Posts Tagged ‘Stirling Moss’

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(LAT)

Stirling Moss leads the 1956 Australian Grand Prix at Albert Park in his works Maser 250F…

The dark, gloomy, wet weather shot could be in Europe. Stirling won the 80 lap, 250 mile race held on 2 December 1956 by a lap from teammate Jean Behra, Peter Whitehead’s Ferrari 555 Super Squalo, Reg Hunt’s Maser 250F and Stan Jones similar car.

The excitement of this post Melbourne Olympic Games race meeting run over two weekends I covered in an article about the Australian Tourist Trophy which Moss also won the week before, in another works Maser, this time a 300S, click here to read it;

https://primotipo.com/2016/01/29/1956-australian-tourist-trophy-albert-park/

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Moss during the 1958 Melbourne Grand Prix metting in Rob Walker’s Cooper T45 Climax. He raced sans the rear engine cover in the final, such was the heat, so this is a practice shot or heat (Fairfax)

 

This short article is pictorial in nature, I rather like the justaposition between his win in the conventional, state of the art 250F in 1956 and victory 2 years later in the 1958 Melbourne Grand Prix. This time Stirling was in a paradigm shifting, mid-engined Cooper, in this case a T45 Climax. He took the first modern era, mid-engined GP win on January 19 1958 in a Cooper T43 Climax at the Buenos Aires circuit in Argentina.

Moss chills in the Albert Park paddock before the off in 1956 (S Landrigan)

 

 

Stirling won that 32 lap, 100 mile Albert Park, Melbourne GP race run in super hot conditions on 30 November 1958…

Behind him was Jack Brabham’s similar Cooper T45 Climax 2.2 FPF- Doug Whiteford’s Maser 300S and Bib Stillwell’s Maser 250F were third and fourth.

The race was a Formula Libre event attended by over 70000 spectators. Brabham led away at the start but Moss soon passed him and moved steadily away keeping a strong lead despite easing in the final laps given his cars water temperature, which was off the Smiths clock!

(R Jones)

 

 

Melbourne GP start, Jack gets the jump in the centre from Moss on the left, both in Cooper T45’s and Stan Jones Maserati 250F.

Stirling’s car was fitted with an Alf Francis built Coventry Climax FPF, 4 cylinder DOHC, two valve, Weber carbed engine of 2051cc, it was a ‘screamer’ with trick cams and crank. Jack’s T45 toted a 2.2 litre FPF, revised ‘Ersa’ 5 speed ‘box and double wishbone rear suspension.

 

Jack Brabham ahead of Dick Cobden, Ferrari 125 Chev

 

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The two new-fangled Cooper T45’s were the class of the field, Moss and Jack took a heat apiece. The natural order of things in Australia changed very rapidly, just like everywhere else, albeit the last Australian Grand Prix won by a front-engine car was Stan Jones win at Longford several months after the Albert Park meeting, on 2 March 1959.

 

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Jack’s Cooper being fettled in the Albert Park paddock in 1958, probably a practice day shot, T45 Climax (G Rhodes via KBY191)

Brabham was still on the rise as a driver, he raced in F2 in 1958 (and in the F2 class of some GP’s) but took fourth in the Monaco classic, sixth in the French, seventh in the Portuguese and eighth in the Dutch GP at Zandvoort-all in works F1 Cooper T45’s. His time was shortly to come of course in 1959 and 1960.

 

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Moss takes the chequered flag in his Cooper T45, Melbourne GP, November 1958 (LAT)

 

Sadly, the 30 November 1958 Albert Park race was the last race meeting until the modern Albert Park era

It commenced with the first of the F1 Grands Prix in 1996- or more precisely with some historic events in the years before which ‘softened up the public’ to the concept. The use of the park for motor racing became enmeshed in fifties Victorian State politics, the net result was the end of racing for nearly forty years.

Barry Green observed in his book, ‘Glory Days’, ‘In many ways that final meeting represented a changing of the guard. The two nimble, little rear-engined cars had blitzed the field, underscoring the fact that the writing was on the wall for the big, front engined cars’.

‘So too, the days of the wealthy sporting amateur, of racing for a silver cup and the fun of it all. Professionalism had arrived- to see that, one had to look no further than the darkening sky over Albert Park; to a hovering helicopter, about to pluck Stirling Moss from the crowd and whisk him off to Essendon Airport and connections to the Bahamas for the Nassau Speed Week’.

 

Start of one of the heats won by Brabham’s Cooper T45 on this side. In the middle is Ted Gray’s big, booming Tornado Chev with Bill Patterson in the white Cooper T43 Climax (R Jones)

 

Same heat as above- Brabham, Cooper T45 Climax, Ted Gray, Tornado 2 Chev, Stan Jones, Maserati 250F, Tom Clark, Ferrari 555 Super Squalo, Derek Jolly, Lotus 15, Bill Patterson, Cooper T41 and the rest

 

Checkout this fantastic BP film, supporters of Moss’ attendance at the event, of the 1958 Melbourne GP meeting…

 

 

Etcetera: 1956 AGP/ATT weekends, November/December…

 

With Reg Hunt at left and Ken Wharton, right, before the start of the Australian Tourist Trophy- Moss’ winning Maserati 300S at right- and en-route to victory below.

