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1952 Cooper T20 MKI news, pictures, and information | ||
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 |  |  | Monoposto Chassis Num: CB/5/52 |
In 1953 it was shipped to Argentina for the first Argentine Grand Prix with driver John Barber (8th place) and the ninth Buenos Grand Prix with driver Teddy Schwelm (12th place). Also Goodwood and Ibstock in the UK with drivers Jeff Sparrowe and George Hartwell.
In 1955 it was shipped to New Zealand by Jack Brabham and later entered in the 1957 New Zealand Grand Prix with driver Gavin Quirk (DNS). While in New Zealand it was raced extensively in hill climb and various other races.
In 1996 it returned to the UK and currently owned, maintained and raced by Brian Horwood.
This car is powered by a six-cylinder engine capable of producing 160 horsepower. It has a Reistor gearbox and transverse leaf spring suspension.
The Cooper T20 was produced beginning in 1952 and was powered by a L6 Bristol engine. The Bristol engine had been chosen because it was viewed as the best available 2-liter unit at the time. The manufacturer, Bristol Aeroplane Company based the six-cylinder engine's design on the pre-war BMW 328. The engine displaced 1971cc with hover-head valves actuated by cross-pushrods. In standard guise it produced nearly 130 horsepower, which was about 40 horsepower less than the competition.
The engine was lacking in power in comparison to its competition. Cooper chose to continue with the engine due to its availablity, reliability, and parts were in abundance. To compensate for its lack of power, Cooper devised an uncomplicated and lightweight chassis. The resulting car was the Cooper T20, also known as the Cooper-Bristol Mark I (MKI). A prototpye was debuted to the public at Hollyfield Road in early 1952.
The car was given a four-speed manual gearbox and a traditional Cooper suspension. The suspension included tranverse leaves and tubular wishbones. The chassis had been inspired by the Mark V 500 and featured a box-section chassis with holes drilled into the frame to reduce the overall weight. The steering was by rack-and-pinon with a 1.75 turns lock-to-lock. Located on all four corners were Cooper magnesium cast-type that measured 10-inches in diamater.
The prototype car was sold to Archie Bryde. Bob Chase purchase a T20 and it was raced by Mike Hawthorn who had much success with the car. At the Belgian Grand Prix, it was driven to a spectacular fourth place finiish. Late, a third place finish in the British Grand prix was achieved. A fourth at the Dutch Grand Prix earned him a fourth place finish in the World Championship. Hawthorn drove the car to a victory at the Lavant Cup where he was chased by two other Cooper-Bristols. Another victory was scored at the Formule Libre Chichester Cup.
Mike Hawthorn's career would continue with much success. The T20 had paved the way for this aspiring driver. The Cooper-Bristol T20 often outclassed the more powerful cars, though they had trouble beating the Ferrari's. It was Cooper's first Formula 2 car and was replaced in 1953 by the T23, also known as the Cooper Bristol MKII. The T23 had many improvements, such as a lighter tubular frame and larger brakes. The drum brakes of the MKI had been one of the vehicles achilles heal. The MKII's were given 11-inch Alfin light-alloy drums. The body was slightly redesigned, making it smoother and more aerodynamic. Powered by Bristol engines, the car failed to score any championship points during hte 1953 season. At the conclusion of the 1953 season, the cars were raced in Formula Libre classes, by such memorable names as Australia's Jack Brabham.
During the very early 1950s, Cooper had built a reputation by dominating the Formula 3 class. This had been a profitable venture and the company had wanted to diversify by moving into the Formula 2 class. Their customers had been asking for a Formula 2 car in which they could continue to climb the racing class ladder. Thus, the creation of the Formula 2 Cooper T20 MKI's. The car had proved capable, but more was required to become a serious contender. Hawthorn joined with Maranello in 1953, competing in F1 competition under the Ferrari banner. His career would continue for several years, mostly at the wheel for Ferrari's and Maserati's.
Coopers next iteration of the T20 was the Mark II, T23. All, but one, of the cars were powered by Bristol engines, still with the engine being placed in the front. One example was given a BRG Alta engine and owned by Peter Whitehead and driven by Moss.
One of the factory drivers was Britshman, John Barber. He traveled to Argentina at the start of the 1953 F1 season to compete with his Cooper T23. He managed an eighth place finish, seven laps down from the victor. Cruz Schwelm entered an MKI, but it retired prematurely due to mechanical problems.
Alan Brown and Cruz Schwelm retired in the Buenos Aires City Libre GP, and Barber managed an 11th place finish in the Mark II.
