A brief history of 1000cc Formula 3
There have been a number of incarnations of race series under the banner of Formula 3. The current high-tech series runs in the UK and many other Counties around the world. This was also the case back in the 1960s when Formula 3 really was the seeding ground for Formula 1, sometimes seeing drivers competing in Formula 3, 2 and 1 series at the same time, and others! It really was a busy time for some drivers and teams.
The 'Screamers' date from the end of the Formula Junior era, when Formula 3 and Formula 2 were re-introduced with both Formulae having the same engine capacity of 1000cc maximum. The series started at the beginning of 1964 and finished at the end of 1970. Cars that raced (emphasis on actually raced) during this period are eligible for the HSCC Classic Racing Cars series and the European Historic F3 Trophy. In 1971 the Formula 3 engine size changed to 1600cc and an era came to a close.
Maximum engine size was 1000cc with many being Ford-based but there were other manufacturers in evidence, particularly abroad. In the UK some cars ran BMC and others Imp based engines. Maximum carburettor intake size was 36mm (by minimum 3mm length), usually achieved by machined restrictor in or on the intake manifold. Maximum number of forward gear ratios was 4 plus reverse.
WHAT WERE THE CARS LIKE?
The best introduction to these cars has to be: Formula 3 The Screamer Era', by Bernard (Ben) Cowdrey, published in 2004. ISBN 1-870519-72-8. Ben Cowdrey's publisher has almost sold out of this book - this was only a limited edition run of 500 copies in hard-back form. There are only a few copies left at £45.00. No more hard back copies will be produced but a cheaper updated paper back version will be published at the end of May 2010. Contact ben.cowdrey@btinternet.com
FORTHCOMING BOOK
Justin Haler, who wrote as the F3 specialist for Autosport in the 1960s, is currently writing a new book on F3 1964 to 1970. If you think you may have useful information for him please email haler@global.co.za and mention this website so he knows the source.
Justin is aiming to do research centred around the Oulton Park Gold Cup meeting at the end of August 2010.
THE SCENE TODAY
The HSCC has been host to 1000cc F3 cars since the 1980s, before that they raced with the Monoposto Club. The Regulations now in place have been developed over the years to try to refect the technical position in the 1960s when they originally ran. They apply to Peter Hanson rounds. There are some minor differences for the European Historic F3 Trophy Regulations.
Some key points to note about the series.
Engine size is a maximum of 1000cc and the carburettor intake must be limited in size to maximum 36mm diameter by a minimum length of 3mm. Only 8 valve heads are allowed and for Ford engines these are either modified original Ford with tube inserts for the inlet tracts, set at an angle to allow the engine to run tilted over at an angle of 30 degrees from the vertical, or specially cast 'one-piece' heads. Some cars did run with the engine vertical and sidedraft carburettor. All steel internals, often using only a 3 main bearing crank, allow a maximum engine speed of 10,000 rpm or more. The 'explosions' can be impressive!
Gearboxes must have only 4 forward ratios and must have a working reverse ratio. No limited slip or locking, or torque limited differentials are allowed. Differential ratio is free.
Driveshafts are subject to regulation and NO CV (constant velocity) joints are allowed. Universal joints are normally used on the outer end of driveshafts and may be found on the inner end, combined with sliding splines to allow for suspension movement. The common set-up is to have rubber Metalastic 'doughnuts' on the inner, gearbox end.
There is a minimum car weight of 400kgs and it is expected that all cars would be over this especially as they now carry fire extinguisher systems, harnesses and silencers over and above weights when in period.
Tyres are limited in the UK to Avon A37 compound cut to a Dunlop CR65 tread pattern except for the earliest cars which can run Dunlops of approriate size and compound. No alternative rain or wet tyres are allowed. Wet tyres are allowed in the European Trophy. Usual wheel sizes are 8" front, 10" rear but in period up to 10" and 12" were used. A more detailed explanantion about tyres can be found on the page REGULATION TYRES.
Brakes are free other than the overiding constraint of being the correct period items. No driver-adjustable brake bias or balance is allowed. No cross-drilled, grooved or ventilated discs are allowed. Roll bars are not allowed to be driver-adjustable.
In period many cars ran water and/or oil through chassis tubes to reduce overall weight. Many cars show evidence of this in their design with redundant entry/exit tubes being obvious. This is NOT allowed under current MSA Regulations. You MAY run liquids through tubes if they are not in direct contact. This has been clarified with a technical representative of the MSA. If you wished to run an oil pipe, such as Aeroquip SS braided, inside a chassis tube, this would be acceptable. Bear in mind you should clearly mark the chassis tube, just as any water and oil pipe passing through the cockpit should be marked red (and preferably a written warning of what it is). If you had an incident requiring a Marshall cutting tubes to free you it's best to avoid hot oil and water!
Silencing is now almost unavoidable. In period the cars ran open exhaust, possibly with megaphone tail pipe. The incredible noise at full chat from the engine, intake and exhaust gave rise to the name 'screamers'. Current UK noise restrictions are typically 108dB as measured in accordance with the procedure in the MSA Blue Book. Some circuits have other, lower restrictions. Race instructions for each entry need to be looked at carefully to ensure no surprises. At some European events silencing is not required but this is becoming less likely each year. The duty is on the competitor to ensure adequate silencing: cars have been excluded from practice and race sessions.
There have been several incidents in the past with 'temporary' and even 'permanent' silencers coming loose and bouncing across tracks - careful mounting and fixing is essential, please check your silencer cannot come loose/is not loose! Think of Massa and how much less protection you have!
Compliance with relevant sections of the MSA 'Blue Book' is required.
Compliance with all of the HSCC Classic Racing Car Regulations is required.
All cars are subject to scrutineering at each meeting. The correct HSCC Vehicle Identity Forms (VIF) is required for the car entered.
For VIFs, membership, Championship registration forms etc. click the Club journal