 

 

Reg Hunt settles into his 250F before the off (JA Dennison)

 

Jean Behra grabs a quick drag whilst Moss deals with a fan.

And below corrects a delicate slide on the fast, demanding Albert Park road course- Maserati 250F.

 

A pity about that errant thumb- but still nice atmo and the Whitehead Talbot-Lago and it’s three big SU carbs (JA Dennison)

 

 

(J Russell)

Victory shot on soggy race day- wonderful, rare photograph.

 

Bibliography…

‘Glory Days-Albert Park 1953-8’ Barry Green

 

Credits…

stirlingmoss.com, LAT, Fairfax Media, Graham Rhodes, Simon Landrigan, Robert Jones, Australian Motor Heritage Foundation via Brian Caldersmith, Janet Russell Collection, JA Dennison

 

Tailpiece: And a fine tail it is too. Moss, Maser 250F and mechanic in more recent times. ‘I won’t remember your number, text me’ is the gist of the conversation…

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(unattributed)

Finito…

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(Maurice Jarnoux)

The Mercedes Benz 1955 1,2; Fangio and Moss in W196, 22 May 1955…

Mercedes had three 1/2 finishes for the year; at Spa and Zandvoort when Fangio led Moss and at Aintree where Moss led Fangio. At Monaco things were looking good for another but JM’s car broke a rear axle on lap 49 and Moss had an engine failure in the closing laps of the race (lap 80 of 100).

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(Jarnoux)

Maurice Trintignant (above) took a somewhat lucky, but well deserved win in his Ferrari 625 from Eugenio Castellotti’s Lancia D50, the Italian putting in a charge in the final stages of the race trying to catch the Frenchman.

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Ascari and Castelotti in D50’s ahead of Behra’s 250F, later in the race but before lap 80 when Alberto took his afternoon swim (Jarnoux)

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Moss discussing the Mercedes teams prospects with its legendary engineer/test driver Rudy Uhlenhaut during Monaco practice. This car was comprehensively rooted later in the day when Hans Hermann had a bad accident, hurting himself as well as the W196. Andre Simon was brought into the team to race the spare (GP Library)

This was the famous race in which Alberto Ascari crashed his Lancia D50 into the harbour perhaps distracted by Moss’ engine problems in front of him late in the race. He popped to the surface unharmed but was killed several days later testing a Ferrari sportscar at Monza.

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Ascari’s D50 cruises past Lance Macklin’s Maser 250F, DNQ. Ascari 2nd on the grid (unattributed)

 

It was a pivotal time in the history of GP racing; Ascari’s death robbed Lancia of the driver around which its GP campaign was built and Gianni Lancia’s lavish race program was quickly driving his company into insolvency.

The famous ‘handover’ of Lancia assets to Ferrari occurred later in the year, solving Enzo’s immediate need of competitive cars. The ‘sponsorship’ in the form of an annual contribution to the Scuderia’s budget from Fiat laid the foundations of a strategic partnership which, via ownership of the road-car division from 1969 and ultimate acquisition of the company upon Enzo Ferrari’s death continues today.

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Louis Chiron 6th let’s teammate Gigi Villoresi 5th Lancia D50 past whilst Jean Behra’s equal 3rd placed (with Cesare Perdisa) Maser 250F threatens (GP Library)

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Farina’s Ferrari 625 4th about to be swallowed by Ascari’s Lancia D50 (GP Library)

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That! high speed Mercedes transporter, Monaco 1955 (GP Library)

Credits…

Maurice Jarnoux, GP Library

Tailpieces…

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Moss heading up the hill from Ste Devote,  Monaco 1955, Mercedes W196 (unattributed)

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The master in the lead; Fangio led from pole until transmission dramas intervened on lap 49, Benz W196, Monaco ’55 (unattributed)

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This photo of the ‘Lady in Red’ was originally published in the UK’s ‘Picture Post’, but the caption is devoid of all the information we want; car, driver, place. The date of the pic is 20 September 1952…

It’s a C Type Jag, it looks like Stirling Moss, maybe some of you Brits can help with the meeting place and date?

Reader David Scothorn got in touch to advise that the photo, taken by Zoltan Glass, was probably during the August 1952 meeting at Boreham.

The lady is ‘…wearing a Dior style coat, modelling it to show off a winter collection. As far as the lady is concerned we have no leads there. We’ve tried various Google searches and face recognition but nothing has turned’. Its great that part of the mystery is solved!

Credit…

Zoltan Glass, David Scothorn

 

 

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Cliff Allison releases his Lotus 12 Climax from the Monaco haybales on 18 May 1958, whilst teammate Graham Hill passes in the sister car…

It was a significant race for Lotus, their debut as Championship Grand Prix competitors, Allison was classified sixth and Hill’s race ended on lap 15 with engine dramas.

