Formula Super Vee
Formula Super Vee
Main page
1617347

Formula Super Vee

logo
Community Hub0 subscribers
Read side by side
Formula Super Vee
View on Wikipedia
from Wikipedia
Formula Super Vee racing at Nürburgring in 1975.

Formula Super Vee was an open-wheel racing series that took place in Europe and the United States from 1970 to 1990. The formula was created as an extension of Formula Vee, a racing class that was introduced in 1959. Formula Super Vee in Europe was similar to F3 or Formula Renault today, a stepping stone to F1. In the United States, Formula Super Vee, often referred to as Super Vee, was a natural progression to Indy Car and Can-Am. On both sides of the Atlantic the series also was a platform for the promotion of VW products, similar to how Formula Renault promotes Renault products today.[1][2][3]

Initially it was seen as a simple step up from Formula Vee, using the same Volkswagen Type 3 engines, but in 1600cc. However it soon transformed to using the very different and more powerful fuel injected water-cooled engines from the VW Golf/Rabbit.[1][2]

History

[edit]

To assist the launch of the new formula Volkswagen of America's, Jo Hoppen, commissioned Gene Beach, an established constructor of Formula Vee cars, to design and build the first Super Vee and put this car on display at the Daytona 24 hour race.[4][5] Beach was one of the first three constructors of Formula Vees, along with Autodynamics and Formcar.[6] It is therefore appropriate that a Super Vee designed and built by Ray Caldwell's Autodynamics concern soon joined the Beach Super Vee. This second Super Vee (the Caldwell D-10) was put on display at the New York Auto Show.[7][8] Other manufacturers soon followed suit, with Formula Vee constructors such as Zink Cars joined by more mainstream firms such as Lola.[9][10] John Zeitler also built his first cars around the same time as Beach and Caldwell. As a matter of fact, John Zeitler won the very first Super Vee race at Lime Rock Park in 1970.[5] This race was run with the Formula Ford class.

Initially the series allowed 1600cc air-cooled engines of either type 3 (as used in the VW 1500 and 1600) or type 4 (as used in the VW 411, 412 and the VW-Porsche 914/4 sports car), however at a late stage VW had a change of heart and decided that the type 4 engines would be a better option. The type 4 engine is without doubt a better engine. However, this motor was never produced in a 1600cc version so VW decided to produce a "special" 1600cc version through their industrial engines division (the 127V unit), with smaller pistons and barrels, which reduced the capacity to 1600cc.[11][12]

As with any formula, Formula Super Vee progressed through a number of changes during its life. Initially, for example, the cars ran without wings and used drum brakes at the rear. Later the regulations allowed the use of 8-inch rear wheels, rear disc brakes and 34 mm exhaust valves (1973) and then rear wings (1975). Since slick tyres had yet to be introduced into racing, the cars ran with treaded racing tyres, such as the Firestone "No-DOT", but later moved onto slicks.[13][14]

The original regulations specified a non-Hewland gearbox and cars ran with fixed ratio VW boxes.[13] In Europe a company called Metso began building Hewland-like boxes which provided the ability to change ratios to suit each circuit and exploited the wording of the regulations, which had simply banned Hewland boxes rather than explicitly specifying the fixed ratio VW box. Once the cars started to use Metso boxes the regulations were changed and Hewland Gearboxes were also allowed.[15] This change, combined with start money being offered by Hewland to drivers using its products, effectively put Metso out of business, although the company did build boxes for other formula cars such as Formula Fords.[16]

Mark Smith leading Robbie Groff in a Super Vee race at the 1988 Grand Prix of Cleveland.

Much later, engine regulations were also opened up, allowing fuel injected water-cooled engines from the Volkswagen Golf (or Rabbit as the Mk1 was known in North America). The water-cooled engines inevitably replaced the air-cooled, which were rendered uncompetitive, and many air-cooled cars were converted to accept the water-cooled engine.[17] Some constructors, such as Lola, offered "conversion kits" which allowed the fitment of the Golf/Rabbit engine to earlier air-cooled chassis. The SCCA in the USA did allow 1700cc air-cooled engines towards the end of the air-cooled period, to remain competitive while the water-cooled cars joined the grid.

Ultimately the most developed version of Super Vee was to be found in the US, since they continued with a Super Vee series years after the formula had died away elsewhere. Indeed, by late 70s Super Vee in the USA had become the feeder formula for Indy cars, referred to as the "Mini-Indy" series.[18] This series was run in conjunction with the much older VW-Bosch "Gold Cup" for Super V. This series lasted until 1990 and, unlike the oval track USAC Mini Indy Series, was a road racing series. Each series crowned its own champion each year. In the late 70s the Ron Tauranac designed the Ralt RT1 and RT5, based on his Formula 3 designs, had a virtual monopoly in the USA series.

The original Formula Super Vee series specifications

[edit]
  • Engine: Type 3 1600cc (actually a stroke of 69 mm and a bore of 85.5 mm for a displacement of 1582cc). Dry sump not allowed.
  • Cooling: air, with external oil coolers and oil filters.
  • Carburetion: free, however most used Weber 48 IDA or Solex 40P11 dual downdraft. Some use of Weber IDF and DCNF. (Note: two dual down draft carbs allowed, any manufacturer with dual port VW or aftermarket intake manifolds).
  • Transmission: stock VW from the 1969 Square back/fastback series. However, gear ratios were open and almost immediately Webster and Hewland gear sets were adopted for the VW transaxle.
  • Ignition: coil and distributor.
  • Clutch: VW stock, with Hydraulic linkage.
  • Brakes: Girling hydraulic with VW discs front, VW Drums in the rear.
  • Wheels: 6" X 13" front and rear. Magnesium allowed.
  • Tires: 5:00/8:30 X 13 front, Treaded (no slicks) 5:50/9/20 X 13 rear, Treaded (no slicks)
  • Steering: Rack and Pinion
  • Suspension: free, front and rear
  • Shocks: free, front and rear
  • Sway bars: free, front and rear
  • Rear uprights: free (and usually proprietary by car manufacturer)
  • Curb Weight: Dry, without driver, 825 lbs minimum.
  • Wheelbase: free (most manufacturers were between 88" and 94")
  • Track, Front/Rear: Up to 92"
  • Fuel Tank Capacity: Free, but most manufacturers located the tank under and behind the driver but in front of the firewall, which pretty much limited the capacity to 6.0 gallons.
  • Construction: tubular space frame, flat bottom, no wings or tabs to induce downforce.
  • Body: any material, but full coverage (including engine compartment) required.

