Posts Tagged ‘Cooper T43 Climax’

(Theo Page)

The Cooper Mark 1 (later referred to as T41) was the Surbiton marques prototype or first mid-engined F2 car…

Note that there were also Mk1, 2, 3 etc air-cooled Coopers, the T41 was typically fitted with a Coventry Climax 1.5 litre FWB SOHC, two-valve engine.

This article was spawned by Theo Page’s Type 41 cutaway above. I thought ‘that would be nice to add to an existing article on the Paul England/Austin Miller car’ and then I came upon T45, multiple T51 drawings as well as the ‘Lowline’ T53 so the idea of a piece on the early water-cooled mid engined Coopers popped into my head.

I knew the John Ross and Dave Friedman archives had some great workshop/circuit photographs of the cars engineering detail but that was going to create too much visual clutter so the article is in two parts.

The first bit is the overall story- Who, What, Where and When if you like, the second is more around the design and engineering of the cars with photographs providing great visual support. An ‘eyeful is better than an earful’ and all that.

In terms of photographs I’ve already written a lot of Cooper articles, often ‘quickies’ with all of the best Australian photographs I could find contained therein- rather than re-use these, key ‘Cooper Climax’ and ‘Cooper Maserati’ into the search spot on the upper left primo home page and you can check them out at your leisure, I have sought photos hopefully many of you have never seen before- other than a few Kiwis anyway!

Off we go.

Wally Baker Cooper Mk8 Norton, South Canterbury Hillclimb circa 1960. ‘Clellands Zig Zag’, near Cave, on the east of NZ’s South Island. The road is tarmac these days (CAN)

 

1949 Cooper Mk3 JAP (Getty)

If John and Charles Cooper’s first mid-engined Coopers of 1948 set the company on a path to change the face of motor racing, the T41 hastened the onslaught on the long established (Auto Union pre-war duly noted) front engine motor racing paradigm.

Lets not forget the performance of the Cooper Bristols Mk1 and Mk II or T20 and T23 which were born as F2 machines and became Grand Prix cars with the adoption of F2 to determine the drivers and manufacturers championships in 1952 and 1953.

Those cars ‘launched the careers’ of a swag of top line pilots not least two World Champions in Mike Hawthorn and Jack Brabham.

The performance of the T39 ‘Bobtail’ and T40 Bristol which Jack ‘knocked together from the Cooper parts bin’, and in which he made his F1 Championship debut at Aintree in 1955- and aboard which he won the Australian Grand Prix at Port Wakefield later that year, emboldened human dynamo John Cooper to build a mid-engined car for the new 1.5 litre F2 which took effect from 1 January 1957.

Jack Brabham in his famous ‘REDeX Special’ Cooper T23 Bristol in the backyard of his parents house in Hurstville, Sydney circa 1953 (HRCCT)

 

Cooper Mk1 or T20 Bristol (Vic Berris)

 

Reg Hunt’s Len Lukey driven Cooper T23 Bristol during the 1956 AGP weekend at Albert Park. Doncha think blokes look at racing cars in the same way they check out chicks- with absolute focus, totally oblivious of anything else going on in the immediate environs? Ninth in the race won by the Moss works Maserati 250F (G Smedley)

 

Colvin Algie, Normac/AC Special about to be lapped by Brian Pescott, Cooper T23 Bristol and Angus Hyslop, Jag D during the 1959 Ahuriri Road Races- Port Ahuriri, Napier, NZ North Island. JW Lawton Cooper 2 litre won from DC Hulme Cooper T45 FPF 2 litre and Pescott (CAN)

 

Brabham in his 1955 British GP debut/AGP Port Wakefield winning Cooper T40 Bristol, here at Mount Druitt, Sydney, probably also 1955 (Uni Newcastle)

In the UK six F2 races were held between the 14 July Silverstone British GP support race won by Roy Salvadori’s works T41 Climax FWB and the 14 October BRSCC Brands Hatch race won by the RRC Walker Racing T41 similarly engined car. The new T41’s won five of the six races, Salvadori four and Brooks one. Colin Chapman won at Brands on 9 September in a Lotus 11 FWB sportscar, an occasion where the T41’s were absent.

Finally the Brits had, in Coventry Climax, a manufacturer of modern, competitive engines which were available to all who could stump up the readies. During 1957 the SOHC, two-valve FWB was supplemented by the twin-cam, two valve FPF putting in place the family of engines which carted away two F1 titles in 1959/60.

Similarly, Cooper built cars for all.

There is other ‘confluential’ stuff which contributed to Cooper’s rise and rise too;

Jack Brabham arrived at Cooper in 1954 with his unique blend of driving, testing, mechanical and engineering skills. The energy of Jack and John Cooper must have been a truly awesome thing to watch- I’m not so sure I would have wanted to work for them but to view it all from the sidelines would have been quite something.

RRC Walker racing ‘attached themselves’ to the lads from Surbiton, specifically the contributions of Walker RRC, Moss S, and Francis A were mega, as we will see.

Not to forget the son and father combination of John Cooper, a racer to the core, and Charles Cooper who kept the business alive and well. As anyone who has run a small business well knows keeping an enterprise afloat is not easy especially in the fickle ‘only as good as yer last race’ world of motor racing. Cooper Cars was highly profitable throughout with John selling at ‘the right time’ a decade hence not too long after Charles died.

Where were we?- back to the Mark 1, or make that, for me, T41!

John Cooper and Owen Maddock produced a car which was strongly based on the T39 albeit the machine was ‘slipper bodied’ rather than having the all-enveloping body of the other car. Similarly it had independent suspension front and rear using top transverse leaf springs and wishbones at the bottom.

Jack, T41 Climax at Caversham during the 1957 F Libre AGP. Modern as tomorrow Cooper a contrast with the partial nose of the Fred Coxon Amilcar Holden Spl behind (K Devine)

 

Brabham, T41 FWB on his way to third in the 1957 AGP behind the Ferrari 500 3 litre of Lex Davison/Bill Patterson and Stan Jones Maserati 250F (D Van Dal)

 

Lady Wigram Trophy 1957. They are off, F Libre- Brabham in T41 FWB against the ‘Big Red Cars’- Reg Parnell and Peter Whitehead Ferrari 555/860 and Ron Roycroft in the light coloured Ferrari 375. D Type is Bob Gibbons, Syd Jensen, Cooper T41 Climax and Horace Gould, Maser 250F #2 on row 2. Look at the size of the Brabham and Jensen Coopers in relation to the Ferrari’s (CAN)

 

Austin Miller, Cooper T41 Climax leads Bill Patterson, Cooper T39 Bobtail Climax off Long Bridge, Longford during the 1958 Gold Star round won by Ted Gray’s big, booming Tornado 2 Chev. Both of these fellas progressed to T51’s, Patto won the 1961 Gold Star in one of his. He owned more Coopers in Australia than anyone?- perhaps Stillwell and Jones count was similar. Paul England raced Austin’s T41 in the 1957 German GP- DNF distributor after 4 laps

The production 1957 Mark II (T43) was settled upon that winter and put into build at Hollyfield Road.

It had a longer wheelbase that the Mk1 and bulkier bodywork to accommodate two pannier fuel tanks rather than the scuttle tank of the Mark 1- the suspension was the same as the earlier car, the drooped nose was a means of distinguishing between Coopers very latest offering and its predecessor.

Brabham debuted the Coventry Climax FPF engine- it took its bow at the 1956 London Motor Show, in the first race of the year, the Lavant Cup at Goodwood on 22 April finishing second to Tony Brooks Walker T41 FWB. Initially the 1475cc engine developed 141bhp @ 7300rpm and most importantly a swag of torque from 4000rpm- it’s peak was 108.5 lb-ft @ 6500rpm. The pint sized package weighed only 225 pounds.

It was a year of F2 dominance for the marque- in sixteen national and international races  Brabham won five, Tony Marsh, George Wicken and Roy Salvadori two apiece and Tony Brooks and Ronnie Moore one. Tom Dickson won at Snetterton in May aboard a Lotus 11 FWA when no T41/43 was present, Maurice Trintignant was victorious at Reims in a Ferrari 156 and Edgar Barth in a Porsche 550RS at the Nürburgring but otherwise it was all Cooper.

Pescara GP 1957. Jack in front and Roy Salvadori behind, Cooper T43 FPF 2 litre- 7th and DNF from Q16 and 15. Moss won aboard a Vanwall VW (57)

 

Dunedin International Road Race 1958. McLaren, T43 Climax #47, Syd Jensen, Cooper MkX Norton with #51 Geoff Mardon, VA Vanguard and Merv Neil in another T43 alongside. You can just see the Frank Cantwell Tojeiro Jag at left rear. Ross Jensen Maser 250F won from McLaren and Syd Jensen (CAN)

Meanwhile in Europe privateers were racing the cars in non-championship Grands Prix. George Wicken took his T43 FPF to Siracusa in early April DNF, Brabham was fourth in the Glover Trophy at Goodwood behind two F1 Connaught B Types and a BRM P25. Salvadori was second at the GP de Caen in July behind Behra’s BRM P25 but ahead of four Maserati 250F’s, a car Roy knew rather well.

In the BRDC International Trophy Innes Ireland’s T43 was sixth in his heat and Brabham second in his. Fourteen Cooper T41/43’s contested this race, the best placed was Salvadori in eighth behind BRM P25’s and Maserati 250F.

With a 2 litre FPF available Cooper ran a limited World Championship campaign that year, the best results were Salvadori’s fifth at Aintree and Brabham’s sixth at Monaco. Doug Nye explained how the 2 litre variant came about.

Early in 1957 Roy Salvadori tested Rob Walker’s F2 T41 and F1 Connaught Type B on the same day at Goodwood. He quickly realised the potential pace of a water cooled mid-engined Cooper and floated the idea of increasing the capacity of the FPF enough to tackle GP racing.

Soon, with Walkers financial backing- Rob ordered a chassis and 2 litre engine, the project was underway. Climax’ changes involved increasing the bore and stroke which required new pistons, liners and crank- the result, with only two days fettling was an astonishing 176bhp @ 6500rpm. Brabham used the engine at Monaco and ran as high as third before pushing the car over the line in sixth after fuel pump failure.

At the end of Jack’s European season he came home for the summer commencing his race campaign with the Australian Grand Prix at Caversham, an ex-airbase circuit out of Perth.

His T41 qualfied and finished third behind the Formula Libre 3 litre Ferrari 500 of Lex Davison/Bill Patterson and Stan Jones’ Maserati 250F.