Coventry Climax had still not built a 2.5 litre version of their FPF 4 cylinder engine, so Lotus, like Cooper, were competing with engines of 1960cc, well below the 2.5 litre F1 capacity limit.

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Jesse Alexander’s shot captures the atmosphere of Monaco ’58, shot taken from the ‘Milk Bar’

Times of change in racing are of immense interest to those of us with an historic bent. 1958/1959 is one of those eras with the growing influence of the ‘Green Cars’ a portent of the British dominance to come. And of course Cooper showing the mid-engined path still with us today.

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Cliff Allison at Monza in 1959 (Cahier)

 

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Lotus 12 in all its naked glory at Zandvoort in 1958. It was about as small as a front engined GP car could get, ignoring the fact it was designed as an F2 car! In 1958 ’twas as modern as tomorrow and as passe as yesterday simultaneously (Cahier)

 

Note the twin dual-throat SU carbs and front roll bar double-tasking as a means of locating the upper suspension top link

Indicative of  mid-engined growing superiority was the failure of all the Maserati 250F’s entered to qualify- driven by Godia-Sales, Kavanagh, Taramazzo, Gerini, de Fillipis, Testut, Gould and the great, but ageing Monegasque Louis Chiron. Lets not forget that only the year before, 1957, Juan Manuel Fangio won the race in a factory ‘Piccolo’ 250F. And Moss also won aboard a 250F in 1956 for that matter too.

Successful British motor-cycle dealer BC Ecclestone had acquired the GP Connaughts but Bernie, Paul Emery and Bruce Kessler all failed to qualify the cars too.

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Bernie Ecclestone trying hard to qualify his Connaught Type B Alta, to no avail as was the case for his 2 teammates (unattributed)

Things were better for the Green Cars at the front of the grid with Brooks, Behra and Brabham in Vanwall VW57, BRM P25 and Cooper Climax T45 respectively. Salvadori and Trintignant were next up in Coopers, the quickest Ferrari, Mike Hawthorn, was sixth in his Dino.

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# 18 Savadori Cooper T45 Climax, # 6 Behra BRM P25, #16 Brabham Cooper T45 Climax, # 30 Brooks Vanwall VW57, winner Trintignant partially obscured behind Brabham Cooper T45 Climax, # 32 Lewis-Evans Vanwall VW57…and the rest, turn one, lap1 (unattributed)

In a race of changing fortunes Behra, Hawthorn and Moss all led but suffered mechanical failures.

Trintignant won the race in Rob Walker’s Cooper T45 Climax from Musso and Collins in Dinos. Moss’ Argentina Cooper T43 win was no ‘flash in the pan’ by any stretch…

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Moss, Hawthorn, Brabham and Trintignant. Ferrari Dino 246, Vanwall VW57 with Monaco ‘snub nose’ and Coopers T45 Climax x 2 (unattributed)

 

Graham Hill prepares for another practice lap whilst Cliff Allison looks on at left and Colin Chapman in the sunglasses at right.

The Lotus 12 was Chapman’s 1957 F2 contender powered by a Coventry Climax 1.5 litre FPF engine.

Whilst competitive the lithe, nimble, light front-engined cars took no F2 race wins that year, Allison’s second late in the season at the Oulton Park International Cup was the best result.

Fitted with 2 litre FPF’s, ‘F1’ 12’s contested the Non-Championship 1957 Glover Trophy and Lavant Cup at Goodwood and BRDC International Trophy, Silverstone as well as the 1958 Glover Trophy, BARC 200 at Aintree and the BRDC International Trophy before their Monaco Championship debut. Allison’s fourth in the 1958 Glover Trophy aboard chassis ‘357’- the same car he raced in Monaco was the best result. Graham Hill’s car was ‘353’ which has resided, beautifully restored, with Mike Bennett in Adelaide for many years.

Beautiful shots above and below by Bernard Cahier shows the minimalist nature of the Hill Lotus 12 to great effect. Greatness was to come later with Lotus of course- a championship in 1968 after a remarkable stint with BRM.

In some ways its surprising that Chapman, the great innovator, didn’t go the mid-engined route with the Lotus 16, the 12’s successor but he got the hang of the mid-engined thing rather well with the 18 which followed- a machine which was rather successful in FJ, F2 and F1 in 1960.

Lotus 12 Climax cutaway

 

Etcetera…

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Photo and other Credits…

Jesse Alexander, The Cahier Archive, John Ross Motor Racing Archive, John Marsden

Tailpiece: Allison made the Lotus 12 sing…

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(John Ross)

As here at Monza 1958.