Champions

[edit]

SCCA Super Vee Gold Cup (professional) (USA)

[edit]
Season Champion Driver Chassis
1971 United States Bill Scott Royale RP9
1972 United States Bill Scott Royale RP14
1973 Sweden Bertil Roos Tui BH3
1974 United States Elliott Forbes-Robinson Lola T320
1975 United States Eddie Miller Lola T324
1976 United States Tom Bagley Zink Z11
1977 United States Bob Lazier Lola T324
1978 United States Bill Alsup Argo JM2
1979 Australia Geoff Brabham Ralt RT1
1980 United States Peter Kuhn Ralt RT1/RT5
1981 United States Al Unser Jr. Ralt RT5
1982 United States Michael Andretti Ralt RT5
1983 United States Ed Pimm Anson SA4
1984 Netherlands Arie Luyendyk Ralt RT5
1985 United States Ken Johnson Ralt RT5
1986 Belgium Didier Theys Martini MK-47/MK-50
1987 United States Scott Atchison Ralt RT5
1988 United States Ken Murillo Ralt RT5
1989 United States Mark Smith Ralt RT5
1990 United States Stuart Crow Ralt RT5

USAC Mini-Indy Series (professional) (USA)

[edit]
Season Champion Driver Chassis
19771 United States Tom Bagley Zink Z11
United States Herm Johnson Lola T324
1978 United States Bill Alsup Argo JM2
1979 Australia Dennis Firestone March
1980 United States Peter Kuhn Ralt RT1/RT5
1Bagley and Johnson tied in the points and were declared co-champions.

Formel Super Vau GTX (Germany)/German Formula Super Vee Championship

[edit]
Season Champion Driver Chassis
1972 Liechtenstein Manfred Schurti Royale RP9
1973 Sweden Kennerth Persson Kaimann
1974 Sweden Kennerth Persson Kaimann
1975 Finland Keke Rosberg Kern-Kaimann
1976 Finland Mika Arpiainen Veemax Mk VIII
1977 Germany Dieter Engel Veemax Mk VIII
1978 Germany Helmut Henzler March 783

Formula Super Vau Gold Pokal (Europe)/European Formula Super Vee Championship

[edit]
Season Champion Driver Chassis
1971 Austria Erich Breinberg Austro Kaimann
1972 Liechtenstein Manfred Schurti Royale RP9
1973 Austria Helmut Koinigg Austro Kaimann
1974 Sweden Freddy Kottulinsky Lola T320
1975 Finland Mikko Kozarowitzky Lola T324
1976 Finland Mika Arpiainen Veemax Mk VII
1977 Netherlands Arie Luyendyk Lola T326
1978 Germany Helmut Henzler March 783
1979 Denmark John Nielsen Ralt RT1
1980 Denmark John Nielsen Ralt RT5
1981 Denmark John Nielsen Ralt RT5
1982 Austria Walter Lechner Ralt RT5

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Formula Super Vee

View on Grokipedia
from Grokipedia
Formula Super Vee was an open-wheel, single-seater racing formula that emerged in the early 1970s as an evolution of the entry-level Formula Vee, providing an affordable stepping stone to higher formulas like Formula 3 and Formula Atlantic. It utilized Volkswagen-sourced engines and components, initially air-cooled units from the Type 3 model with a displacement of approximately 1582 cc, delivering around 100-120 horsepower, and later transitioning to water-cooled engines from the Scirocco in 1978 for increased performance up to 180 horsepower.[1][2][3] The formula originated in the United States when the Sports Car Club of America (SCCA) announced it as a national class in November 1969 to alleviate overcrowding in Formula Vee and promote Volkswagen products through competitive racing. The first prototype, the Beach SV-16, was designed and built by constructor Gene Beach at the request of Volkswagen representative Jo Hoppen and debuted on display at the 1970 Daytona 24 Hours. Racing commenced in 1970 as an SCCA class, with a professional series launching in 1971 that quickly gained traction in both the US—positioned between sprint cars and IndyCar—and Europe as a development ladder alongside Formula Renault.[4][5][6] Throughout the 1970s and 1980s, Formula Super Vee featured chassis from prominent builders such as Beach, Lola, Ralt, March, and Royale, with series like the SCCA Pro Championship and the European Robert Bosch/VW Super Vee Championship attracting strong fields. The shift to water-cooled engines in 1978 boosted speeds and popularity, particularly in the US following the decline of rival series like Can-Am in 1984-1985, leading to peak attendance at events like those at Road America. Notable drivers who honed their skills in Super Vee included Michael Andretti, Al Unser Jr., and Elliott Forbes-Robinson, many of whom advanced to major international success. The formula ran until around 1990, after which it faded as open-wheel racing landscapes evolved, though historic racing preserves its legacy today.[2][7][6]