The 1958 Mark III (T45) added significant refinement in that the front suspension was changed to use coil springs and both upper and lower wishbones. At the rear the transverse leaf remained with upper lateral links were added which released the spring to do just that, relieved of its additional wheel locational function.

Coventry Climax chief Leonard Lee had endorsed a further increase in the capacity of the FPF to 2.2 litres, the maximum the original block could accommodate. Production of these engines was geared around resourcing two car Cooper and Rob Walker Cooper entries.

The F2 Index lists twenty F2 races in 1958 with Cooper T43/45 victory honours shared widely. Brabham and Bruce McLaren- Jack brought Bruce to Europe that year after Bruce had much Cooper success at home, had three wins each, Moss and Ian Burgess two with one each to Stuart Lewis-Evans, Kiwi, Syd Jensen, Maurice Trintignant, Henry Taylor, Tim Parnell and Jim Russell.

The big news of course was Stirling Moss’ win aboard Rob Walker’s T45 in the Argentinian Grand Prix. The car was fitted that day with one of the 1960cc FPF’s. Continental tyres contributed too, he ran on them from start to finish in place of his usual Dunlops. Vanwall, to whom Moss was contracted in F1 that year chose not to travel to Argentina given its cost, distance and because Tony Vandervell’s engines were not quite running well enough on Avgas just yet- there were new fuel regs from 1 January.

So Walker and Moss decided to have a crack at the race- and won! Use of Continentals was Rob Walker firing a shot across Dunlop’s bows ‘because they weren’t being very helpful on tyres at the time’ Doug Nye quoted Walker as saying in ‘The History of The Grand Prix Car’. The Conti’s were were worn through to the canvas at the end of the race- Ferrari fell for the ruse of a prospective tyre change when Alf Francis and another mechanic paraded with wheels and jacks in the pitlane for a stop which was never planned to happen.

In non-championship GP’s Moss won the Aintree BARC 200 in April and the GP de Caen, on both occasions aboard a Cooper T45.

In Australia we were all excited by Cooper pace watching Moss and Brabham face-off in the Melbourne Grand Prix at Albert Park, the last race at the Park until the modern era, won in searing heat by the Walker/Moss T45.

Roy Salvadori leads the marauding pack into the first turn at Monaco in 1958. He is followed by #6 Jean Behra, BRM P25, Tony Brooks Vanwall with #28 Stirling Moss, Vanwall. Brabham is to the right out of shot. Maurice Trintignant won in Walkers Cooper T45 with a bit of luck in a race full of DNF’s and clever strategy. Brabham Q3 and 4th, Roy Q4 and DNF gearbox (Getty)

 

Equipe Lukey during the 1959 AGP weekend at Longford, Cooper T45 2 litre FPF Climax. With a 2.5 FPF Len Lukey would have won in his ex-Brabham machine, but Stan Jones prevailed in a close tussle in his Maser 250F by 2 seconds (Walkem)

 

Bruce’ works T45 in the Ardmore NZ GP paddock 1960- Jim Palmer’s Lotus 15 Climax and Pat Hoare, Ferrari 256 behind. Brabham’s works T51 first- then Bruce and Stillwell and Stan Jones in T51’s (CAN)

At championship level Cooper enjoyed considerable success in addition to the Walker/Moss Argentine win.

Salvadori was second at the Nürburgring, third in Britain and fourth at Zandvoort whereas Jack was fourth at Monaco.

The 2.2 litre FPF made its debut at Monaco in the Salvadori/Brabham works cars. There, Maurice Trintignant ran a Walker T45 with an interim 2015cc engine and centre lock detachable Borrani wire wheels and in a crazy race of attrition, he won- two races on the trot for the RRC Walker Racing new-fangled Coopers!

In the more open faster races of the season the Coopers were simply giving away too much capacity but that would be remedied in 1959.

T51 Climax (T Matthews)

The 1959 Mark IV (T51) was identical in terms of chassis and suspension to the Mark III- the technical details of which are dealt with in the second part of this article.

It was one of the great customer racing cars of all time in that so many were sold (28 orders according to period factory records but the actual number of chassis built was far greater than this) and so many used it to win for two or three years hence in all corners of the globe.

Interesting insights by Cooper historian Doug Nye are voluminous and fascinating not least the fact that Coopers weren’t all factory constructed by Cooper staff. Some were, but others were built up by customer team mechanics at Cooper or using a ‘kit of parts’ provided by Cooper and built up elsewhere. The ‘kits’ could be complete or otherwise which is reflected in the many different details between cars which are nominally of the same model type.

The British Racing Partnership/Yeoman Credit take on a Cooper T51 Climax at Monaco in 1960- Tony Brooks Q3 and 4th-Moss won in a Walker Lotus 18. Compare the bodywork and detail of this car with the ‘factory standard’ car of Noel Hall below (D Friedman)

 

Noel Hall’s Cooper T51 Climax at Lowood, Qld in 1959. Probably during one of the two Lowood Gold Star rounds (unattributed)

Whilst, as noted above, the T51 chassis and related componentry inclusive of the gearbox was carried over from the T45, the critical aspect of the package essential for ultimate success was redesign of the FPF to the maximum allowable F1 capacity limit of 2.5 litres unsupercharged.

The 2.2’s of 1958 were fragile at the margin, the block and crankcase had been weakened in the process of taking the engine from its original 1.5 litres to a smidge over 2.2. The crank counter-weights could not be enlarged and as a consequence the motor vibrated and ran roughly- its life was usually short if over-revved.

Walter Hassan’s redesign started as late as 1 December 1958.

A new block was made by Birmal in light alloy integrating both the block and crankcase and extended from 3 1/2 inches below the crankshaft to 8 5/32 inches above it, Nye wrote. The bore/stroke was 94mm x 89.9mm for a capacity of 2495cc. Cast iron wet liners were used and a five main bearing crank. Beneath the crank was a jackshaft which carried three oil pumps- one pressure and two scavenge. The engine was ‘cross-bolted’- eight studs each side of the block screwed into the main caps.

The two valve, DOHC engine, as before, had its cams driven by a train of gears. The Mk1 2.5 litre heads had 1 1/2 inch bore ports feeding 1.937 inch inlet valves and 1.687 exhausts. Nye notes the engine was ‘under-valved’ initially in case of structural deficiency elsewhere. Fitted with twin-Weber 58 DCO carbs the engine revved happily to 7000rpm developing circa 240bhp @ 6750rpm and ‘pulled like a train from as little as 4000rpm’. Remember that the 2207cc unit produced 194bhp.

Brabham would have well and truly noticed the weight gain mind you- the 1.5 FPF weighed 225lb, the new 2.5 290lb.

Doncha hate thoughtless crops! Headless Repco technician, probably Michael Gasking, with an FPF bottom end in the Repco Engine Lab, Richmond circa 1963 which means its probably one of Jack’s 2.7 ‘Indy’ spec engines used in the NZ/Oz pre-Tasman F Libre days. Note the beefy steel Laystall crank, deep block as per text and row of holes ‘at the top’ for the cross-bolt studs. It’s a story in itself but Repco were licensed or approved by Climax to look after the FPF’s which extended to manufacture of rings, bearings and pistons with CC providing block and head castings which were machined by Repco. Brabham was the first ‘customer’ (M Gasking)

Cooper’s factory drivers changed in 1959 as Roy Salvadori, for years a contracted Aston Martin driver, committed himself to David Brown’s old-school front-engined cars in F1 as well as their sportscar program.

It was a remarkably loyal call by Roy but one not readily understood given his back to back test of Rob Walker’s old and new cars only twelve months or so ago. Roy was very much the quicker of he and Jack in 1958 and really was in the box seat with all of the knowledge about what was coming down the Cooper pike…A Le Mans win together with Carroll Shelby that summer was some compensation for the Aston Martin DBR4 which was ‘too little too late’ without getting lost in that tangent.

John Cooper therefore recruited Masten Gregory and promoted Bruce to the F1 squad with Jack’s unique contribution in and out of the car ongoing.

Vanwall withdrew from Grand Prix racing, and soon altogether, so Stirling Moss raced Rob Walker’s Coopers. The primary difference in specification between the works cars and Walker’s were that John Cooper didn’t provide his you-beaut modified ERSA gearboxes. Walker was left to his one devices, contracting Valerio Colotti to build transmissions, which it transpired failed repeatedly.

In some ways it could be said 1959-1960 were the years of the gearboxes. Moss would have won in 1959 had the Colotti’s held together in the Walker 51 and a Lotus 18, ‘the car of 1960’ would perhaps have won in 1960 were it not for the unreliability of Colin Chapman’s sequential ‘Queerboxes’.

Having said that Cooper created their own luck by building modified versions of the Citroen-ERSA boxes in 1959 and the Owen Maddock designed, Jack Knight built ‘Cooper-Knight CS5’ transaxle in 1960.

Ifs, buts and maybes mean nothing in motor racing- but they are interesting all the same!

Chassis #F2-16-59 , Noel Hall’s T51 was a new car ex-factory, fitted with a 2.2 litre FPF, here outside his garage business- where was that? (J Ellacott)

Jack Brabham won the 1959 title with 31 points from Tony Brooks, Ferrari Dino 246 and Vanwall on 27, Moss 25 1/2 and Phil Hill, Ferrari Dino 246 on 20 points.

The season was open in that Brabham, Brooks and Moss won two races apiece- Monaco and Aintree for Jack, Nürburgring and Reims for Tony and Monsanto and Monza fell to Stirling.

Moss lost the Monaco and Zandvoort leads- and was out early at Monza due to Colotti failure. But the works-boxes were marginal too and Jack nursed them, there is little doubt he had greater mechanical sympathy than Moss- and most other drivers for that matter. One does often make ones own luck in all forms of human endeavour.

2.2 Coventry Climax engine detail and ‘curvaceous’ Maddock frame (J Ellacott)

Both Jo Bonnier and Bruce McLaren took their first Championship Grand Prix wins that year- at Zandvoort (also his last) and Sebring aboard BRM P25 and Cooper T51 respectively.

Five non-championship events were held in 1959 and there, too the Coopers were dominant- T51’s took the Glover Trophy at Goodwood- Moss from Brabham powered by their brand new Coventry Climax 2.5 litre FPF’s, the International Gold Cup at Oulton Park went to the Moss/Walker Cooper and Jack bagged the BRDC International Trophy at Silverstone.

Front-engined non-champ victories went to Jean Behra’s Ferrari Dino 246 at Aintree- the BARC 200 and to Ron Flockhart’s BRM P25 at Snetterton in October- the Silver City Trophy.