He put the car fifth on the British GP grid, well in front of Hill in the new Lotus 16, finished sixth at Zandvoort, fourth in the Belgian GP at Spa and seventh at Monza. Such were his performances he was off to Ferrari in 1959 at Enzo’s invitation

Finito…

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Stirling Moss practices his works Maserati 250F at Monaco on 13 May 1956…

Photographer Louis Klemantaski took the shot from his hotel balcony, the long shadows are early morning light. He won the race. Checkout this article on the 250F and this race i wrote a while back; https://primotipo.com/2014/08/21/stirling-moss-monaco-gp-1956-maserati-250f/

Credit…

Louis Klemantaski

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Harry Schell on the limit of adhesion in his ‘Yeoman Credit’ Cooper T51 Climax at Madgwick Corner, Goodwood…

Harry Schell was a press-on kinda driver wasn’t he? Here the Franco-American is delighting the ‘Glover Trophy’ spectators with some delicious Cooper T51 drifts…

The 1960 event was held on Easter Monday, 18 April. Harry was bang on the pace too, equal 2nd quickest in practice with Stirling Moss in a similar car. Chris Bristow demonstrated his undeniable pace though, he was on pole by a couple of tenths and finished 3rd in the race behind Moss, the winner Innes Ireland in his factory Lotus 18 Climax, the quickest of 1960’s GP grid. Harry’s engine popped on lap 20 of the 62 lap 162 Km race…

Credit…

GP Library, National Motor Museum

Tailpiece: Harry telling a naughty joke by the look of it, Crystal Place, July 1955…

Stirling Moss, Schell and Mike Hawthorn during the ‘London Trophy’ meeting which Mike won the feature race in a Maserati 250F from Harry’s Vanwall.

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(National Motor Museum)

Mike won his heat in the Moss’ family 250F chassis #2508, Harry his in Vanwall ‘VW2’ and Mike the final. Moss was contracted to Mercedes Benz that year, this non-championship 30 July event not one in which Benz entered their W196’s.

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Stirling Moss cruising back to the pits, off the racing line on the Curva Grande, deep in thought…

The gearbox in his Vanwall failed during his dice with Mike Hawthorn’s Ferrari Dino 246 and with it his hopes of the 1958 World Championship, won of course by Hawthorn in Morocco a month later.

As to the other car and driver, my guess is Cliff Allison’s Lotus 12 Climax. All other entries welcome!

Tony Brooks won the race in another Vanwall VW 57 from Hawthorn and Phil Hill’s Dino’s after a stunning drive in his second GP, his first for Ferrari.

Photo Credit…Yves Debraine

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I was lookin’ for shots of chicks and cars as I do a fortnightly post of a babe with a car. When I spotted this image ’twas the lady who initially caught my eye…

But we ‘anoraks’ are so into chassis numbers right?

‘935’ on the engine cover stood out, a Lotus 18 number I thought- a quick google and no less an authority than DC Nye identified the car as a Lotus 21 delivered to Rob Walker, its locale Monza, lets come back to that.

Stirling Moss raced ‘935’ in the Australasian summer ‘Tasman’ races in early 1962.

Here it is below after its victorious run in the very wet, Ardmore, New Zealand Grand Prix. I love the way the gent ‘touches the greatness of Moss’ by giving the Lotus an affectionate pat! ‘Red cap’, a more technical type of bloke is sussing the rear suspension of the 21 compared with the Lotus 18s from the year before.

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(Stephen Page)

Lotus 21: The Forgotten Chapman GP Car?…

When you think about it Colin Chapman peaked early as an F1 designer.

His 1956 Vanwall, or rather his chassis design and choice of Frank Costin as it’s body designer/aerodynamicist was a GP winner, not too many fellas have done that with their first car.

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Press launch of the Lotus 12 Climax F2 car in 1956, note the extraordinary smallness of the car, the 12 and 16 remarkable bits of front-engined GP kit. Cliff Allison did 167mph in a Coventry Climax 2207cc FPF engined 12 on Masta Straight, Spa in 1958, with much of his small body outside the cockpit! He was fourth but famously could have won the race had it gone another lap as the first 3 cars all failed to complete the cool-down lap (John Ross)

His first Lotus GP design was the 16, Chapman always referred to the 12, which competed in Grands’ Prix from Monaco 1958, as an F2 car, the design was originally used in 1.5 litre racing before being fitted with Coventry Climax 1960cc and 2207cc engines for F1 use.

One of the things which intrigues me given his subsequent record as the designer/design inspiration for so many epochal cars is why Chapman didn’t design a mid-engined car for 1959? Cooper blazed that trail, GP winners from Argentina 1958, Moss of course taking that win in a Rob Walker Cooper T43 Climax.

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Allison, tenth in the Lotus 16 Climax, Nurburgring 1958. Brooks won in a Vanwall, Lotus 16 famously the ‘Mini-Vanwall’, both Chapman chassis designs  (Klemantaski)

Whilst the front engined 12 is understandable, it appeared in late 1956 and was quite the smallest front engined ‘F1 car’ ever, the 16 shoulda’ been mid-engined?

The 16 was quick mind you, but fragile in both chassis and it’s ‘queerbox’, Lotus’ own gearbox which was unreliable largely due to one small set of dogs trying to pick up every gear. The 16 also didn’t receive a 2.5litre Climax FPF until later in the piece. But if Chapman set trends, and he did, he was a slowish adopter of the mid-engined trend.