History

Origins and Creation

Formula Super Vee emerged as an evolution from Formula Vee, a low-cost entry-level open-wheel racing class established by the Sports Car Club of America (SCCA) in 1963, which utilized modified components from pre-1963 Volkswagen Beetle engines and chassis to provide affordable competition for amateur drivers.[8] By the late 1960s, Formula Vee's popularity had grown significantly, but its limited power output—around 40 horsepower—created a demand for a "step-up" category that could bridge the gap to professional racing series like Formula 3, offering more performance while maintaining Volkswagen's emphasis on cost control and parts commonality to nurture aspiring drivers.[7] This need aligned with Volkswagen's marketing goals to promote their expanding engine lineup beyond the Beetle. The formula was created in 1969 under the initiative of Joe Hoppen, Special Vehicles Manager for Volkswagen of America, who designed it as a promotional platform for VW products, mandating the use of the more powerful air-cooled 1584 cc Type 3 engine (producing approximately 100 horsepower) along with other stock VW components like brakes and transmissions.[9] The SCCA officially announced Formula Super Vee as a national class in November 1969, with parallel development in Europe sponsored by Volkswagen to expand the formula internationally.[7] Key figures in the early design phase included American constructors Gene Beach, who built the first prototype displayed at the 1970 Daytona 24 Hours; Ray Caldwell; and John Zeitler, whose team produced competitive chassis for the debut season.[10] The SCCA launched the Super Vee Gold Cup professional series in 1970, featuring around 10 races per season with purses of up to $10,000, and the inaugural national event occurred on July 4 at Lime Rock Park, Connecticut, where cars from Beach, Caldwell, and Zeitler competed.[10] In Europe, the series debuted as Formel Super Vau, with its first race held at the Nürburgring in April 1971, supported by Volkswagen to mirror the American structure and attract young European talent.[11] By 1971, the formula saw rapid early adoption, expanding to multiple races across both continents and establishing itself as a key developmental ladder in open-wheel racing.[7]

Development and Decline

In the mid-1970s, Formula Super Vee experienced significant growth, particularly in North America, with the introduction of the USAC Mini-Indy Championship in 1977, which elevated the series to a professional level and attracted larger grids of up to 40 cars at major events like the Indianapolis Raceway Park nationals.[7] This expansion included international exposure through support races at high-profile venues, drawing scouts from IndyCar teams and fostering a pathway for emerging drivers.[5] The series' affordability and Volkswagen's backing further fueled participation, positioning it as a vital stepping stone in open-wheel racing.[7] A key technical shift occurred in 1978 with the adoption of water-cooled Volkswagen Rabbit (Golf) engines, replacing the earlier air-cooled units and increasing power output to approximately 170-185 horsepower while maintaining the series' cost-effective ethos.[5][7] This upgrade, coupled with monocoque chassis designs and the allowance for aerodynamic aids like wings introduced in 1975, enhanced performance and drew interest from more chassis manufacturers, including Ralt, which began dominating the field.[7] These changes aligned Super Vee more closely with higher formulas like Formula Atlantic, boosting competitiveness without escalating expenses dramatically.[2] The peak of Formula Super Vee spanned 1977 to 1984, marked by record entries, widespread media coverage in outlets like Autosport, and its role as a feeder series for CART and IndyCar, producing talents such as Michael Andretti and Al Unser Jr.[7] By 1982, it had become CART's official support series, benefiting from the decline of Formula Atlantic after its troubled 1983 season and Can-Am's waning popularity in 1984–1985, which led to fields of over 30 cars and increased sponsorship.[5] Economic pressures, including the 1979 oil crisis, temporarily raised fuel and travel costs but did not derail the series' momentum during this era.[7] The decline began in the late 1980s due to escalating maintenance and entry costs, which strained the series' budget-friendly appeal, alongside growing competition from emerging formulas like Indy Lights (launched in 1986) and others such as Barber Saab and Russell Mazda. Volkswagen's withdrawal of official support in the late 1980s, driven by shifting corporate priorities and disinterest from new management, further eroded the formula's foundation, as the manufacturer ceased providing spec engines and homologation assistance.[7] In Europe, the series faded by 1988 amid regulatory changes to engine homologation that complicated compliance with Volkswagen components.[2] The final years saw diminished grids in North America, with the last major US series concluding in 1990 under SCCA and CART auspices, marking the end of two decades of competition as newer developmental paths overshadowed Super Vee.[5]

Technical Specifications

Engine and Powertrain

The Formula Super Vee powertrain was centered on Volkswagen-sourced engines, designed to provide reliable, cost-effective performance while maintaining close ties to production components. The original specification called for a Volkswagen Type 3 1600cc air-cooled flat-four engine, with an actual displacement of 1582cc resulting from a bore of 85.5mm and a stroke of 69mm.[1] This configuration produced approximately 100-120 horsepower, emphasizing tunability within strict rules to balance speed and affordability.[7] The air-cooling system required mandatory external oil coolers to manage heat during racing, alongside standard oil filters.[1] In 1977, the series transitioned to a water-cooled engine derived from the Volkswagen Scirocco, retaining the 1600cc displacement but introducing an overhead-cam design for improved efficiency and power delivery.[12] This evolution boosted output to around 120 horsepower initially, achieved through dual Weber carburetors for better fuel atomization and a dry sump lubrication system to ensure consistent oil pressure under high g-forces, later increasing to up to 180 horsepower with allowed tuning.[13][7] The change allowed both air- and water-cooled units to compete that year before the water-cooled became the standard in 1978, enhancing reliability and performance while preserving the formula's accessibility.[2] The drivetrain featured a standard Volkswagen 4-speed manual transmission with close-ratio gears, providing precise shifts suited to the series' sprint-style races. Power was delivered to the rear wheels via an independent rear suspension (IRS) setup, inheriting the VW Type 3's transaxle architecture for simplicity and low maintenance. Fuel specifications limited use to 91 octane unleaded, with ignition consisting of a single spark plug per cylinder to minimize complexity and costs.[1] To control expenses and ensure parity, early regulations mandated sealed engines, restricting internal modifications and promoting off-the-shelf reliability.[1] Later rules permitted limited tuning, such as camshaft profiles and exhaust adjustments, while still prohibiting major overhauls to keep the series entrant-friendly.