This is one of my favourite Cooper shots- Harry Schell in a delicate, high speed Yeoman Credit T51 Madgwick drift at Goodwood during the April 1960 Glover Trophy. DNF engine after 20 laps. Ireland’s Lotus 18 won from the T51’s of Moss and Chris Bristow (Getty)

 

Jack with T51 in the Longford paddock 1960. Is that Alec Mildren in the striped shirt? Jack won in ‘F2-4-59’?) from Mildren’s T51 Maserati and Bib Stillwell, T51 Climax. Lovely atmo shot! Big, hungry DCO mouths (R Lambert)

Cooper were more dominant in Formula 2 where Coopers T43, T45 and T51 ‘cleaned up’.

The most successful combination of the year was Moss at the wheel of Rob Walker’s Borgward engined T43 and T45 with four wins. Tim Parnell and Chris Bristow took three apiece, Brabham two and one each for a lengthy rollcall- Jim Russell, Henry Taylor, Jack Lewis, Maurice Trintignant, Roy Salvadori, Harry Schell, Stan Hart, Trevor Taylor, Ron Carter and Tony Marsh. Amazing really, Cooper built and sold a lotta motor cars!

Moss’ Walker T51 Climax in the Ardmore paddock, NZ GP 1960. Moss DNF clutch after 27 laps- Brabham T51 won from McLaren T45 and Stillwell T51, Bib’s 2.2 the other two fellas 2.5’s (LibNZ)

At the European seasons end Moss, Brabham and McLaren headed south to the Antipodes for what would become an annual trip to race hard in the sun and play hard in the sun…

The NZ GP at Ardmore was won by Jack’s T51 as was the Longford Trophy in early March.

The Surbiton boys received a rude awakening when they fronted up in Argentina on 7 February with their T51’s to be comprehensively blown off by Innes Ireland’s new Lotus 18 Climax- Chapman’s first crack at a mid-engine design was a rather successful one in FJ, F2 and F1…

Bruce won the race after the Lotus failed but Jack DNF’d with heat-treating failure in his ERSA gearbox.

Suitably chastened the Cooper crew famously began the design of what became the Cooper T53 ‘Lowline’ on the long haul flights back to the UK. Doug Nye records that they landed in Heathrow on 17 March with the 14 May Silverstone International Trophy the deadline for completion of new cars.

Mike Barney preparing Jack and Bruce #18 T53 Climax in the Reims paddock in 1960- first and third, Jack won from pole. Technical details as per second part of the article but note the ‘bungy’ retained huge ally fuel tanks and relative height of T53 compared with T45/51

A head start was provided by Owen Maddock’s Cooper-Knight CS5 gearbox- it was just entering limited volume production in Knight’s workshops. McLaren’s College drawing skills were deployed to assist Maddock with Jack providing thought leadership and sketching whilst John chased suppliers for parts.

In essence the T53 was longer, sleeker, lower and lighter with a new, reliable gearbox able to take the loads of the more powerful FPF 2.5- itself mounted a smidge lower in the stronger in torsional stiffness by 25% (over the T51) Lowline frame- in the final year of the long-lived, very successful and interesting 2.5 litre F1.

The second half of the article covers the T53 technical advances in plenty of detail.

Cooper T53 ‘Lowline’ (Brian Hatton)

Innes Ireland won the Glover Trophy at Goodwood in April and the International Trophy at Silverstone in May- Jack’s T53 was second.

Moss could see the Lotus writing on the wall so Rob Walker acquired an 18 prior to Monaco- Stirling promptly won the race albeit Jack led until lap 41 when he spun on  a wet patch and clobbered the Ste Devote wall- the damaged frame was repaired in time for Zandvoort where he won- the Lowline’s first win was on the board.

At Spa the cars were jets- Jack was 2.5 seconds quicker than the nearest pursuer in practice. He won easily with Bruce second after others fell by the wayside- Nye notes Bruce’ car topped 180mph.

By Reims the T53’s were fitted with larger capacity oil pumps to prolong crown-wheel and pinion life. Jack started from pole and won again after a great long duel with Phil Hill’s potent Ferrari Dino 246.

Jack won again in Britain after Graham Hill’s BRM brakes faltered and he spun 6 laps from home, Bruce was fourth, adrift of the two Lotus 18’s of Surtees and Ireland.

This photo and the one below are to illustrate the size and shape differences between the 1959 T51- here Lance Reventlow’s works car and the 1960 T53- Bruce’ #2 car at Silverstone during the British GP weekend- up the road is one of the BRM P48’s. Brabham’s T53 won from the Surtees and Ireland Lotus 18’s. Bruce was 4th and Lance’s car was raced by (his Scarab fellow driver) Chuck Daigh- DNF overheating from Q19 after 56 laps

 

The shot from the rear is during the 1960 French GP at Reims- Olivier Gendebien T51, 2nd at left with Bruce’ T53 at right, 3rd. Jack won. Great effort by Gendebien in the BRP Cooper

Fortune again favoured the team at Oporto with another one-two whilst in non-championship events Ireland continued to win- the cars had the speed to win shorter events but not the reliability to win Grands Prix. He won the Lombank Trophy at Snetterton in September and Moss the Oulton Park Gold Cup in Walker’s Lotus later the same month.

The Italian organisers engineered a Ferrari win at Monza by running their race on the banked circuit and Moss- well and truly back after his terrible Spa crash on that deathly weekend early in the season, the victor in the US GP at Riverside in the Walker 18.

In Formula 2 Cooper did not have it all their own way in 1960 as they had the year before- of 26 races Cooper won twelve, the Lotus 18 six, Porsche 718 five and Ferrari 156 three- the latter car ‘a dry run’ for their 1961 World Championship winning cars. Of the Cooper brigade Brabham and Jack Lewis won three races, Mike McKee two and George Lawton, Roy Salvadori, Maurice Trintignant, and Klaas Twisk one apiece.

Bruce works T53 FPF 2.5 Lowline at a very soggy Wigram 1961. Bruce was fourth behind Brabham, Moss and Angus Hyslop- Cooper T53, Lotus 18 and Cooper T45, all Climax FPF powered (CAN)

 

Technical…

T43..

 

In a Motorsport Gordon Murray appreciation piece about the Cooper T51/53 he wrote that when he went to Brabham (in 1972/3) he inherited Pete Beddings and his Dad who made all of the early Cooper shells ‘…but I don’t know who styled them. Whoever it was obviously had an eye, because they were very pretty and quite effective aerodynamically. I suspect it was John saying “its a bit like this”.’

‘I still love to see a little Cooper at Goodwood: they still stir the blood just the same as a Ferrari or a Lotus. They were also well made for the period- if you look at, say, a Ferrari of the time, the frame technology is pretty basic: the rear engined Coopers were at least multi-tubular. Not pure spaceframes like Chapman moved on to later (I think he was well and truly there already Gordon!), but they were clever-simple for reliability.’

The T43 chassis was made of the usual Cooper 1 1/2 inch steel tube. The Mark 1 tall frame hoop encircled the seat back bulkhead and was unbraced whereas here (below) it was unbraced but the top chassis longerons each side of the engine bay were braced against the lower longerons by a three piece ‘Y member’.

What about those Cooper chassis’ which have always offended the purists- a true multi-tubulars spaceframe chassis should use straight tubes only, each stressed in either compression or tension.

Famously, after laying out several straight tube designs for the Mark 8, and in John’s absence having them rejected by Charles Cooper, Owen Maddocks decided to take the piss and presented an option in which every tube was bent- to his surprise it was embraced by Charles, a good intuitive Engineer.

Doug Nye recounts Owens account of the discussion about the approach when John Cooper returned.

’Curving the top frame rails down to meet the bottom ones reduced wracking through the frame. You could run curved tubes where they wouldn’t interfere with fuel tanks and suchlike. One of our very good welders always told me he preferred simple joints- with just one tube jointed into another- to multiple joints with with three or four tubes involved. We didn’t like weld overlapping weld and so tried to arrange things to avoid that. With curved tubes we could follow the body lines more closely, so we didn’t need the old strip -steel frame to support the body panels. What had started as a joke began to look quite logical, and very practical…’

The F2 Coventry Climax 1475cc gave circa 141bhp @ 7000rpm in its first evolution and drove through a Citroen-ERSA transaxle, which coped pretty well with the demands put upon it at that stage. Note the change linkages and beautiful rear suspension detail- traditional transverse leaf and wishbones Cooper design.

Coopers curvy frame shown to good effect.

In 1956/7 wire-wheels were still very much the norm in motor racing, Coopers progressive inclination was reflected on the magnesium alloys specified on their cars pretty much from the start. Objects of beauty, lower unsprung weight and strength were amongst the favourable properties.

Crystal clear John Ross shot- not quite close enough to checkout the chassis number however! I wonder who was the steering wheel provider of choice.

Note the gear lever and linkages to the left- the weak link of the higher powered T45 and T51’s covered in this article were the gearboxes, a solution was finally arrived at for all in the form of Mike Hewland’s concern in the early sixties when a racing gearbox finally ‘became a spacer between the engine and rear of the chassis.’

Smiths instruments of course- I wonder if one of those to the lower left is for gearbox oil temperature?

The engine progression in 1957 goes something like this.

F2 Coventry Climax FPF 1500cc 141 bhp was the ‘standard engine’ for F2 T43’s.

In F1 Jack Brabham raced at Monaco with a 1960cc FPF for the first time and later in the season, as outlined earlier in the article, 2.2 litre engines were approved by Leonard Lee late in the year and made available to the works and Rob Walker teams in 1958- and others later.

The T41’s side panels wrapped tightly around the chassis hoops whereas the T43’s were bulged to clear the fuel tanks either side of the driver- sufficient tankage was incorporated for a race of 200 miles duration. The bulged body panels were carried clear of the frame on light-guage outriggers.

See the bungees retaining the fuel tanks above. Brakes in standard form as here, were Lockheed 10 inch x 1 3/4 inch drums but Girling discs were an option and commonly specified. Shock absorbers were Armstong and uprights, I think, fabricated in-house.

Very slippery.

Lean, lithe, light and uber-responsive given the low polar moment of inertia.

Not for the faint of heart and not everybody familiar with a front-engined racer could successfully make the switch- mind you, by 1956 a generation of racers had cut their teeth on air-cooled, mid-engined Coopers so they were rather used to the handling properties of the little beetle-backed machines.

 

T45…

 

This group of photographs are all of an F2 T45 FPF 1.5 but the technical elements of the F2 and F1 T45’s are the same with the exception of engine capacity of course.

The Mk3/T45 F2 and F1 and 1959 Championship winning Mk4/T51 F2 and F1 cars are virtually identical so lets take a deepish dive into the T45 and the changes over the previous T43.