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Works Lotus 18 Climax, Zandvoort, Dutch GP 1960. Chapman was quick to refine the mid-engined paradigm! 2.5 litre CC FPF, 5 speed Lotus ‘box, rear suspension notable for lack of a top-link, the fixed length driveshafts performed locational duties as well as motive ones. This is Alan Stacey’s car, DNF gearbox on lap 57 from Q8. Ireland’s car was second from Q3, quick cars 18’s! Brabham won in his Cooper T53 Climax (Dave Friedman)

His first such design, the 18 was an immensely successful car in FJ, F2 and F1 specification.

Despite its ‘chubster, biscuit shaped’ looks it was the fastest 2.5 Litre F1 car of 1960 if not the most robust or reliable. No less than Moss himself had strong views on Chapman’s ‘marginal engineering’ of key components the failure of same caused some massive accidents.

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Ireland, works Lotus 18 Climax, Monaco 1960, 9th in the race won by Moss’ similar car. Lotus’ first GP win (Dave Friedman)

Roll on into 1961, the first year of the 1.5 litre F1, the Brits were faced without a suitable engine as their ‘racing mafia’ were convinced the CSI, in the end, would not make the change to the smaller engines. They did, Ferrari the beneficiary with their 156, a car developed in F1/2 in 1960, click here for a story on that wonderful conveyance;

https://primotipo.com/2015/10/22/ferraris-first-mid-engined-car-the-1960-gp-dino-246p/

Whilst BRM and Coventry Climax worked hard to get their V8’s completed all of the British firms persevered with Mk2 versions of the 1.5 litre Coventry Climax FPF- in 2.5 litre form the championship winning engine of 1959/60.

Chapman and his team had the dimensions of the coming Coventry Climax FWMV V8 when they set to work on the 21, their 1961 contender, but they knew initially the little, underpowered FPF would be used.

So, light weight and aerodynamic efficiency were key design tenets of the new Lotus 21.

These aims were achieved by lying the driver down in the cockpit, Chapman went further in 1962 with his 24/25 designs, but the trend was set by the 21. The car was notably small in size, low in frontal area, the body enveloping the chassis all the way to the casing of its ZF gearbox, specially made for the car. Have a look at a 21 beside a 156 and see just how ‘butch’ in size the Fazz is by comparison.

Chapman used a top rocker and lower wishbone for the cars front suspension, getting the spring/shocks outta the airstream, thus further adding to top speed. At the rear the suspension was outboard- single top link, inverted lower wishbone and coil spring/damper unit with twin radius rods for location.

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Lotus 21 Climax FPF cutaway, specifications as per text (James Allington)

Lotus Components built eleven of the 21 chassis’ during the year, which otherwise in specification were leaders of the mid-engined paradigm- multi-tubular spaceframe chassis, Chapman the high priest of chassis design. Rack and pinion steering, discs on all four wheels, magnesium alloy (Lotus ‘wobbly web’) wheels, Ferrari still used heavy Borrani wires till 1963. The CC 1495cc, DOHC, 2 valve, all alloy, Weber carbed 4 cylinder engine gave circa 155bhp, the Lotus weighed 990lb, had an 89 inch wheelbase and a track of 53 inches front and rear.

The prototype was built from scratch in six weeks, just missing the Aintree 200 meeting but was tested at Silverstone two days later, the car made its debut at Monaco in May. The works cars in 1961 were steered by two Scots- Innes Ireland, the seasoned professional and up and coming Jim Clark who graduated from the works Lotus 18 FJ he raced in 1960.

Fitted with the new Coventry Climax V8 the Lotus 21 was a winning car in Moss’ hands if not Ireland’s or Clark’s.  But as it was Chapman didn’t get his hands on an FWMV in 1961 due at least in part to the spat he was having with Climax’ MD Leonard Lee about the quality of the CC FWE engines supplied for his Elite road cars- the engines weren’t the Elites only reliability problems mind you!

In the event the 21 won only one championship GP at Watkins Glen, Innes Ireland broke through for both Team Lotus and his first win that October.

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Ireland’s winning Lotus 21 leads Gurney’s second placed Porsche 718 and Graham Hill’s fifth placed BRM P48/57 Climax, US GP Watkins Glen, 8 October 1961 (unattributed)

The cars chances of more wins were missed by Chapman’s decision not to sell Rob Walker his latest car, as he had with the 18 the year before. Moss’ two wins in 1961, remarkable ones, were in the Walker 18 at Monaco and 18/21 hybrid at the Nurburgring. Armed with a new 21 all year he may, praps have taken one or two wins off Ferrari despite the car’s relative ‘lack of puff’.

The 21 took wins in non-championship 1961 events- the Solitude GP for Ireland in July, the Flugplatzrennen at Zeltweg again for Ireland in September, and the Rand, Natal and South African Grands’ Prix in Jim Clark’s ‘African Tour’ in December 1961. As written here Moss did well in Australasia in early 1962.

The Lotus 21 should be remembered as both a GP winner and the progenitor of the design maxims Chapman’s ever creative mind evolved with the 1962 spaceframe  Lotus 24 and it’s revolutionary monocoque sibling, the 25.