Chassis, Suspension, and Aerodynamics

The chassis of Formula Super Vee cars was initially constructed as a tubular steel spaceframe, providing a lightweight yet rigid structure compliant with early series regulations that emphasized affordability and simplicity.[1] This design remained standard through the early 1970s, with a flat bottom to promote ground effect aerodynamics without complex underbody shaping. In 1978, with the introduction of water-cooled engines, regulations permitted the use of aluminum monocoque constructions for improved torsional stiffness and weight distribution, allowing builders to enhance handling precision while maintaining the formula's cost controls.[5] The minimum weight was set at 825 lbs (374 kg) dry, without the driver.[1] Suspension systems drew directly from Volkswagen components for accessibility, featuring a front double A-arm setup derived from the VW Type 1 with adjustable coilover dampers to optimize camber and ride height.[14] At the rear, an independent rear suspension (IRS) from the VW Type 3 provided trailing arms and torsion bars, supplemented by front and rear anti-roll bars to control body roll during cornering. These configurations prioritized mechanical grip over advanced geometry, aligning with the series' entry-level ethos while delivering responsive handling on road courses. Initially 6-inch wheels were used with 5.00/8.30-13 front and 5.50/9.20-13 rear tires; 8-inch rear wheels permitted from 1973.[1] Braking relied on Volkswagen-sourced drum brakes in the initial years (1969–1973), with mechanical actuation and no power assistance to keep costs low and maintenance straightforward.[9] Rear disc brakes were allowed from 1973, with disc brakes at all four wheels becoming standard by the mid-1970s for better modulation and fade resistance under racing loads, though anti-lock braking systems (ABS) were prohibited throughout the formula's history due to the era's technological limits.[9] Aerodynamic regulations enforced a minimalist approach to promote driver skill over downforce dependency, mandating a flat floor pan and fiberglass bodywork with full enclosure of mechanical components for safety and aesthetics. Dimensions included a free wheelbase (most manufacturers between 88 and 94 inches) and track width up to 92 inches front and rear, standardizing the car's footprint for fair competition. Wings were banned initially to avoid aerodynamic escalation, but a small front wing was permitted from 1978 to aid straight-line stability without significant rear downforce.[9][1] Safety features were integral from the outset, with a mandatory roll cage integrated into the chassis to protect the driver during impacts, adhering to SCCA standards for open-wheel vehicles. Fuel capacity was limited to approximately 40 liters (10-12 gallons), positioned aft of the driver for balanced weight. From 1980, fire suppression systems became required, reflecting broader motorsport safety advancements in response to incident data from the 1970s.[15]

Chassis Manufacturers

Major Constructors

Formula Super Vee chassis were produced by a diverse array of manufacturers, with approximately 53 companies worldwide contributing to the formula's growth from 1970 to 1990.[16] The primary builders focused on space-frame or monocoque designs optimized for the Volkswagen powertrain, emphasizing affordability and performance for emerging drivers. United States-based constructors dominated the North American market, while European firms supplied both regional and international series, often adapting designs from Formula Ford or Formula 3 programs. Among U.S. builders, March Engineering became a leading producer in the late 1970s after entering the formula in 1979 with the SV-79 model, followed by the SV-80 in 1980; the company, founded in 1969 by Max Mosley, Alan Rees, Graham Coaker, and Robin Herd, leveraged its experience in higher formulas to build customer-oriented Super Vee chassis.[17] Ralt, established by former Brabham designer Ron Tauranac, debuted in Super Vee in 1978 with the RT1 model, which remained in production through 1980 and was adaptable for multiple racing categories including Formula 3 and Atlantic; Ralt later introduced the RT5 in 1982, continuing until the formula's end in 1990.[18] Crosslé offered an early and affordable entry point, launching the 24F in 1971 as a robust space-frame chassis suited for racing schools and novice competitors, with the design emphasizing durability and ease of maintenance.[19] European constructors provided innovative alternatives, particularly as the formula evolved. Lola, a prominent British firm, entered in 1978 with the T620 monocoque chassis, engineered specifically for the newly mandated water-cooled Volkswagen Rabbit engine; a total of 26 T620s were built that year, with 19 allocated to the U.S. market and the rest to Germany, Holland, and Austria.[20] Royale, based in the UK, was among the earliest participants, introducing the RP9 in 1971—a design by Mike Smith and Peter Bohanna that secured victories in inaugural European events; Royale produced approximately 80 Super Vee chassis across models like the RP9 (27 built), RP14 (21 in 1972), RP18 (11 in 1973), RP18A (11 in 1974), and RP19 (10 in 1975).[21] Winkelmann, operating from Germany in partnership with Canadian firm Palliser, focused on high-volume output for the European scene and built six WDV-1 chassis starting around 1971.[22] These constructors ensured eligibility through adherence to Volkswagen's technical specifications for engines and chassis integration, maintaining the formula's emphasis on controlled development and cost accessibility. Production volumes varied, but the collective output supported widespread adoption, with major builders like March and Ralt achieving significant market share in professional series.