This chassis is fitted with an F2 1475cc FPF- T45’s were also fitted with 1960cc, 2015cc and 2207cc FPF’s in 1958.

The bore/stroke at the latter capacity was 3.5 inches- this ‘square’ configuration was only made possible by slipping a ‘sandwich plate’ between the block and the head to get the required stroke height. On Avgas this motor produced 194bhp @ 6250rpm.

The shot above provides just a glimpse of the rear transverse leaf spring aft of the chassis cross tube.

Its lateral location was now provided by a short link pivoted on the left side frame trunnion and bolted to a centre clamp (you can just see the inner end) retaining the leaves in the middle of the spring.

Front to rear weight balance of most Coopers was about 44-56%- quite similar to the best front engined cars with a rear mounted fuel tank.

The T45 chassis was  1/2 inches lower than the T43- at the front it now incorporated upper and lower wishbones and coil spring/Armstong shocks rather than the transverse leaf used by Coopers from the start.

Ain’t she sweet.

Note the Alford and Alder forged front uprights, these wonderful bits of kit, then fitted to the Standard 8 and Triumph TR3 Road cars, were installed in F1 Brabhams up to and including the 1966 World Championship winning BT19 Repco- and Formula Fords well into the late seventies and beyond. One of motor racings most ubiquitous components, surely?

The front wishbones were of the welded tubular type and included a Chorlton ball joint at their outer end. The uprights lower threaded trunnion was coated with cadminium plating setting the finished product off nicely. Roll bars were housed within the bottom frame cross-member.

The photograph below shows (apart from the very obvious) the top leaf outer end, Armstrong shock and inboard mount for the lower wishbone. The wishbones were more widely based at both the top and bottom than on the Mk2/T43. The outboard mount for the Armstrongs was stiffened- it was on a crossbrace welded between the wishbone legs. Note the fuel filter, starter motor and height of the gearbox.

On the earlier cars the height of the engine in the frame was determined by the Citroen based gearbox as its input shaft from clutch to gearbox passed high above the inner driveshafts.

In the early Mk2’s the engine was canted 18 degrees to the right and inclined downwards at the front by 5 degrees to lower the centre of gravity.

Jack Brabham’s ongoing contribution to design elements of Coopers in addition to set up and on circuit tuning is well established and recognised. Brabham maintained ongoing correspondence with Ron Tauranac back in Sydney. It was Ron’s suggestion to use ‘drop gears’- spur gears inside the gearbox bell-housing which allowed the engine/gearbox to be lowered a full 2 1/2 inches within the chassis frame.

Cooper worked with ERSA in Paris, the gearbox manufacturer and Jack Knight’s specialist shop in Balham, to effect those changes. A bonus was incorporation of a quick-change final drive ratio feature.

Jack famously visited ERSA in early 1958 and had six gearboxes cast with extra strengthening ribs. He laid out all the patterns on the bench and added Plasticene here and scraping a core there- the trick cases were just man enough to handle the power of the 2.2 engines in 1958 and 2.5’s in 1959. ZF slippery diffs were added too- a side trip for Jack whilst in Germany, back at Surbiton ‘…John covered his tracks so Charlie would not hear of the extra expense’ Nye wrote.

‘All Cooper chassis pickups…had been provided by drilled triangular welded-on brackets known as “Bradnack Lugs”, and on the Mark 3 frame those anchoring the inboard pivots of the lower wishbones were aligned above the bottom frame rails instead of below them. Both top and bottom frame longerons were more widely spaced than on the preceding Mark 2’s with less pronounced tube curvature’ Doug Nye wrote.

 

Whilst noting Cooper’s mid-engine approach itself was at the time revolutionary, the evolution of the cars from T43 to T45/51 was more evolutionary in nature addressing design/performance weaknesses or strengthening componentry based on hard won experience.

Charlie, John and Jack were all racers…and supreme pragmatists.

They were not after the great leap forward- they had that conceptually, beyond that they sought performance advantage and reliability whilst Charles, with a ready eye on the family fortunes, ensured the whole kit and caboodle could be sold at a profit and repaired and maintained cost-effectively back at Hollyfield Road or by a customer in the paddock at Gnoo Blas.

Doug Nye is at pains to point out in HAGP that the specification of these cars is not fixed or hard and fast given so many of them, as we covered earlier, were built in the factory by the teams running them or using kits of parts supplied. The ultimate detail and personal tweaks applied means that individual chassis differed from one another almost as a matter of course.

Take your pick of artists in terms of T51 cutaway drawings!

The one earlier in the article is Tony Matthews, above is James Allingtons’ and the one below is Brian Hatton’s so every angle and detail must be well and truly covered!

 

T53 ‘Lowline’..

 

(D Friedman)

As mentioned earlier the threat of the Lotus 18 meant that a ‘clean sheet’ approach was needed- a Cooper-esque clean sheet in any event! Every part of the T51 was quickly scrutinised through lenses of lightness, simplicity, strength and efficiency.

Fundamental design tenets were laying the driver down to aid aerodynamic efficiency, a coil sprung rear end (Charles Cooper fought a pitched battle on this score Nye records by insisting that a transverse leaf rear also be designed should the coils fail), greater torsional stiffness and an improvement in performance around the T51 ‘weak tracks’ which included fast places like Reims and the Avus.

(D Friedman)

The chassis was still essentially a four-tuber of 1 1/2 inch 18 gauge thick top rails and 19 gauge bottoms. Diagonals braced the frame bays ahead of the cockpit but that area was un-braced ‘other than small tube ties welded across the joint apices’.

The long rear bays were unbraced on both sides, when the engine and gearbox were fitted- the latter ‘CS5’ had five mount points frame stiffness was of course enhanced. There were two diagonals in each side with a common apex halfway along the bottom chassis rail.

The engine mounts were welded onto curved tubes to reduce the length of the mounts, both of which were welded to the middle of the main frame members, this ‘would have been heresy to an accomplished stress man like Colin Chapman’ Doug notes.

(D Friedman)

The engine was lowered another inch over the T51 by reducing centre-offset between the step-up gears in the gearbox and allowing the driveshafts to rake upwards to the hubs rather than being parallel with the ground when static.

The steering column was lengthened and moved from behind the front axle line to ahead of it- thus the pedals could go forward and the steering wheel rake made more vertical all allowing the driver to adopt a more laid-down pose aiding aero on those fast courses.

The oil tank capacity was the same but its shape was changed- it was lower and wider, still behind the radiator but pushed forward to reduce nose height.

(D Friedman)

Suspension wishbones were wider and stronger.

The ‘CS5’ transaxle was a lovely bit of kit. It was remote sumped in its gearbox section with splash-feed to the final drive and ZF diff. The unit placed its gears above the oil level so only a pressure pump was needed.

The gearbox ‘…proved essentially trouble free…Jack Knight recalled the vast amount of machining required…its cost to Cooper was around 1000 pounds a box which was virtually prohibitive. John Cooper managed to hush it up, telling his father they cost around 400 pounds each- and The Old Man was livid even then!’ Nye wrote.

No doubt Chapman would have been keen to get hold of a couple of these boxes half way through 1960, fitted thus he had a championship winning car.

Note the CS5 gearbox and pressure pump on the outside casing, oil filler neck and upper and lower rear suspension wishbone mounts (D Friedman)

The prototype Lowline was completed at around 9 am on Friday 6 May 1960 and taken to Silverstone, where after a few shakedown laps, Brabham drove faster and faster- within 10 laps he was 2 seconds under the lap record. Then Bruce jumped in and went quicker still.

Cooper were well and truly back in the game!

 

Bruno Betti’s take on the Cooper T53 ‘Lowline’

So where does this series of cars fit in the pantheon of racing cars and motor racing history?

Gordon Murray was rather eloquent about that aspect.

‘When I think back to GP milestones , its pretty obvious really, the first rear-engined F1 Cooper. Not so much from a technical point of view even though it was so simple and so effective compared to the other more complex cars of the time but because it brought with it probably the most significant change in Grand Prix cars…’

‘Who else can lay claim to such an impact. And i’m including pre-war cars like Auto Unions because they were such bad examples of rear-engined cars…The real pioneers were Charles and John Cooper, first with the 500 F3 cars and then having the bottle as a small concern to go ahead and do a GP car.’

‘Really the Cooper was more significant, more forward looking even than the Lotus 25 because it meant a fundamental change in packaging, weight distribution, frontal area, in philosophy. And it was an ultra simple car as well, easy to run easy to work on. I always tried to build my GP cars at both Brabham and McLaren to be as simple and easy to work on as possible, and therefore get reliability, and the Cooper was such a good car from that angle. And that Climax was a very under-rated engine because it was built by a very small company. So, the whole package was pretty radical. John probably hasn’t had the credit he should have overall.’

‘All kinds of things appeal to me about it: firstly it was a great little family business, two bright guys and then the giant killing aspect…I just love that aspect. And these guys did two titles back to back…’

Finally, Gordon concluded ‘As a designer i’d have loved to have been the first to say “hang on that’s a  bit cranky having the engine in the front”, with that weight distribution, that frontal area, the prop-shaft losses, compared to the extra traction, better braking- everything gets better with the engine behind. You can’t help saying “Why didn’t somebody think of this before”…

1961 February Teretonga International, NZ. L>R Tony Shelly, Cooper T45 Climax, Pat Hoare, Ferrari 256 (in essence a Dino 246 with 3 litre Testa Rossa V12) Denny Hulme Cooper T51 2.5 FPF leased off Yeoman Credit and Jo Bonnier Yeoman Credit Cooper T51 Climax- to the right is Malcolm Gill in the silver Lycoming, a very successful, iconic Kiwi aero-engine special. No less than Jim Clark was impressed with a drive of this car! Bonnier won from Roy Salvadori, Lotus 18 off the back of the grid, Hulme and Hoare (CAN)

Etcetera: Cooper Mark and Type Numbers…

Allen Brown advises that the ‘T type’ descriptor started at Cooper in 1963. It was applied both prospectively and retrospectively. Stephen Dalton ‘tangibilises’ this in that after extensive research, he can see Cooper using a ‘T number’ for the first time in an October 1962 issue of Autosport where Cooper are quoted about ‘the new Cooper Monaco, the Type 61’

Doug Nye wrote more broadly about the timing of the detailed way in which racing cars commenced to be identified (that is, for example, when a Cooper or Cooper Climax became a Cooper T51 Climax) ‘When it comes to a type numbering system- as in so many things Cooper- don’t rely on published references to same…I have seen all types of T scrawls on some drawing copies.’