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Love the atmospherics of this 1961 Italian GP, Monza paddock shot. #10 is Brabham’s Cooper T58 CC V8, contrast it with McLaren’s #12 CC FPF powered T55 behind. #38 and 36 are the Ireland/Clark Lotus 21 CC FPF’s before the ‘jiggery pokery’ with the chassis swap between Innes and Stirling. The pale green painted ‘T’car is UDT-Laystall’s spare, the Cooper T51 is Jack Lewis’ (Hutton Archive)

Moss’ first drive of a Lotus 21 was his steer of  Innes Ireland’s works car at Monza on 10 September.

That weekend was infamous for the tragic race collision between Jim Clark’s Lotus 21 and Taffy von Trips Ferrari 156 which resulted in von Trips death as well as that of 15 innocent spectators.

Moss took Lotus’ first ever GP win at Monaco in May. Whilst Chapman was eternally grateful he wasn’t inclined to give Moss or Walker too much of a ‘free-kick’ by selling them his latest car, the 21, given his primary aim was works car wins. In fact its probably Esso we have to blame as they were Lotus’ fuel supplier, BP were the sponsor of Rob Walker/Moss, both companies had their commercial positions to protect.

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Moss and Ireland swapping notes at Monza, Italian GP, September 1961 (GP Photo)

The Monza weekend was also significant for the first race appearance of the new 1.5 litre BRM P56 V8 and the further appearance of the Coventry Climax FWMV V8 first raced by Jack Brabham at the Nurburgring the month before.

Jack qualified his new Cooper T58 on grid 2 in the Eifel Mountains but crashed on lap 1 with a sticking throttle so the engine hadn’t been race-tested.

The P56 V8’s were fitted to modified BRM P48/57 chassis, the CC V8 to Jack’s Cooper and a specially modified Lotus 18/21 built up by the Walker Team. Team Lotus were unable to secure an engine as noted earlier, so appeared in 21’s powered by the 1.5 litre 4 cylinder FPF Mk2 used by the British teams, including BRM that year.

BRM tested their new engines with no intention to race them, Brabham raced his Cooper despite problems in practice.

Moss was sportingly offered Ireland’s factory 21 FPF, chassis ‘933’. Chapman and Ireland reasoned that Moss would have a better chance of success in a 21 rather than the tired Walker 18/21. Moss was the only Lotus driver with a vague (very) chance at the World Championship, Ireland raced the Walker 18/21 FPF engined car. In Denis Jenkinson’s race account he writes about the ‘cloak and dagger’ stuff behind closed garages to make the necessary change of chassis and body work between Moss and Ireland, the secretive stuff was doubtless so as not to upset the trade supporters of both teams.

Which brings us back to ‘ole 935’ and the photo at this articles outset.

The two works Lotus Monza chassis according to Nye’s ‘Theme Lotus’ were ‘933’ and ‘934’. If ‘935’ was at Monza there was no point making the chassis and bodywork changes between the Moss/Ireland cars both Jenkinson and Nye report took place. If ‘935’ were at Monza either as a works spare or delivered to the Walker Team Moss would have raced it and Ireland his regular works 21 rather than the inferior Walker 18/21.

So, whats the explanation of the photo then?

Either it isn’t Monza, although i am inclined to believe Nye who has been there once or twice! The probable story is that the engine cover of the new ‘935’ was ‘borrowed’ and fitted to one of the works Lotus 21’s for the weekend. The first race entry for ‘935’ i can find, looking at non-championship and championship Grands’ Prix results later in 1961 seems be its races in New Zealand in early 1962-the 1962 NZ GP report by sergent.com describes ‘935’ as unraced before that event on 6 January.

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Moss and Alf Francis confer during Monza practice, by the look of it neither are ‘happy campers’, the Lotus 18/21 CC FWMV  chassis #’906′ was always a handful (GP Library)

The Moss 18/21 was modified to fit the FWMV V8 with the assistance of Ferguson Research.

The rear of the 18 chassis aft of the drivers seat was ‘chopped off’ and replaced with a frame to suit the width and mounting needs of the new engine. 21 rear suspension was incorporated comprising new 21 uprights which were located at the top by a link to the chassis thus relieving the half shafts of the suspension loads the solid ‘shafts of the 18 performed- the new components had Hardy Spicer splined shafts to accommodate ‘plunge and droop’.

A Colotti Type 32 gearbox was used. The rear framework was a complete assembly which attached to the main frame by large bolts screwed into the ends of the tubes, which had been plugged and tapped. The structure was made from small diameter tubing which had to be detached completely before the engine and gearbox could be removed. The car was finished in a big hurry so the old Lotus engine cover was retained with a bulge to clear the four downdraft Webers.

Whilst no-doubt well engineered it doesn’t all add up to the levels of torsional stiffness no doubt required to put all of the new engines power to the ground effectively.

During the race the tragic accident between Clark and von Trips occurred on the first lap, the German and hapless spectators killed, the race continued whilst the carnage was attended to.

Moss retired on lap 36 with wheel bearing failure, Ireland on lap 5 with chassis problems and Brabham’s FWMV failed on lap 8 due to overheating problems- shortcomings sorted over the winter off-season.