Notable Models and Innovations

The Lola T620, introduced in 1978 by Lola Cars, marked a significant advancement in Formula Super Vee chassis design with its aluminum monocoque structure, which offered greater torsional rigidity than the prevailing spaceframe constructions of the era.[20] This construction, combined with an all-new suspension geometry and bodywork optimized for the newly mandated water-cooled Volkswagen Rabbit engine, improved overall handling and stability, contributing to multiple race wins in both North American and European series during its debut year.[23] A total of 26 examples were produced, with 19 allocated to the U.S. market.[20] The March 783, developed for the 1978 European season, represented an early evolution toward more aerodynamic efficiency, serving as a precursor to full ground effects through refined sidepod shaping that enhanced airflow management without venturi underbodies.[24] Built on March Engineering's established Formula 3 platform, it featured a lightweight tubular-steel chassis with outboard suspension, allowing for quicker setup adjustments and better weight distribution when paired with the air-cooled Volkswagen Type IV engine.[17] Its design influenced subsequent models by prioritizing driver feedback and circuit adaptability in the transitional period before water-cooling became standard. Ralt's RT5, launched in 1982, became the dominant chassis of the water-cooled era, incorporating an aluminum monocoque tub and an adjustable ground effects aerodynamic package that generated substantial downforce via underbody venturis and side skirts.[25] This innovation allowed teams to fine-tune aerodynamic balance for varying track conditions, resulting in lap times that rivaled those of Formula Atlantic cars on comparable circuits.[7] It powered numerous championships and underscored Ralt's focus on modular components for reliability and ease of maintenance.[26] Key innovations in the series included the 1978 shift to water-cooled 1600 cc Volkswagen engines, which boosted power to approximately 185 hp while maintaining affordability through off-the-shelf components.[7] This change, often paired with Hewland five-speed gearboxes in models like the T620 and RT5, enhanced thermal efficiency and sustained performance over longer races compared to air-cooled predecessors. The adoption of ground effects aerodynamics from 1980 onward further revolutionized handling, with adjustable elements on the RT5 enabling 10-15% increases in cornering speeds on high-downforce tracks.[7] Post-1980 safety enhancements addressed vulnerabilities exposed in high-speed incidents. Limited incorporation of carbon fiber composites appeared in late-1980s body panels for select chassis, reducing weight by up to 20% in non-structural areas while adhering to cost-control rules.[9] Today, many notable Super Vee models, including the T620 and RT5, are preserved for historic racing events through dedicated registries, though restoration efforts face challenges from obsolete parts like bespoke suspension uprights and period-specific engine components.[27] These vehicles continue to compete in vintage series, maintaining the formula's legacy as an accessible entry point to open-wheel racing.[28]

Racing Series

North American Series

The North American Formula Super Vee series primarily operated through the Sports Car Club of America (SCCA) Super Vee Gold Cup, which began in 1970 as a national class following initial regional events.[5] The inaugural major event was held at the 1970 SCCA American Road Race of Champions, where Tom Davey won the national championship in a Zeitler chassis.[7] By 1971, it transitioned into a professional series under SCCA sanction, featuring around 10 races per year on prominent road courses such as Road America in Elkhart Lake, Wisconsin; Laguna Seca in California; Watkins Glen in New York; Riverside in California; Sebring in Florida; and Lime Rock in Connecticut.[5][7] These events often served as support races for larger series, including Can-Am, Formula 1 at Watkins Glen, and the 24 Hours of Daytona.[7] Early-season purses reached $10,000 per race, providing significant incentives for emerging drivers.[7] Race counts varied annually, with 11 events in 1975 and examples of schedules incorporating venues like Mid-Ohio and Phoenix International Raceway.[5] In 1977, the United States Auto Club (USAC) introduced the Mini-Indy Series as a professional tier focused on oval racing, running from 1977 to 1980 and integrating as support events for USAC and later IndyCar races.[7][29] Key venues included Michigan International Speedway, Pocono Raceway, Milwaukee Mile, Trenton Speedway, and Ontario Motor Speedway, emphasizing high-speed ovals to bridge Formula Super Vee with IndyCar progression.[7][29] This series attracted professional talent and ran concurrently with the SCCA Gold Cup, expanding the formula's reach across diverse track types. A significant organizational shift occurred in 1980 with the merger of SCCA and USAC sanctions, creating a unified national championship that blended road racing from the Gold Cup with oval events from Mini-Indy.[29] That season featured 14 races at a mix of circuits, including Charlotte Motor Speedway, Brainerd International Raceway, Minnesota State Fairgrounds, and additional stops like Road America and Riverside.[29] By 1982, the series aligned further as an official support category for Championship Auto Racing Teams (CART) events, enhancing its visibility and integration into the professional open-wheel ladder while maintaining 9 to 14 races annually through the late 1980s.[5] The combined structure persisted until the series concluded in 1990, after which Volkswagen withdrew support amid competition from emerging formulas.[5]

European Series

The German Formula Super Vee series, known as Formel Super Vau GTX, was launched in 1971 as a national championship backed by Volkswagen to promote its racing formula in Europe.[2] It typically featured 8-10 rounds per season, primarily held at prominent tracks such as Hockenheim and the Nürburgring, drawing high attendance due to its alignment with major motorsport events and VW's promotional support.[30] The series emphasized close racing on technical circuits, with events structured around sprint formats to showcase the cars' handling capabilities. From 1972, the European Formula Super Vee Gold Pokal emerged as a multi-country touring championship, spanning Germany, the Netherlands, the United Kingdom, and other nations, with 6-8 races per season.[2] This format fostered international competition, contrasting with the more regionally focused North American series by incorporating diverse European logistics and varied track layouts like Zandvoort and Thruxton.[31] Key events in the European calendar included support races for the German Grand Prix from 1973 to 1980, contributing to a total of approximately 150 races across the continent during the formula's peak.[32] The points system mirrored North American standards, awarding 20-15-12-10-8-6-4-3-2-1 to the top ten finishers, but incorporated tiebreakers based on fastest laps to resolve close contests.[33] Oversight fell under the DMSB in Germany, with regulations aligning to FIA specifications by 1975 to ensure technical standardization and safety across borders.[34]