‘When I publicised manufacturer type classifications in a “Motor Racing” magazine article reviewing the 1 litre F2 seasons 1964-5 that was the first detailed references that many people had seen to some model classifications which are now used as common terms. I was not the first- but I think at least amongst the first- to present such nerdy detail.’

‘Race reporters had seldom used even Brabham BT classification before then…Brian Jordan had previously produced a little booklet essentially for model makers which included type number detail. I also seem to recall Paul Watson freelance writer/entry fixer of the 1960’s having on a few prior occasions cited a type number’ Doug concluded.

Renwick 50, in the very north of New Zealand North Island, November 1961. Flagman at the bottom of his downward arc on the podium at right! Preliminary heat on the one off rectangular circuit which used the main street. Bob Eade, on pole Maserati 250F, Tony Shelly, Cooper T45 FPF 2 litre. Pat Hoare (won the main race in his Ferrari 256 V12) on row 2 then the Bob Eade 250F and the rest including Chris Amon- in front of the sportscar on the right perhaps? (CAN)

Credits…

Special thanks to the fantastic John Ross Motor Racing Archive and Dave Friedman Archive, Theo Page, Brian Hatton, University of Newcastle, The Nostalgia Forum, ‘CAN’-Classic Auto News- Allan Dick, Milan Fistonic, Geoff Smedley, David Van Dal, oldracephotos.com.au, Getty Images- Bernard Cahier and GP Library, John Ellacott, Ron Lambert, Tony Matthews, James Allington, Bruno Betti, Ken Devine Collection

Bibliography…

‘History of The Grand Prix Car’ Doug Nye, grandprix.com, oldracingcars.com, F2Index-Fastlane, Motorsport ‘Cooper T51/53’ interview with Gordon Murray in June 2000

Tailpiece…

Jack at his happiest and most creative.

‘Jack Brabham…was always working with the cars, looking at them, thinking about them…’Owen Maddock fondly observed of Jack to Doug Nye.

Its a posed shot above no doubt but it illustrates the point all the same…

Finito…

 

(B Young)

Stan Jones, Maser 250F and Bib Stillwell Cooper T43 Climax joust into Mountford Corner during the 1958 ‘Longford Trophy’ Gold Star round, 3 March…

It was the first time the great Tasmanian circuit hosted a round of the national drivers championship, the locals turned out in droves, including enthusiast/photographer Bob Young who took these remarkable, crisp oh-so-clear, evocative photographs.

Colour photos of this quality are so rare of Australian racing then. Each one in some ways deserves to be posted on its own but in the end I decided it was better to do a short article around them as a group. They are not the only shots he took on the day mind you- others have already been posted on the Historic Racing Car Club of Tassie Facebook page and filched by me! See the links at the articles end to view some of them.

I wonder whether Stan is having a shot down the outside of Bib or is Bib plunging down the tiny- but just big enough gap Jones left for his fellow Melbourne motor dealer buddy/competitor. Whatever the case, i suspect Stan The Man- and he was very much one of them at the time, gathered Bib up on the long run out of the tight right-hander, gently rising and then steeper towards the Water Tower- 2.5 litres of Maser six having a bit more grunt than a 1.7 litre Climax FWA four.

 

Otto Stone steering, Stan and John Sawyer, 250F, Longford 1958. Racer/engineer Stone’s counsel and car preparation were key factors, with perhaps Jones growing maturity as a driver, in Stan’s well deserved success. Pirelli Stelvio tyres BTW- photo is that sharp! It’s early in the weekend, the team have not applied the real race number decals to the car yet (B Young)

 

Bib sold his ex-Hunt 250F to Arnold Glass and jumped into the first of many water-cooled Coopers with the T43 (F2/9/57 according to John Blanden) whereas Stan, who changed racing cars more often than he did his Jocks- and had a long history of Cooper air-cooled and T23 experience, hung onto the 250F (chassis ‘2520’) and profited from the decision rather than jump into a Cooper just then. He did of course buy T51’s in time, with which he was very fast.

Stan won the 1958 Gold Star with two victories at Fishermans Bend and Phillip Island- book-ending his season with wins and returned to Longford twelve months hence and finally won the AGP he so richly deserved aboard the 250F from Len Lukey.

By that stage Lukey had switched from the Cooper T23 Bristol shown below to an ex-Brabham Cooper T45 Climax Jack raced in Australasia in late 1958 and over the summer races of 1959 before heading back to the UK and a World Championship aboard factory Cooper T51’s.

 

Len jumped from Ford Customline Touring Cars into this Cooper Bristol and an evolved Lukey Bristol in a relatively too brief racing career, his ‘Lukey Mufflers’ business funded his racing efforts- he was a friend to motor racing via Phillip Island and other means for the rest of his life. Another mighty shot, Len has just started his turn-in to Mountford, car looks just superb, as indeed it was-well prepared and driven (B Young)

 

Lukey’s Cooper Bristol was the ex-Tom Cole-Reg Hunt-Kevin Neal machine, chassis ‘CBR/2/9/53’ with which he did so well in 1957-8, but the reality was the car wasn’t an outright winner, hence the upgrade to the then, very much latest available, Cooper T45. With this he pursued Gold Star 1959 success in a year of speed, consistency, good preparation and perseverance- at twelve rounds it was the longest ever Gold Star championship.

Late in its ‘in period’ Australian life the front engined T23 was fitted, as all of the Australian Cooper Bristols were, with a Holden ‘grey’-six or Chev small-block V8, in the case of this car a Holden engine. The racer eventually passed to the Donington Collection in the early seventies and later still back into private hands.

 

The Man in Red- Lukey nattily dressed with his wife holding a serious camera. Long chromed exhaust said to be unique to this ex-Cole-Gibson-Hunt-Neal-Lukey et al car (B Young)

 

There is little doubt a 2.5 litre Coventry Climax FPF powered Cooper would have very comfortably won the 1959 AGP and Gold Star but them things were like hens teeth- 2.5 FPF’s were issued only to works and favoured teams in Grand Prix racing until the Climax lads could keep pace with global demand which in practical terms meant during 1960.

Ted Gray won the Longford Trophy on this clear but chilly Tasmanian weekend, to have heard the big, booming fuel-injected Chev V8 engined Tornado blasting its way around Longford would have been really something!  This car does sound just like an F5000, imagine that in 1958!

It’s showtime. Raceday. Just love this shot, atmosphere plus.

Len Lukey’s and Lou Abrahams’ boys push their steeds to the form-up area. That beautiful, clever beastie to the left is Tornado 2 Chev 283, the yellow Cooper in the background is Aussie Millers T41. Note the Repco service van- its chilly too, 3 March is still summer’ish but most of the chaps are well rugged up against Tasmanian cool.

 

(HRCCT)

 

Business end of the Tornado 2 Chev in the Longford paddock. GM Corvette ‘small block’ 283 CID V8 with lots of goodies from the US including Vertex magneto and home grown fuel injection using some Hilborn Travers components, circa 380bhp (B Young)

 

As you would have surmised from the foregoing descriptions of the cars, Australian National F1 at the time (until the end of 1963) was run to Formula Libre, hence the presence of Doug Whiteford’s ex-works Maserati 300S below.

I have bemoaned the fact that Doug bought a sportscar from the Officine Maserati team at the end of the 1956 AGP weekend at Albert Park, rather than one of the three 250F’s they had with them.

Whilst Douggie was no spring-chookin’ by then- he started racing pre-War and won his first AGP aboard his Ford V8 Spl ‘Black Bess’ back in 1950, he still would have given his contemporaries a serious run for their money in his always beautifully prepared and driven cars.

Doug sold this car in the early-sixties to Bill Leech, the racer and pillar of the Victorian Light Car Club who used the car both on the road- it was a familiar sight on Beach Road jaunts from Brighton, and at historic meetings in the early years of such racing in Australia. It was a sad day when this ‘mobile Monet’ left our shores.

 

Ooh-la-la. Sex on wheels and what a backdrop- the vivid red Maser 300S ‘3055’ contrasted against the dark shadows and green Mountford Pine- it’s still there by the way (B Young)

 

It was another batch of Bob Young’s photos which inspired an article I wrote a little while back on Norman Hamilton’s Porsche 550 Spyder, which on this weekend was driven by Melbourne Hillclimb ace Bruce Walton in the sportscar events.

 

(B Young)

The photo below is of the A Edison entered 1250cc MG TF Spl- I know nothing about the car or driver, who can fill us in?

 

(B Young)

 

Article Links…

Longford Trophy and Tornados; https://primotipo.com/2015/11/27/the-longford-trophy-1958-the-tornados-ted-gray/

Porsche 550 Speedster; https://primotipo.com/2018/06/28/hamiltons-porsche-550-spyder/

Longford in detail; https://primotipo.com/2018/07/05/longford-lap/

Stan Jones; https://primotipo.com/2014/12/26/stan-jones-australian-and-new-zealand-grand-prix-and-gold-star-winner/

Doug Whiteford; https://primotipo.com/2015/05/05/doug-whiteford-black-bess-woodside-south-australia-1949/

Etcetera…

 

(B Young)

Constabulary ensuring the Course Car- Clerk of The Course perhaps, leaves the circuit to make way for the racers.

 

(B Young)

Paddock scene may be the 1959 AGP meeting.

 

(L Lukey)

The Lukey Cooper Bristol again.

 

Credits…

Bob Young on Historic Racing Car Club of Tasmania Facebook page, ‘Historic Racing Cars in Australia’ John Blanden

 

(B Young)

 

Tailpiece: The ‘Tasmanian Tyre Service’ Handicap…

It’s a bit of a puzzling photo really- the handicap grid sort of makes sense but Doug Whiteford belongs up the back with Stan as ‘scratch- men’ rather than at front left. John Youl’s red Porsche 356 stands out, other drivers and cars folks?

By the way, they are in the original starting line area, on The Flying Mile, just a way back from Mountford Corner, clearly Bob Young stuck to this part of the track and the paddock- to the right of the racing cars.

 

Cropped version of the above photo, the focus Stanley, ‘2520’ and the lads (B Young)

John Sawyer is leaning on the tail, Otto Stone is on the right approaching, Stan readies himself in the cockpit, I wonder who the fella in the neato Maserati overalls is, and in the MG TF up the road to the right is Charles Button, still active in the Historic Racing Car Club of Tasmania today Grant Twining tells me.

 

 

 

Finito…

(T Walker)

Jack Brabham attacks the Longford Viaduct in 1964, Brabham BT7A Climax…

His differential failed on lap 21 of the ‘South Pacific Trophy’, victory went to the Scuderia Veloce Brabham BT4 Climax driven by Graham Hill from Bruce McLaren’s Cooper T70 Climax.