Phil Hill’s Ferrari 156 won the race and  1961 title from Gurney’s Porsche 718 and McLaren’s Cooper T55 FPF.

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The Walker Lotus 18/21 CC V8 during 1961 Monza practice (GP Library)

 

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Italian GP ’61 start with a swag of 5 Ferrari’s up front, leading green car at left is probably Hill G’s BRM Climax, Clark is between Hill and a Ferrari, thats Gurney’s Porsche 718 on the right from grid 12, the carnage took place shortly thereafter (Klemantaski)

 

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Moss in the Walker bodied works Lotus 21 CC FPF during the race, dicing with Gurney’s 2nd placed Porsche 718 (GP Library)

New Zealand…

Over that 1962 European winter Coventry Climax worked on the reliability of the FWMV and BRM their P56 V8 and the P578 chassis to carry it. At Cheshunt Colin Chapman was building the spaceframe 24 and its epochal monocoque sibling, the Lotus 25.

Both marques were the key players in an amazing 1962 season which in the main didn’t feature Stirling Moss, whose Glover Trophy career ending accident took place on Easter Monday 23 April 1962 in the Walker Lotus 18/21 Climax V8 ‘906’ described above.

The Walker Team would make do with their 18/21 in GP’s, later in the season they raced two Lotus 24 FWMV’s but by the time they were ready Moss’ career was finito.

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Moss looking after the fans, Kiwi kiddies drawn to the great Brit, Ardmore NZGP meeting. Car is 21 ‘935’ (Stephen Page)

For Moss, in the meantime there were the annual summer internationals to contest in Australasia.

Whilst Stirling loved the speed of his Lotus he revelled in the forgiving ‘chuckability’ and robustness of Coopers. Robust is not an apt adjective to describe the Lotus single-seaters of the period. So, hedging his bets for his 1962 Australasian Tour he had Rob Walker ship both ‘935’ as well as a Cooper T55 ‘F1-7-61’  on the long voyage south. Both cars were Coventry Climax FPF powered- engines of both 2.5 and 2.7 litres capacity were used, our International Series was run to Formula Libre in its pre-Tasman Cup formula days.

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Moss and second placed Surtees on the Ardmore victory dais (Stephen Page)

Moss raced the Lotus to an NZ GP win at Ardmore on 6 January and at the Wigram Airfield circuit event fitted with 2.5 litre FPF’s. At Levin and Teretonga he was second in the Cooper powered by a 2.7 FPF, Brabham won at Levin and McLaren at Teretonga- so Moss’ campaign had started well.

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Borgward Isabella and 21 off to the next round of the NZ Internationals at Levin. Shot shows the inboard front suspension, the top rocker actuating inboard mounted spring/shock. At the rear is a single top link, reversed lower wishbone, outboard spring/shock and twin radius rods. Extreme lowness clear as is the slippery nature of the body and reduction in driver space which advanced as a trend over the following decades!  (Stephen Page)

The NZ Internationals were contested by Moss, Surtees, McLaren and Salvadori, the latter three drivers in Cooper T53 Climaxes, Bandini in a Cooper T53 Maserati, Brabham a Cooper T55 Climax and Ron Flockhart, a Lotus 18 Climax.

Chris Amon made his first international appearances that summer in the ex-BRM/Brabham Maser 250F, other ‘local heroes’ were Pat Hoare Ferrari 246/256 V12, Angus Hyslop, Cooper T53 Climax and Aussies Bib Stillwell, Aston Martin DBR4/250, David McKay, Cooper T51 Climax and Arnold Glass’ in a BRM P48.

Moss ‘brained’ the NZGP field in an awful, wet race- he lapped the field winning from Surtees, McLaren and Salvadori.

Australia…

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Beautiful shot of Moss in the Walker Lotus 21 Climax 2.5 ‘935’ on Warwick Farm’s pit straight, he practised the car but raced the more ‘chuckable’ Cooper (Mal Simpson)

The cars were then shipped to Sydney, the first race of the Australian leg was the ‘Warwick Farm 100’ on the testing, technical outer western Sydney circuit on 4 February.

Moss practised both cars but elected to race the Cooper to a race win from McLaren and Stillwell.

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Moss in his Lotus 21 passes John Youl sneaking a peek over his shoulder, Cooper T51 Climax during WF practice. Youl DNF in the 2.2 litre car with clutch problems in the race, the Taswegian a very quick steerer (John Ellacott)

 

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WF 100 front row, 4 February 1962- Moss, Brabham, McLaren in Coopers T53, T55, T53 (Mal Simpson)

Moss missed the Lakeside event won by Brabham’s T55 Cooper and Longford’s ‘South Pacific Championship’ race won by Surtees Cooper T53 Climax but raced ‘935’ fitted with a 2.7 litre FPF at the Australian Grand Prix, Sandown’s inaugural meeting on 12 March.

Jack Brabham won the race in his 2.7 engined Cooper from Surtees, McLaren and Chuck Daigh in the very interesting Scarab RE Buick V8, the cars only race- read my Chuck Daigh article for that cars interesting story.