Champions

North American Champions

The North American Formula Super Vee championships, primarily organized by the Sports Car Club of America (SCCA) and the United States Auto Club (USAC) Mini-Indy series, showcased emerging talent in open-wheel racing from 1970 to 1990, with titles awarded based on points accumulated across regional and national events.[5] The SCCA series emphasized professional and national-level competition, often featuring chassis like Lola, Ralt, and Zink, while the USAC Mini-Indy focused on high-profile pavement races at tracks such as Trenton and Mosport. Over this period, the combined series produced more than 20 unique champions, highlighting the category's role as a developmental ladder for drivers transitioning to higher formulas.[35] Key SCCA champions included Tom Davey, who secured the inaugural 1970 national title at the SCCA American Road Race of Champions in a Zeitler chassis, marking the class's debut as a national entity.[7] Eddie Miller dominated the 1975 season, clinching the Robert Bosch/VW Super Vee Championship with 118 points and five victories in a Lola T324, including wins at Lime Rock, Elkhart Lake, and Mosport.[36] In 1980, Peter Kuhn swept both the SCCA and USAC titles, earning 123 points and five wins in a Ralt RT5, demonstrating the overlap between the series during that era.[29] Al Unser Jr. followed in 1981, capturing the SCCA crown with 98 points and four triumphs in a Ralt RT5, including a decisive performance at the season finale that solidified his lead over rival Pete Halsmer.[37] The USAC Mini-Indy series added parallel prestige, with 1977 co-champions Tom Bagley (Zink Z11) and Herm Johnson (Lola T324) sharing the title after a competitive season featuring multiple podiums at venues like Trenton and Bowmanville.[38] Arie Luyendyk claimed the 1984 SCCA championship—aligning with late Mini-Indy influences—in a Ralt RT5 backed by Provimi Veal, securing the points lead through consistent top finishes across the North American circuit.[39] Patterns of repeat success emerged, notably with Bagley, who won the SCCA title outright in 1976 before tying for the USAC crown the following year, underscoring the chassis reliability and driver skill in sustaining dominance.[35] In Canada, regional Super Vee events in the 1970s, such as those in Quebec under CASC sanctioning, featured standout performances by local drivers, contributing to the broader North American competitive landscape without a unified national title until later integration with SCCA schedules.[40]
YearSeriesChampion(s)ChassisPoints/WinsSource
1970SCCATom DaveyZeitlerNational title (ARRC)[7]
1975SCCAEddie MillerLola T324118 pts, 5 wins[36]
1976SCCATom BagleyZink Z11Championship[35]
1977USAC Mini-IndyTom Bagley & Herm Johnson (tie)Zink Z11 / Lola T324Co-champions[38]
1977SCCABob LazierLola T324Championship[35]
1980SCCA/USACPeter KuhnRalt RT5123 pts, 5 wins[29]
1981SCCAAl Unser Jr.Ralt RT598 pts, 4 wins[37]
1984SCCAArie LuyendykRalt RT5Championship[39]

European Champions

The European Formula Super Vee Championship, often referred to as the Gold Pokal series, ran from 1971 to 1982 and served as a key proving ground for emerging talent across the continent, attracting drivers from multiple nationalities and fostering intense rivalries on circuits like Hockenheim and the Nürburgring.[31] The series featured 126 races in total, with championships decided by cumulative points from a mix of German, Dutch, and other European venues, emphasizing close competition where non-German drivers increasingly challenged local favorites.[31] By the late 1970s, the vast majority of title winners were international drivers (11 out of 12 from 1971 to 1982), reflecting the formula's strong appeal beyond Germany and highlighting its role in driver development toward higher categories like Formula 2 and Formula 1.[31]
YearChampionNationalityCar
1971Erich BreinbergAustrianAustro Kaimann
1972Manfred SchurtiLiechtensteinerRoyale RP9
1973Helmuth KoiniggAustrianAustro Kaimann
1974Freddy KottulinskySwedishLola T320
1975Mikko KozarowitzkyFinnishLola T324
1976Mika ArpiainenFinnishVeemax Mk VII
1977Arie LuyendykDutchLola T326
1978Helmut HenzlerGermanMarch 783
1979John NielsenDanishRalt RT1
1980John NielsenDanishRalt RT5
1981John NielsenDanishRalt RT5
1982Walter LechnerAustrianRalt RT5
The 1973 season exemplified the series' competitive dynamics, culminating in a dramatic finale at Hockenheim where Helmuth Koinigg secured the title amid tight battles among top contenders vying for narrow points advantages.[31] Danish driver John Nielsen holds the record for most consecutive European titles with three from 1979 to 1981, dominating in Ralt chassis and underscoring the evolution toward more specialized machinery.[31][2] Parallel to the pan-European series, the German Formula Super Vee Championship (initially under the Formel Super Vau GTX banner) provided a national focus from 1972 onward, producing a string of standout winners who often crossed over to international events.[41] Early titles went to Manfred Schurti in 1972 driving a Royale RP9 and Kennerth Persson in 1973 with a Kaimann, setting a pattern of chassis innovation and driver skill in domestic rounds.[41] Finnish ace Keke Rosberg claimed the 1975 crown, winning ten of 21 starts and demonstrating the influx of Scandinavian talent into German racing.[42] German drivers then asserted dominance, with Dieter Engel securing back-to-back victories in 1976 and 1977 aboard a Veemax Mk VIII, followed by Helmut Henzler in 1978 with a March 783.[41][43] These championships, totaling around 18 across both formats through the 1980s, featured points margins frequently under 20 in decisive seasons, rewarding consistency in a field blending homegrown and imported competitors like American Tom Bagley, who raced prominently in 1976.[44]