I’ve accumulated a heap of photos of Jack Brabham, many of which are ‘human interest’ type shots taken in the paddock or at other important events. I’ve packaged them up in chronological order with some comments around the shot or the event, I hope you enjoy the selection.

(Fairfax)

Speedcar: Parramatta Speedway, Sydney 26 February 1954…

This photo is late in Jack’s speedway career, I’m not sure which chassis he is aboard above, he travelled to the UK in 1955 remember. In 1948 and 1949 he won the Australian Speedcar Championship in his #28 JAP 880 Midget.

In ’54 he was also racing his highly developed road racing Cooper T23 Bristol, contesting amongst many other events the ’54 AGP at Southport and the NZ GP at Ardmore. It was his showing in NZ which was one of the factors which convinced him to try  his hand in Europe.

Brabham’s first road racing competition was with his dirt midget, fitted with four- wheel brakes he won the 1951 Australian Hillclimb Championship in it at Rob Roy, in Melbourne’s outer east at Christmas Hills!

Cooper T43 Climax FPF: ‘Rochester Trophy’ Brands Hatch, 5 August 1957…

Jack and Geoff Brabham in the Brands paddock prior to this F2 race, he won both heats from two other Cooper T43’s of George Wicken and Ronnie Moore.

Jack looks so young- but he is already 31 and a veteran of nine years of competition, much of it on the dirt speedways of eastern Australia. Geoffrey is five- his racing car debut was in an Elfin 620 Formula Ford in 1972 or 1973, his first full season was aboard a Bowin P6F Formula Ford in 1974. Click here for an article on Geoff;

https://primotipo.com/2015/03/31/geoff-and-jack-brabham-monza-1966/

That season Brabham also won F2 events at Brands in June, the London Trophy at Crystal Palace, the Prix de Paris at Monthlery and the International Gold Cup at Oulton Park. In Grands Prix he contested the Monaco, French, British and Pescara events driving 2 litre FPF powered T43’s, his best, sixth place at Monaco.

Bursting onto stage…

Quite literally, Jack motors into the Dorchester Hotel, London ballroom to be presented with a BRDC Gold Star in 1960. By then he had won two World Titles on the trot of course, in Cooper T51 and T53 Climax in 1959 and 1960 respectively.

Jack and Bruce, Sandown Park, 12 March 1962…

Two great buddies, Jack instrumental in Bruce going to Europe and in ploughing the same path Bruce took with his own cars, three years later.

Jack has just left Cooper’s and ran a private ex-works Cooper T55 Climax 2.7 FPF in the Australasian Internationals that summer. Bruce also ran a Cooper T53 Climax FPF 2.7, like Jack, his own equipe prepared and entered the car.

Jack won the ‘Sandown Park International’ on the Sunday with Bruce third behind John Surtees in another (Yeoman Credit) T53 FPF 2.7. It was the opening meeting of the Sandown circuit, built as it is within the confines of a horse-racing facility. Its still in use, long may it continue!

Which Cooper are they leaning on? Dunno.

There are quite a few shots and information on that meeting in this article I wrote about Chuck Daigh a while back. Click here for a peep;

https://primotipo.com/2016/01/27/chucks-t-bird/

(Getty)

 

Icy Pole…

There are quite a few shots of Jack cooling down and warding off dehydration with a medicinal treat! Here its aboard his Lotus 24 Climax during the 1962 Belgian GP weekend at Spa. He was sixth in the race won by Jim Clark’s Lotus 25.

He left Cooper at the end of ’61 and raced the Lotus until the new Brabham BT3 was ready- its first appearance was in the German GP in early August.

Click here for an article about Jacks experience with the Lotus and the first F1 Brabham BT3; https://primotipo.com/2015/11/06/brabhams-lotuses-and-first-gp-car-the-bt3-climax/

(K Drage)

Sandown Park paddock 1964, Brabham BT7A Climax…

This is the business end of the ‘Intercontinental’ Brabham shot in this articles first photograph at Longford.

Bruce won the first ’64 Tasman Series in the ‘very first McLaren’ his self built Cooper T70 Climax but Jack had a pretty good tour winning three of the races with Graham Hill picking up another in the David McKay owned BT4 as did Denny Hulme in his Motor Racing Developments BT4.

2.5 litre Coventry Climax FPF engine and using a Hewland HD5 gearbox- this very successful model, the BT7A and its BT11A successor won many races in Australasia and South Africa.

‘Warwick Farm 100’ paddock 12-14 February 1965…

Long time BRO mechanic Roy Billington looks on as Jack makes final adjustments to the Repco built and maintained Coventry Climax 2.5 litre FPF engine.

Jack finished second in the 45 lap race behind Jim Clark’s Lotus 32B Climax- Jim won the race, and three others to take the 1965 Tasman for Team Lotus. It was the start of an unbelievable year for the talented Scot who also won the F1 World Championship and Indy 500 in Lotus 33 Climax and Lotus 38 Ford respectively.

Repco obtained the rights to build CC engines in the early sixties- they did a nice trade supplying the locals and Internationals CC 2.5 bits, for many years the engine de jour of the category.

The Charlie Dean/Stan Jones fifties Maybach racing programs run out of Repco Research in Sydney Road, Brunswick created the ‘Repco Racing Culture’ and a swag of gifted engineers, fitters and mechanics who went on to do great things within Repco- and outside it.

The short ‘Coventry Climax Phase’ under Frank Hallam’s leadership in Richmond was an important bridge to the ‘Repco Brabham Engines Phase’ at Repco in terms of men and Hallam’s assembly of the necessary equipment to build and maintain the engines. He bought tools, milling machines, lathes etc. Frank used his budgets wisely to both buy new clobber and refurbish older but far from inadequate machinery.

In essence, the Repco Board believed they had the capacity to build racing engines when Canny Jack pitched the RBE 2.5 litre, Oldmobile F85 based Tasman V8 engine to them in 1963/4.

So, lets not forget the role the maintenance and limited development of the oh-so-successful Coventry Climax 2.5 litre FPF played in Repco’s ultimate 1966-1979 success. Why 1979 you say? The final national championship won by an RBE V8 was Paul Gibson’s win in the 1979 Australian Tourist Trophy at Winton in a Rennmax Repco powered by a 5 litre ‘740 Series’ RBE V8.

Monaco 1966, Brabham BT19 Repco at rest…

Jack resting with a Coke whilst being offered some encouragement from a couple of supporters. He wasn’t well, feeling off-colour, in addition BT19 was late due to a waterside workers strike in the UK.

He had just taken the newish BT19 Repco ‘620 Series’ V8 combinations first win in the Silverstone ‘International Trophy’ a fortnight before so much was expected of the combination in the principality of dreams. In the event the car jammed in gear from a lowly starting position leaving Stewart to win in a BRM P261- a 1.5 litre F1 car with a 2 litre ‘Tasman’ V8 fitted.

Jack’s title winning run started at Reims in July. Click here for my feature on the ’66 season;

https://primotipo.com/2014/11/13/winning-the-1966-world-f1-championships-rodways-repco-recollections-episode-3/

OBE from HM The Queen…

Betty, Jack and Geoff Brabham having collected Jack’s Order of the British Empire from the Queen at Buckingham Palace in 1967. He was further honoured with a Knighthood, ‘Knight Bachelor’ in 1979.

Jack looks pretty schmick in tails but I imagine he could not get the ‘Topper’ off his head quick enough!

Victorious French Grand Prix, Le Mans 1967…

Jack won the race from Denny with Jackie Stewart third in an old BRM P261. I wrote an article about this meeting, click here to read it;

https://primotipo.com/2016/02/03/le-mans-french-gp-1967-powerrrr/

It was the fifth event of the championship season and the first win for the reigning champion. Meanwhile Denny was racking up a more than handy pile of points- which would win him the title from Jack and Jim Clark’s new Lotus 49 Ford DFV.

Ain’t she sweet! Ron Tauranac’s ’67 Brabham BT24 was one of his nicest, most cohesive, balanced GeePee designs. It had just enough of everything to do the trick and no more.

Note the characteristic duct to take cooling air within the Vee to keep stuff cool down there, not least the Lucas fuel metering unit. Duct used in the warmer ’67 races.

Mixing With The Big Shots, Melbourne Reception 1967…

Jack with Sir Charles McGrath, long time CEO and later Chairman of Repco Ltd and longtime Premier of Victoria Sir Henry Bolte to honour the achievements of both Brabham and Repco in 1966.

Jack’s suit lapel contains Repco and Goodyear pins reflecting the enormous contribution made by those companies to that success. Jack was a Goodyear early adopter and reaped all the benefits, in no small measure due to his ongoing testing feedback about the product.

McGrath was a Brabham believer, without his ongoing support there would have been no engines. At the time Repco Ltd were an Australian Stock Exchange Top 100 listed company, ‘Dave’ McGrath oversaw the exponential growth of Repco both within Australia and overseas from the time he was appointed Managing Director in 1953. He strode the local corporate scene like a colossus as a Director of Repco and other companies. Click here for his biography;

http://adb.anu.edu.au/biography/mcgrath-sir-charles-gullan-dave-15173

Gelato @ Monza ’67: ‘Streamliner’ Brabham BT24 Repco…

Proof positive he likes his icecream!

However light Ron Tauranac’s BT24 chassis was, the Repco ’67 ‘RB740’ V8 was still only good for 330 or so neddies compared with the 400’ish of the quad-cam 32 valve, new Ford Cosworth DFV. This aero experiment was successful in making the car slip through the air better but Jack had difficulty placing the car accurately through the complex, compound curvature of the screen so the project was abandoned. A works BT23 F2 car was also tested in similar manner.

This was the famous race in which Jack lost out on a last lap, last corner, braking manoeuvre with John Surtees Honda RA301 V12- losing out to finish second with Denny again behind in third. The big, beefy ‘Hondola’ had heaps more power than the Aussie V8 but equally as much bulk- the ‘pork chops’ of the era were the Hondas and BRM P83 H16. The leading ‘lithe and nimbles’ were the BT24 and Lotus 49.

Click here for an article on the ’67 Brabham BT24 including a ‘compare and contrast’ with the Lotus 49 Ford DFV;

https://primotipo.com/2017/12/28/give-us-a-cuddle-sweetie/

Biggles Brabham at Bankstown, Sydney…

Brabham was a leading light of the fifties and sixties racer/pilots wasn’t he? Chapman, Hill, Clark and Reventlow all spring to mind. But there were plenty of others.