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Moss cruises the Sandown paddock in the 2.7 ‘Indy’ FPF engined Lotus ‘935’, March 1962. The man absolutely the best and fastest driver in the world at the time (Kevin Drage)

In between these Australian events, reinforcing the regularity and intensity of his racing schedule, Moss raced in the Daytona 3 Hours, finishing fourth in a Ferrari 250 GT SWB on 11 February.

After Sandown he returned to the US to contest the Sebring 3 Hours and Sebring 24 Hours on 23/24 March finishing third in an Austin Healey Sprite and DNF in a NART Ferrari Dino 248SP respectively.

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Moss, AH Sprite, Sebring 3 Hour 1962 (Tom Bigelow)

 

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Moss, maidens, Sebring 1962. That he was in such great physical shape no doubt a factor in his attraction to the babes but it  also stood him in good stead in surviving the horrific Goodwood shunt, surgery and month long coma (Tom Bigelow)

Moss then returned to Europe for the 1 April GP of Brussels and Lombank Trophy at Snetterton on 14 April yielding second and seventh in the Walker Lotus 18/21 FWMV V8 ‘906’ before that fateful day at Goodwood on 23 April.

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Moss, Goodwood, Lotus 18/21 ‘906’ not long before the prang, Easter Monday 1962 (Doug Nye)

 

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It took over an hour to cut Stirling free from the mortally wounded Lotus. One of the things I have learned and detest in researching various pieces is the vast number of gruesome images of racing crashes on the internet- you won’t ever see them here, I am all for ‘freedom of the press’ but believe there is a place for censorship of said images (Victor Blackman)

Moss was an enormously popular visitor to Australia from the mid-fifties, sadly his Goodwood 1962 accident was not too far away during his early 1962 tour.

His Antipodean fans never forgot him though.

We turned out in droves to see his ‘comeback’ drive in a Holden Torana L34 V8 at Bathurst in 1976, he shared the car with Jack Brabham. The all-star combination had a shocker of a race when Jack copped a Triumph Dolomite ‘up the arse’ on the startline thanks to his Holden’s clutch failure.

Brabham was stranded as the rest of the field moved post-haste towards Hell Corner, the unsighted Dolly was an innocent victim of Black-Jacks misfortune, the car was patched up but Jack and Stirling failed to finish, a great shame!

Moss, a great man, ’tis wonderful he remains one of our sports great ambassadors.

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Brabham/ Moss, Holden Torana L34, Bathurst 1976 (Autopics)

 

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Moss and Brabham at Bathurst in ’76, that’s Scuderia Veloce’s David McKay in between (autopics.com)

Bibliography…

Automobile Year, MotorSport 1961 Italian GP race report by Denis Jenkinson, Doug Nye ‘Theme Lotus’, William Taylor ‘The Lotus Book’, oldracingcars.com, GP Encyclopaedia, silhouet.com, Team Dan

Photo Credits…

GP Library, James Allington, Mal Simpson, Kevin Drage, Stephen Page, John Ellacott, Klemantaski Collection, John Ross Motor Racing Archive, Dave Friedman Collection, autopics.com, Victor Blackman, Doug Nye, Tom Bigelow

Tailpiece: The future. Jim Clark at Sandown, Lotus 21 Climax ‘933’, World Champion in the new, epochal monocoque Lotus 25 within two years and a GP winner within months. Here with the lower sidepanel removed due to Melbourne summer heat…

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(Kevin Drage)

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.

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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…

 

monaco 1961

A famous win for Moss, Rob Walker and the Lotus 18 Climax…

1961 was the first year of the 1.5 litre F1; Ferrari were dominant with their powerful 156’s, the little V6 was the most potent engine, the chassis not a patch on the best of the Brits but overall the Scuderia had a great year.

However, the mastery of Moss prevailed several times during 1961. The first of these performances in his lithe, nimble 1.5 Coventry Climax Mk2 engined Lotus 18 is portrayed in the season opening event by John Ketchell’s art.

The great cockpit view shows Moss chasing Jack Brabham’s Cooper T55 Climax and Richie Ginther’s Ferrari 156.

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Grid shot: #20Moss Lotus 18 Climax, #36 Ginther’s Ferrari 156 and #28 Clark Lotus 20 Climax front row. Gurney’s Porsche 718 and Phil Hill’s Ferrari 156 on row 2 (unattributed)

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Hill’s Ferrari, Clark outside #28 , Moss inside with the missing bodywork, #16 Tony Brooks BRM P48/57 Climax#36 Ginther and the silver nose of Gurney’s Porsche 718 (GP Library)

 

Credit…

John Ketchell, GP Library

Tailpiece: Maestro Moss…

moss mastery

Moss Mastery; totally relaxed as he gets every bit of performance out of the chassis of his year old Rob Walker owned Lotus 18; works drivers Clark and Ireland are in the new Lotus 20. Side bodywork removed to provide cooling air on the hot May day. Moss won Lotus’ first championship GP win with this victory (Geoff Goddard)