Notable Drivers

Drivers Who Advanced to Higher Formulas

Al Unser Jr. won the 1981 Robert Bosch Formula Super Vee Championship with four victories in a Ralt RT5, securing the title in a closely contested season against drivers like Pete Halsmer. This success propelled him into CART the following year, where he made his Indianapolis 500 debut as a rookie and later achieved two Indy 500 wins in 1992 and 1994, along with CART championships in 1990 and 1994.[37] Michael Andretti dominated the 1982 Robert Bosch/VW Super Vee Championship, claiming six wins in a Ralt RT5 to earn 152 points and the title. His strong performance in the series led to a CART debut in 1983, followed by a Formula 1 stint with McLaren in 1989, where he competed in 17 Grands Prix.[45] Arie Luyendyk captured the 1984 Formula Super Vee Championship in a Ralt RT5, securing multiple victories including at Milwaukee and Cleveland en route to the title. This breakthrough facilitated his move to CART, resulting in two Indianapolis 500 triumphs in 1990 and 1997.[46] Geoff Brabham took the 1979 US Formula Super Vee Championship in a Ralt RT1, marking a pivotal step in his career. He advanced to CART, making 10 Indianapolis 500 starts with a best finish of fourth in 1983 and recording nine podiums across the series.[35] Bertil Roos won the 1973 US Formula Super Vee Championship in a Tui BH3, dominating the SCCA series. This accomplishment earned him a Formula 1 opportunity with Shadow, where he started the 1974 Swedish Grand Prix.[47] During its peak from 1977 to 1985, Formula Super Vee acted as a key feeder series, with a majority of its champions progressing to IndyCar or CART, highlighting its role in talent development for open-wheel racing.[44] Elliott Forbes-Robinson was a prominent Super Vee competitor in the early 1970s, winning races and the 1972 SCCA National Championship. His experience in the series contributed to his later successes in sports cars and endurance racing, including multiple wins at the 24 Hours of Le Mans.

Influential Figures in Super Vee

Bob Lazier emerged as a key figure in the early professional era of Super Vee, securing the 1977 SCCA U.S. Formula Super Vee Championship with victories including the Mid-Ohio round.[35] His success highlighted the series' growing competitiveness, driving a Lola T324 that exemplified the formula's balance of affordability and performance. Later in his career, Lazier contributed to the preservation of racing legacy through participation in historic events organized by the Sportscar Vintage Racing Association (SVRA), including the Brickyard Invitational's Indy Legends Charity Pro-Am.[48] Eddie Miller also left a mark as a prolific Super Vee competitor, claiming the 1975 SCCA U.S. Formula Super Vee Championship aboard a Lola T324 and earning multiple national titles in related SCCA Formula Ford classes in 1972 and 1974.[35][49] His consistent performances across over a decade in open-wheel racing underscored the series' role in driver development, with Miller's expertise extending to chassis preparation that influenced setup techniques for subsequent entrants.[50] As a team owner and constructor, John Zeitler played a foundational role in Super Vee's inception and growth. In collaboration with Volkswagen of America, he adapted the Formula Vee concept to the 1600cc engine displacement, creating the Zeitler Super Vee chassis that won the inaugural SCCA Super Vee race at Lime Rock Park in 1970, with Zeitler himself driving to victory.[51] Through Zeitler Racing Design, established in 1965, he built and supplied competitive cars that secured first and second places at the 1971 and 1972 SCCA Nationals, fostering a robust aftermarket for reliable, cost-effective chassis that supported the series' expansion.[51] Zeitler's innovations in tubing and bracing from his Formula Vee experience directly enhanced Super Vee's structural integrity and handling.[52] Herm Johnson, operating as a prominent 1970s team entrant, advanced Super Vee's safety standards through his advocacy for improved driver protections during an era of evolving regulations. He achieved the 1976 SCCA Super Vee National Championship at Road Atlanta in a Lola T324 and shared the 1977 USAC Mini-Indy (Pro Super Vee) title, using his platform to push for enhanced roll cage designs and barrier protocols that benefited the broader field.[53] Among officials, the Sports Car Club of America (SCCA) leadership in the 1970s was instrumental in organizing and sanctioning Super Vee as a national pro series starting in 1970, integrating it into SCCA's road racing framework alongside events like the Runoffs.[5] Volkswagen engineers further shaped Super Vee by developing the tuned Type 4 air-cooled flat-four engine, delivering around 120 horsepower with minimal modifications for enhanced reliability and low maintenance, which kept operating costs under control and sustained participant numbers.[54] This engine's sealed specification prevented excessive tuning, promoting parity across the grid.

Legacy

Impact on Driver Development

Formula Super Vee served as a critical feeder series, bridging the gap between karting and Formula Vee for aspiring drivers while providing an accessible entry into professional open-wheel racing. With car costs around $21,000 in 1980, including chassis, engine, and spares, the series democratized access to competitive racing, allowing a broader range of talents to progress without prohibitive financial barriers.[55] This low-cost structure positioned it as the primary pathway to USAC and CART series in North America.[5] The series significantly influenced driver development, launching dozens of participants into IndyCar and higher formulas between 1970 and 1990. Notable alumni include Arie Luyendyk, the 1984 champion who won the Indianapolis 500 in 1990 and 1997; Michael Andretti, who secured victories in Super Vee before dominating CART; Al Unser Jr., a two-time Indy 500 winner; Geoff Brabham; and Chip Ganassi, among others who credited the series for honing their skills en route to professional success.[44][56][35] This talent pipeline even shaped CART's junior development programs, emphasizing Super Vee's role in identifying and nurturing elite open-wheel prospects.[5] Training in Formula Super Vee focused intensely on car control and precision, as drivers managed air-cooled engines producing around 115 horsepower in a lightweight chassis weighing approximately 850 pounds dry. The rear-engine layout and limited power demanded smooth throttle application, accurate line selection, and weight transfer mastery to achieve competitive lap times, often rivaling Formula Atlantic cars on certain tracks. This environment built foundational skills for higher-power categories, preparing drivers for the demands of IndyCar racing.[2]