Here Jack has just arrived from the UK to Bankstown, Sydney on 11 February 1968.

That year he did a truncated two race Tasman in a beautiful Brabham BT23E Repco ‘740 Series’ V8. It was another lightweight purpose built Tasman jigger built on Tauranac’s F2 BT23 jig that could have nicked the title had he raced at all of the rounds. Mind you Jack would have had to knock over the two Gold Leaf Team Lotus Lotus 49 Ford DFW’s of Clark and Hill to do so. Clark was on tip-top form winning the championship with four victories.

I wrote an article about the BT23E, click here for it;

https://primotipo.com/2015/12/22/jack-brabham-brabham-bt23e-oran-park-1968/

Michael Gasking in the light grey, Jack and the rest of the Repco crew, ‘830 Series’ 2.5 litre SOHC V8. That is an old helmet he is wearing!, it musta been lying around in the Repco Maidstone workshop. A Bell Magnum it ain’t! (M Gasking)

The Lowest Mileage Works Brabham: BT31 Repco…

Jack testing his 1969 Tasman mount, his just assembled BT31, in the late afternoon at Calder the day before it’s race debut at Sandown for the final Tasman round. Chris Amon won the race and the series that year in his works Ferrari Dino 246T V6.

My mate, Repco’s Rodway Wolfe helped Jack assemble BT31 that February day. Years later he owned the car, read his definitive story of this two races in period only, works Brabham!

https://primotipo.com/2015/02/26/rodways-repco-recollections-brabham-bt31-repco-jacks-69-tasman-car-episode-4/

Tribute to Brabham Meeting, Brands Hatch, November 1970…

Brabham accepts the plaudits of the crowd after the last ‘drive in anger’ of his BT33, seven demonstration laps, it was his farewell appearance in the ‘Salute To Brabham Meeting’, behind him is Ron Tauranac his business partner and designer of their cars.

Many of this crowd of 8000 will have seen Jack lose the British GP at Brands only months before due to too little fuel in the car- the cars Lucas fuel injection was left on its starting ‘rich’ setting before the off by mechanic Nick Goozee. The details of the BT33 are here; https://primotipo.com/2018/05/24/jochens-bt33-trumped-by-chunkys-72/

Tailpiece: Suss the atmospherics of this Sandown Tasman shot 1965…

(R Lambert)

Whenever I see this fence I think of the number of times I jumped over it as a youngster. Not right there mind you, that spot was way too public. Clark’s victorious Lotus 32B Climax FPF is at left- he won five of the seven Tasman rounds and Jack’s Sandown winning Brabham BT11A is being fettled by Roy Billington and the chief himself. The senior advisor, Gary Brabham is just short of 5 years old i think. Check out the ‘Sandown muffler’ on JB’s car.

And the crowd takes it all in.

The original Sandown paddock did get a bit squeezy but boy it was a wonderful place to look at cars, drivers and the racing from the pit counter. Them was the days my friends…

Bibliography…

oldracingcars.com, F2 Index

Photo Credits…

Getty Images, Fairfax Media, Kevin Drage, Michael Gasking, Rainer Schlegelmilch, Ron Lambert Collection

Endpiece: JB, Jack Brabham Ford, Bankstown, Sydney 11 March 1971…

Jack retired from F1 and racing, sort of, he actually won a Formula Ford Race Of Champions in a Bowin P4X in 1971, at the end of 1970. Then there was his touring car ‘Dame Nellie Melba’ return in Taxis in the mid-seventies.

He sold his interest’s in Brabham Racing Organisation and Motor Racing Developments to Ron Tauranac and returned to Australia, at that stage having essentially an aviation business, Jack Brabham Ford on the Hume Highway at Bankstown and a farm at Wagga Wagga, 450 Km from Sydney, where he hoped to keep his sons well way from motor racing!

I’m such a sad little unit I can identify that tyre as a G800 Goodyear, not a bad radial in 1971 when this shot was taken. Jack was a ‘Goodyear Man’, I suspect this is some sort of promotion for the tyre and or the Ford Falcon XY behind the great one. Jack Brabham Ford offered a range of ‘tricked up’ Fords.

I wrote an article about Jack’s 1969/70 and retirement returns, click here;

https://primotipo.com/2014/09/01/easter-bathurst-1969-jack-brabham-1970-et-al/

Finito…

coops

(Getty)

One tends to sometimes forget that British Entrepreneur, Engineer, Team Owner John Cooper was also a driver and the birth of Cooper as a marque is a function of his need for a racer…

The great Brit is piloting his works Cooper T20 Bristol F2, the caption for the photo says in the ‘IV Daily Express International Trophy’ race at Goodwood on Whit Monday, 10 May 1952′. In fact JC was entered for that meeting/race at Silverstone on that day as #14 but did not arrive, so ‘praps this is a practice shot.

Before focusing on the construction and sales of his cars and managing the team he was a very capable driver taking many 500cc wins, a class for which the first Cooper, famously constructed of two Fiat 500’s welded together to provide an independently suspended car, was built.

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Cooper 500 Drivers L>R in this 1948 photo; John Cooper, George Saunders, Charles Cooper, the shot credits Chas as the cars designer and Stirling Moss. ‘New midget racing cars made by Charles Cooper at his Surbiton, Surrey garage’ is the caption (Popperfoto)

The front-engined Cooper Bristols Types 20 and 23 ‘launched’ the successful careers of Mike Hawthorn and Jack Brabham amongst many others, i wrote an article about them, click here for the link; https://primotipo.com/2015/02/10/stirling-moss-cumberland-park-speedway-sydney-cooper-t20-wm-holden-1956/

I started to research an article to write on John Cooper’s career and influence and came upon the obituary published by Britain’s ‘The Telegraph’ on 27 December 2000, it seems to me it covers things rather well so here it is, truncated slightly and with my photographic additions…

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JC at left, having already done a few laps, slightly quizzical supervises Ken Wharton’s test of a Cooper T23 Bristol at Goodwood in 1953. What a ripper period scene, love the casual dude in suit pants, vest, tie and fag! (Popperfoto)

‘John Cooper, who has died aged 77, was one of the great figures in the history of motor racing; his Cooper-Climax cars were the force behind Jack Brabham’s dominance of the drivers’ championship in the early 1960s, while his Mini Cooper was destined to become a symbol of the decade itself.

Cooper and his small design team at Cooper Cars first came up with a rear-engined sports car in 1955. Based around a Coventry Climax firepump engine, the “Bobtail” Cooper-Climax was without peer in its class. By narrowing the chassis and fitting slender bodywork which left suspension and wheels exposed, Cooper then created a rear-engined Formula Two car which could easily be upgraded to meet the demands of Formula One.

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Jack Brabhams Cooper T40 Bristol ‘Bobtail’ on the way to a lucky Australian Grand Prix win at Port Wakefield, South Australia in 1955 (unattributed)

By 1957, the Australian Jack Brabham had joined Coopers, and a 2-litre version of the Formula Two car was entered for the Monaco Grand Prix. Brabham pushed it home in sixth, having been third. On twisting circuits, the nimble rear-engined Cooper could challenge the comparatively flat-footed Ferraris’, Maseratis’ and Vanwalls’ which traditionally competed for places on the podium.

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Stirling Moss on his way to the first mid-engined car F1 win, Cooper T43 Climax 1.9, Argentine GP 19 January 1958 (Getty)

The next year, in the Argentine Grand Prix, Stirling Moss drove a Cooper to a first world championship victory by the rear-engined car, and at Monaco another Cooper won, this time driven by Maurice Trintignant.

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Moss, Argentina 1960, Moss giving away more than 500cc to his competitors, the Coventry Climax FPF 1.9 litres (Getty)

The persuasive Cooper then managed to talk Coventry Climax into building full-sized 2.5 litre engines for his works’ drivers – Brabham and Bruce McLaren – and under his direction Coopers promptly won both the 1959 and 1960 Formula One constructors’ titles, while Brabham took two consecutive world champion drivers’ titles. By 1962 every Formula One marque had put their engines where Cooper had his – behind the driver.

cooper

John Cooper aboard the Cooper T49 ‘Monaco’ in March 1959 during a press release, Brands Hatch (John Ross)

 

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Lap 1 Portuguese GP 1960; Brabham’s Cooper T53 Climax from Gurney’s BRM P48 DNF and Surtees Lotus 18 Climax DNF. Jack won the race having had a huge accident in Oporto the year before (Autosport)

 

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Argentine GP 1960 post victory in the UK; McLaren 1st Cooper T51 Climax, Brabham DNF and JC (unattributed)

In the mid-1940s, Cooper had competed against Alec Issigonis, the designer of the Mini, in hill-climbs. Soon after its launch in the mid-1960s, Cooper suggested to George Harriman, head of the British Motor Corporation (the Mini’s manufacturer), that he should market a tuned-up version. Harriman doubted that he could sell more than 1,000; the final total of owners attracted by Cooper’s modifications exceeded 125,000.

Cooper was consulted regularly about improvements to the design and an entire family of Mini Cooper variants evolved, among them the Mini Cooper S. The Mini Cooper lorded it over rally racing for the rest of the 1960s, winning multiple championships and four consecutive Monte Carlo rallies between 1964 and 1967.

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It was the first economy car to become a status symbol, the height of chic. Its owners included King Hussein of Jordan and members of The Beatles. “Drive a Mini Cooper – the most fun you can have with your clothes on!” ran the advertisements. “If your tyres survive more than 2,000 miles, you’ve driven like a wimp.”

At the end of the decade the car featured prominently in the film The Italian Job (1969), in which Michael Caine and his team of bullion raiders made the most of the Mini’s virtues of small size and great speed to escape pursuit via the roofs, sewers and marble staircases of Turin. The Minis were painted red, white and blue, and the film not only helped boost sales of the Mini Cooper all over the world but, by identifying the car with a time of great British style and ingenuity, helped it also to attain immortality.

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John Cooper was always going to be involved with cars! Caption of this 27 May 1935 photo’ Dwarfed by a full-sized car, Mr CW Cooper of Surbiton drives the miniature racing car which he built for his son John. The tiny vehicle is fitted with a 1.25 horsepower two-stroke engine and can travel 52 miles an hour. The other car is an Alfa Romeo 8C Monza, does anybody know who the occupants are? (Fox Photos/Getty)

Cooper was born on July 17 1923 at Kingston, Surrey. His father Charles ran a modest garage in nearby Surbiton; among the cars he maintained for customers was the Wolseley “Viper” raced at Brooklands by Kaye Don. When John was eight, his father made him a half-scale car with a motorcycle engine. At 12, he was given a lightweight Austin 7-based special capable of 90mph; he tried it out at Brooklands but was chased off the track by enraged officials.

