Formula 3 cannot be used in Macao, because the street track is partly so narrow that only guard rails separate racetrack from spectators. There is no room for turning outs and during crashes the whole track is often totaly blocked.

Macao’s race differs also from other races as many year formal Formula 3 drivers which have found their place on F 1 teams come back to challenge the new generation of drivers. Many of these show-offs has left for home head down after they have tasted the bitter pill of defeat

With the smoke factory’s moneys held race, Marlboro Masters, in the old  Formula 1 track Zandvoort started with low noise, but every year its appreciation has risen. Nowadays it gathers to the middle of the sand dynes the best F 3 drivers from England, Germany and Italy.

Seppo "Kessu" Nieminen in his Vantaa garage.

Formula 3 general regulations 1981

Minimum wheelbase 200 cm. Minimum track 120 cm. Maximum body width 95 cm.Overall width of the car 185 cm. Maximum height exept teh safety roll over bar 90 cm. Minimum weight 455 kg. Maximum engine capacity 2000 cc. Maximum number of cylinders four. Rotary piston engines was admitted. The engine block and angine head castings must be those of an engine equipping a car model of which the FIA has ascertained the series production af at least 5000 units in 12 consecutive months. The original engine block and cylinder head may be modified freely. The type of crankshaft bearing is forbidden. The induction system was free, but is must been fitted with a throttling flange of 3 mm in length having a circular section, and with a paralell hole of 24 mm diameter maximum. All the air feeding the engine must passes trough this throtting flange, which must been made of metal or metal alloy. The maximum cylinder capacity may be obtained by increasing or reducing either the bore or stroke or both dimensions. Five gear ratios as maximum. The car must be driven by two wheels only. The width of the complete wheels was limited to 11,5 inches.

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Famous F 3 cars since 1975

Alba (I), Anson (GB), Argo (GB), Arno (I), Avidesa (E), Bellasi (I), Berta (RA), BSR (D), BVM (I), Chevron (GB), Condor (I), Crossle (IRL), CRS (I), Dallara (I), Derichs (D), Van Diemen (GB), Duqueine (F), Elise (F), Emiliani (I), Eufra (D),  Euroracing (I), Grac (F), GRD (GB), Grifo (I), Dwyniad (GB),  Hawke (IRL),  Lamoureux (F), Lola (GB), Maco (D), Magnum (GB), March (GB), Martini (F), Merzario (I), MGM (I), Modus (GB), Osella (I), Pisteur (CH), Ralt (GB), Reynard (GB), Selex (E), TMS (S), Toj (D), Wainer (I).

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Dallaras monopoly

After succesful british chassis factorys Ralt and Reynard leaved the Formula 3 circus, Italian Dallara has almost a international monopoly in market. Dallara has a carbon fibre monocoque like modern Formula 1 cars. French monoposto expert Martini is still coming back, but it is going to take time. Several wins are allready in the pocket and a french championship gold too.

Formula 3 class was conceived with the intention of restricting cost, but today the car and the tuned engine are no more cheap. Driving costs almost gold. Winning driver needs good professional team and thereby a season of british championship costs several millions of finnish marks (about 300.000 sterlings).

Nowdays first class for young drivers often is  Formula Ford Zetec, F Opel/Vauxhall or F Vauxhall Junior, F Renault Campus, F 2000 Asia, Formule Renault Sport, F König, F ADAC Junior etc. There are plenty of possibilities.

• F 3 Champions (2 litres period 1974-1997)
• Makes of F 3 Champions after 1974

More power 1997

The air intake is also strictly governed and all air for the engine must today pass through a throttling flange on 26 mm diameter. The recent increase on two mm brings probably twenty more horsepowers. Engines of today produces approx. 200-210 hp, about 30 hp more than last year.

There are a number of engine makes and models, which are used by the Formula 3 teams. At the present the Opel/Vauxhall Spiess probably is the most common on European circuits. Other succesful engines are made by Fiat Abarth Novamotor, Honda Mugen and Mitsubishi HKS. TOMS Toyota runs very well in Far East, in Japan and in Macau  and it is a black horse even in Europe this year.

Volkswagen Spiess  and Judd Brabham tuned Formula 3 engines, which dominated the circus in 80's are today only a nice memory. The german VW factory has not anymore a competitive 2 litre engine for the class. People are waiting  this year for a strong french Renault come back. French Promatecme (=Serge Saulnier) team gainded several wins last season in England and season 2000 have a promising beginning too. Even in France Renault has made victorious new start 1998 with David Saelens as driver in ASM team of Frederic Vasseur.  1999 Champion Sebastien Bourdais used french Martini Mk 79  car and german Opel Spiess power. After him came a row of Renault Sodemo drivers. Season 2000 was a Renault Sodemo year.

British Formula  3 Champion Kane and his Paul Stewart Racing Team used  under season 1997 Honda Mugen power. The same team gained 1998 championship with Brasilian driver Mario Haberfeld. 1999 Champion was Marc Hynes from Manor Motorsport and engine was again made by Neil Brown Honda Mugen.

F 3 general regulations 1997

Maximum overall width 185 cm. The bodywork ahead of the rear edge of the complete front wheels is limited to a amximum width of 130 cm. Except fot the rollover structures no part of the car can be higher than 90 cm from the ground. Minimum whwwlbase 2000 cm. Minimum track 120 cm. Minimum weight 530 kg. The engine block and engine head castings must be thosse of a car engine equippping a car model of which the FIA has ascertained the series production of at least 2500 units in 12 consecutive months. Original block and cylinder head may be modified by the removal of material. Maximum number of cylinder is four. Two stroke engines are forbidden. Rotary pistons are allowed. Engine capacity must be exceed 2000 cc. Supercharching is forbidden. The intake system is free but must be fitted with an air restrictor having a maximum diameter of 26 mm. No more than one fuel injector per cylinder is permitted. Variable valve timing is forbidden. Four wheel drive cars are forbidden. All cars must have no more than five forward gears. Maximum complete wheel width 11,5 inches. Wheel diameter 13,0 inches.
Same regulations were valid 1998-2000 too.

Seppo Pitkanen (FIN)

Copyright 1996-2007. All rights reserved

Updated 05.03.2006

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