Modern Historic Racing

Following the conclusion of the professional Formula Super Vee series in 1990, interest in the formula persisted among enthusiasts, leading to a revival through historic racing in the early 2000s. The Historic Formula Super Vee Registry was established during this period by enthusiasts to document and preserve the category's legacy.[44] The registry serves as a central hub for owners, offering historical resources, chassis records, and a dedicated website at formulasupervee.com that highlights the formula's engineering and racing heritage.[27] In the United States, revived Formula Super Vee racing primarily occurs under organizations like the Sportscar Vintage Racing Association (SVRA) and the Sports Car Club of America (SCCA) vintage programs, with 5 to 10 events annually accommodating the cars. SVRA includes Super Vee in its Group 2 for pre-1973 open-wheel formulas, featuring races at prominent venues such as the 2025 SpeedTour series at Sebring International Raceway (February 20-23), Road Atlanta (March 20-23), and Mid-Ohio (June 19-22).[57][58] SCCA Vintage events, like the 2025 Waterford Hills Vintage Race Weekend (July 25-27), also host Super Vee grids alongside other historic formulas, emphasizing period-correct competition.[59] In Europe, participation is more sporadic but includes historic meets at circuits like Monza and Goodwood, where Super Vee cars occasionally appear in multiclass vintage grids organized by national motorsport authorities.[44] Historic racing rules for Formula Super Vee prioritize authenticity, freezing specifications to the original 1980s regulations without allowances for modern components or performance enhancements. SVRA and SCCA mandates require adherence to era-specific chassis, air-cooled or water-cooled Volkswagen engines (typically 1584 cc), and suspension geometries as homologated during the formula's peak, ensuring races reflect the original competitive balance.[60] Safety updates, such as improved harnesses and fuel cells, are permitted only if they do not alter handling or aesthetics, maintaining the cars' lightweight (around 1000 lbs) and agile character. The community surrounding modern historic Formula Super Vee remains dedicated, with the registry facilitating annual ownership tracking via online forms to update chassis locations and histories. Collector interest has sustained a market for restored examples, with values for competition-ready chassis ranging from $15,000 for basic air-cooled models to $50,000 for water-cooled racers from reputable builders like Ralt or March, as evidenced by recent sales including a 1984 Ralt RT5 at $35,000 and a Michael Andretti-driven example at $27,100.[61][62] This enthusiasm underscores the formula's enduring appeal as an accessible entry into vintage open-wheel racing.[28]

References

  1. Formula Super VEE Original Specifications
  2. Formula Super Vee - OldRacingCars.com
  3. 1979 March 79V Formula Super Vee Specifications - Conceptcarz
  4. Beach Formula Super Vee Racing Cars - VIR History
  5. Formula Super Vee « US « - OldRacingCars.com
  6. VW Celebrates 50th Anniversary with SCCA at LRP - Lime Rock Park
  7. Born in the USA - Formula Super Vee - Supercars.net
  8. History - Formula Vee Racing
  9. Origins - formula super vee
  10. Series 1 - FORMULA SUPER VEE
  11. Volkswagen Heritage - Unique Cars and Parts
  12. https://www.revzilla.com/common-tread/the-little-engine-that-couldnt-a-short-saga-of-the-super-vee
  13. Blog Archives - FORMULA SUPER VEE
  14. Series 3 - FORMULA SUPER VEE
  15. Formula Vee For Fun - Hot Rod
  16. [PDF] 2020 SCCA ROAD RACING GENERAL COMPETITION RULES
  17. Formula Super Vee Constructors
  18. March - FORMULA SUPER VEE
  19. Ralt - FORMULA SUPER VEE
  20. Crossle - FORMULA SUPER VEE
  21. THE LOLA T620 - Lola Heritage
  22. Royale - FORMULA SUPER VEE
  23. Palliser Winklemann - FORMULA SUPER VEE
  24. 1978 Lola T620 Super Vee - Race-cars.com
  25. 1978 European Formula Super Vee Championship
  26. 1984 Ralt RT5 Formula Super Vee | California 2015 - RM Sotheby's
  27. US Formula Super Vee 1983 - OldRacingCars.com
  28. Formula One trend of design May 1980 - Motor Sport Magazine
  29. Historic Formula Super Vee Registry - Sports Car Digest
  30. Registry - FORMULA SUPER VEE
  31. US Formula Super Vee 1980 - OldRacingCars.com
  32. 1972 Formel Super Vau GTX Championship
  33. European Formula Super Vee Championship (1971-1982)
  34. European Super Vee - Motorsport Database - Motor Sport Magazine
  35. Formula Super Vee | Keke Rosberg Fansite
  36. Period Regulations - FIA Historic Database
  37. US Formula Super Vee Champions - OldRacingCars.com
  38. US Formula Super Vee 1975 - OldRacingCars.com
  39. US Formula Super Vee 1981 - OldRacingCars.com
  40. USAC Mini-Indy - FORMULA SUPER VEE
  41. US Formula Super Vee 1984 - OldRacingCars.com
  42. SCCA FSV Cup - FORMULA SUPER VEE
  43. Formel Super Vau GTX - formula super vee
  44. Keke Rosberg - The Williams Grand Prix Database
  45. German Formula Super Vee Championship - sezon 1977 - Racing ...
  46. formula super vee
  47. US Formula Super Vee 1982 - OldRacingCars.com
  48. 1984 Robert Bosch Formula Super Vee Championship
  49. Bertil Roos - Driver Database
  50. SVRA Heroes & Friends
  51. Eddie Miller - The Road Racing Drivers Club
  52. Fast Eddie Miller Really Was - The Nostalgia Forum
  53. Zeitler - FORMULA SUPER VEE
  54. 1970 Zeitler Formula Super Vee - Supercars.net
  55. Herm Johnson (1953-2016) - Sports Car Digest
  56. Formula B 1973 - OldRacingCars.com
  57. 1980 March Super Vee - Motorsports Market
  58. Born in the USA—Formula Super Vee - Sports Car Digest
  59. 1979 March Super Vee - Vee for Victory - Supercars.net
  60. John Zeitler Obituary (2005) - Cherryville, NC - Charlotte Observer
  61. SVRA Announces 2025 Schedule
  62. The 2025 Waterford Hills Vintage Race Weekend - MotorsportReg
  63. Race Groups - SVRA
  64. Road Racing Cars, Formula for sale on RacingJunk
  65. Ex–Michael Andretti Ralt RT5 Formula Super Vee - Bring a Trailer
User Avatar
No comments yet.