On leaving Surbiton County School at 15, John became an apprentice toolmaker, and after RAF service in 1944-45, he and his friend Eric Brandon (later a successful racing driver) built themselves a single-seater racing car for the new 500cc class. Two scrap Fiat 500 front-ends were welded together to provide an independently suspended chassis, on to which was mounted a 500cc motorcycle engine behind the driver’s seat to chain-drive the back axle.

Wearing sheet aluminium bodywork, this first Cooper racing car was very successful, and a second was built for Brandon in 1947. Cooper and his father then founded the Cooper Car Company to build a batch of 12 replica 500s for sale. One of their first buyers was the 18-year old Stirling Moss.

The Cooper Car Company quickly became the first, and largest, post-war specialist racing car manufacturer; Lotus, Lola and March – among others – would follow them. While John Cooper provided the firm’s enthusiasm and drive, Charles Cooper kept control of the firm’s finances.

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Cooper after victory at Rouen in 1952. Cooper MkV 500 (Heritage)

John Cooper was also a very capable racing driver in his own right. In 1952 at Grenzlandring he scored the first 500cc race to be won at an average of more than 100mph, and the next year drove his streamlined works car to victory in the Avus Speedbowl, Berlin. He also enjoyed first places at Monza and at Rouen.

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JC record breaking at Monthlery, France on 9 October 1951, car is streamlined, slightly stretched Cooper MkV JAP. 500 & 1100cc engines used (Popperfoto)

Click here for an interesting article on the Cooper Land Speed Record cars;

http://www.ugofadini.com/cooperstory.html

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JC in the chassis of the Mk V record-breaker, a variety of JAP engines used, 15 November 1952 (Central Press)

In the early 1950s, Coopers diversified into front-engined sports and single-seater racing cars. The first British world champion driver, Mike Hawthorn, first made his mark in a 1952 Cooper-Bristol Grand Prix.

A warm, even extrovert man, John Cooper relished every moment of his fame, although he was perhaps never the same after being badly injured in 1963 when his prototype four-wheel drive Mini Cooper crashed. It was many months before he was fully fit, and in 1965 – the year after his father died – he sold the Cooper Car Company to the Chipstead Motor Group.

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1966 US GP Watkins Glen; front row Brabham in BT19 Repco DNF, Bandini Ferrari312 DNF and Surtees Cooper T81 Maserati 3rd. Jim Clark took the only win for the BRM H16 engine in his Lotus 43  (Alvis Upitis)

Although he continued to co-direct the Formula One racing team until 1969, when it was disbanded, from the mid-Sixties onwards its homegrown construction was overtaken by more sophisticated and better-funded technology at Lola, Lotus, BRM and Ferrari. Characteristically, Cooper never felt any envy as his company was upstaged.

He retired to the Sussex coast, where he founded the garage business at Ferring, near Worthing, which still bears his name. Recently, he had been much cheered by the decision of Rover to develop a new generation of Mini Coopers, primarily for enthusiasts in Japan. Rover’s new owner, BMW, has embraced the project, and just before his death Cooper was delighted to see his son drive the prototype BMW Mini Cooper.

John Cooper was appointed CBE last year. He leaves a wife, a son and daughter. Another daughter predeceased him.’

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JC ‘races’ the ‘first Cooper ‘ his dad built for him in 1930 (Keystone France)

Credits…

‘The Telegraph’ John Cooper obituary 27 December 2000,  GP Library, GP Encyclopaedia

Getty Images, Keystone France, Alvis Upitis, Central Press, Popperfoto, Heritage Press, Fox Photos, Autosport, John Ross Motor Racing Archive

Tailpiece: ‘I don’t care Bruce just go faster!’ With Bruce McLaren and Phil Hill in 1964…

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European/British GP, Brands Hatch 1 July 1964; JC, Phil Hill 6th and McLaren DNF #10 is Hill’s Cooper T73 Climax. Clark won the race in a Lotus 25 Climax (G Pollard)

Finito…

 

tony marsh

Tony Marsh working his 1960 BRM P48 chassis ‘484’, 2.5 litre ex-Bonnier 1960 F1 car very hard, lifting an inside rear wheel into ‘The Courtyard’, Bo’ness Hillclimb, Scotland 1966…

Two of the reasons why the content of this blog is eclectic are that it suits my broad racing interests and that a photo is usually the inspiration for an article, this shot is one of those! I tripped over it on ‘The Nostalgia Forum’, which is a wonderful place for those of you who may not paid it a visit. You can get lost in there for weeks! http://forums.autosport.com/forum/10-the-nostalgia-forum/

Lots of ex-GP cars have found their way into British Hillclimbing over the years and Tony Marshs’ BRM P48 is one of those…

p48

The old and new…P25 and mid-engined P48 prototype ‘481’ on test, circuit unknown, August 1959 (Unattributed)

The 1951 BRM P15 supercharged 1.5litre V16 racer was a disaster, too complex, too late, a fabulous bit of kit and the greatest sound in motor racing full-stop. Aural orgasm is not going too far to describe its musical, mechanical, sonorous howl!

The design which followed, the P25 was the reverse- a simple 2.5 litre, DOHC, Weber carbed’, front-engined, space-frame chassis car which served BRM from 1955 to 1959, finally achieving a breakthrough win for Bourne in the 1959 Dutch Grand Prix. Jo Bonnier the driver.

But by then the game had moved on, Cooper dominated with their Coventry Climax engined, simple mid-engined cars. Jack Brabham took the title in 1959 and 1960 with Coopers Types 51 and 53, Tony Rudd and his team needed to respond.

brm p 48

(Vic Berris)

BRM were famous for their engineering process and toolroom quality but the P48 was a ‘quick fix’, utilising as many of the P25 components as possible. In essence the P48 was a mid-engined variant of the P25, right down to its controversial, less than reliable ‘cookie-cutter’, single, gearbox mounted rear disc brake.

monza

The ‘prototype’ chassis ‘481’ BRM P48 was tested in practice at the 1959 Italian Grand Prix, in September by both Harry Schell and Jo Bonnier. They stayed on at Monza for further testing. The P48 was then developed over the Winter of 1959/60 and made its race debut at Silverstone early in 1960. (John Ross Motor Racing Archive)

1960 was the last year of the 2.5 litre Formula, the P48 Mk II was more competitive than the first iterations used for most of the season and devoid of the ‘cookie cutter’ and using wishbone rear suspension formed the basis of BRM’s 1961 contenders design intent.

This car, the P57 was Coventry Climax 1.5 litre FPF powered until BRM’s fabulous and successful P56 1.5 litre V8 was developed. See this link; https://primotipo.com/2014/10/12/graham-hill-brm-p57-german-gp-1962/

The P48 evolved into the P57 delivering BRM’s first and only Manufacturers and Drivers Championships in 1962.

BRM P48 engine and rear suspension

BRM P48…space frame chassis, 2.5 litre DOHC 4 ex P25 front engined car. Strut type rear suspension, ‘cookie cutter’ single rear disc, not the most elegant of mid-engined cars but a good first up effort given the design was not ‘clean sheet’ and BRM learn’t fast! (Unattributed)

g hill

Graham Hills’ P48 ‘485’ took 3rd place in the 1960 Belgian GP at Spa won by Brabhams’ Cooper T53 Climax. The weekend was one of GP Racings’ worst, Moss broke both legs after an axle failure, Mike Taylors’ steering failed, he crashed into trees dying of his injuries several days later. Both were driving Lotus 18’s, the accidents in practice. In the race Chris Bristow crashed his Cooper at Malmedy, pushing too hard and was killed, and Alan Stacey was hit in the face by a bird near Masta, also crashing and dying instantly. (Unattributed)

Tony Marsh…

Tony Marsh German GP 1957

Tony Marsh attacking the Nurburgring in his Cooper T43 Climax, German GP 1957. (Unattributed)

Marsh was an iconic hillclimber, first taking the British Title in a Cooper Mk8 Jap in 1955, after two more successive wins he turned to circuit racing winning the British F2 Championship in 1957 with a Cooper T43 Climax. He also contested the 1957 German GP, finishing fifteenth in his F2 car and eighth in 1958 in a Cooper T45 Climax.

Marsh raced a private Lotus 18 Climax and his own BRM P48/57 1.5 V8 engined car in 1962 in some Non-Championship F1 events. Best placings were 4th in the Pau GP and 7th in the International Trophy at Silverstone.

He returned to hillclimbing in the mid-sixties winning the championship a further three times and was competing right up until the time of his death at 77 years of age in May 2009.

tony marsh brussels gp

Tony Marsh ahead of Willy Mairesse in the 1962 Brussels GP held on 1 April. His BRM P48/57 was factory entered along with Graham Hills P57, both non-classified. The race was won by ‘Wild Willy’ in his Ferrari 156. (Unattributed)

tony marsh 2

Tony Marsh warming up his BRM P57 1.5 Litre V8 prior to practice of the ‘Aintree 200’ in April 1962. He qualified 10th, and retired on lap 6 with an oil leak , he had a lot of problems with this car! (Brian Tregilgas)

Bo’ness Hillclimb…

Bo’ness is 17 miles north-west of Edinburgh, the hillclimb used from 1934 to 1966 ran through the grounds of Kinneil House. James Watt of steam engine fame lived there, the grounds contain the ruins of his cottage and the boiler of his ‘Newcomen Engine’.

Tony Marsh set the record for the climb in June 1963, a record which stood for all time, the last meeting in June 1966. Revival meetings have been held in recent years.

Some former motor racing greats held the climbs’ record including Bob Gerard, Ken Wharton, Ron Flockhart and Jim Clark, early in his career with a Lister Jaguar in 1959.

Etcetera…

Dan Gurney P48 Silverstone 1960

Dan Gurney awaits adjustments to his P48 ‘486’ , Silverstone, British GP 1960. That transmission mounted ‘cookie cutter’ single rear disc and caliper clearly shown (Unattributed)

Jo Bonnier P48 BRM Monaco 1960

Jo Bonnier in the Tony Marsh BRM P48 ‘484’ at Monaco in 1960, he finished 5th. ‘Up his chuff’ is Stirling Moss, heading for victory in Rob Walkers’ Lotus 18 Climax (Unattributed)

Credits…

The Nostalgia Forum, John Ross Motor Racing Archive, Brian Tregilgas, Doug Nye, Vic Berris

From Ballarat to Bathurst, BRM P48’s in Australia, Part 2…

https://primotipo.com/2018/03/16/bourne-to-ballarat-brm-p48-part-2/

Finito…