At the close of the season, Gerard and Moss had managed some victories in minor events. The Cooper MKI and MKII models continue to race, with some being converted to sports racing cars. Some of the cars had success in the Formula Libre class and in Formula 1, though with larger engines and improvements throughout the vehicle.
The 1953 World Championship season had run under Formula 2 regulations. At the close of the season, the regulations changed to 2.5-liters in natural aspirated. Cooper decided to focus on Formula 3, unveiling the newest contender, the Mark VIII 500 in October. The 'curved-tube' concept was unveiled to the public where its streamlined body was hailed as the sleekest Cooper to-date.
By Daniel Vaughan | Jun 2007
The engine was lacking in power in comparison to its competition. Cooper chose to continue with the engine due to its availablity, reliability, and parts were in abundance. To compensate for its lack of power, Cooper devised an uncomplicated and lightweight chassis. The resulting car was the Cooper T20, also known as the Cooper-Bristol Mark I (MKI). A prototpye was debuted to the public at Hollyfield Road in early 1952.
The car was given a four-speed manual gearbox and a traditional Cooper suspension. The suspension included tranverse leaves and tubular wishbones. The chassis had been inspired by the Mark V 500 and featured a box-section chassis with holes drilled into the frame to reduce the overall weight. The steering was by rack-and-pinon with a 1.75 turns lock-to-lock. Located on all four corners were Cooper magnesium cast-type that measured 10-inches in diamater.
The prototype car was sold to Archie Bryde. Bob Chase purchase a T20 and it was raced by Mike Hawthorn who had much success with the car. At the Belgian Grand Prix, it was driven to a spectacular fourth place finiish. Late, a third place finish in the British Grand prix was achieved. A fourth at the Dutch Grand Prix earned him a fourth place finish in the World Championship. Hawthorn drove the car to a victory at the Lavant Cup where he was chased by two other Cooper-Bristols. Another victory was scored at the Formule Libre Chichester Cup.
Mike Hawthorn's career would continue with much success. The T20 had paved the way for this aspiring driver. The Cooper-Bristol T20 often outclassed the more powerful cars, though they had trouble beating the Ferrari's. It was Cooper's first Formula 2 car and was replaced in 1953 by the T23, also known as the Cooper Bristol MKII. The T23 had many improvements, such as a lighter tubular frame and larger brakes. The drum brakes of the MKI had been one of the vehicles achilles heal. The MKII's were given 11-inch Alfin light-alloy drums. The body was slightly redesigned, making it smoother and more aerodynamic. Powered by Bristol engines, the car failed to score any championship points during hte 1953 season. At the conclusion of the 1953 season, the cars were raced in Formula Libre classes, by such memorable names as Australia's Jack Brabham.
During the very early 1950s, Cooper had built a reputation by dominating the Formula 3 class. This had been a profitable venture and the company had wanted to diversify by moving into the Formula 2 class. Their customers had been asking for a Formula 2 car in which they could continue to climb the racing class ladder. Thus, the creation of the Formula 2 Cooper T20 MKI's. The car had proved capable, but more was required to become a serious contender. Hawthorn joined with Maranello in 1953, competing in F1 competition under the Ferrari banner. His career would continue for several years, mostly at the wheel for Ferrari's and Maserati's.
Coopers next iteration of the T20 was the Mark II, T23. All, but one, of the cars were powered by Bristol engines, still with the engine being placed in the front. One example was given a BRG Alta engine and owned by Peter Whitehead and driven by Moss.
One of the factory drivers was Britshman, John Barber. He traveled to Argentina at the start of the 1953 F1 season to compete with his Cooper T23. He managed an eighth place finish, seven laps down from the victor. Cruz Schwelm entered an MKI, but it retired prematurely due to mechanical problems.
Alan Brown and Cruz Schwelm retired in the Buenos Aires City Libre GP, and Barber managed an 11th place finish in the Mark II.
At the close of the season, Gerard and Moss had managed some victories in minor events. The Cooper MKI and MKII models continue to race, with some being converted to sports racing cars. Some of the cars had success in the Formula Libre class and in Formula 1, though with larger engines and improvements throughout the vehicle.
The 1953 World Championship season had run under Formula 2 regulations. At the close of the season, the regulations changed to 2.5-liters in natural aspirated. Cooper decided to focus on Formula 3, unveiling the newest contender, the Mark VIII 500 in October. The 'curved-tube' concept was unveiled to the public where its streamlined body was hailed as the sleekest Cooper to-date.
By Daniel Vaughan | Jun 2007
 |  |  | Monoposto |
Over three seasons, the team had four Formula One Grand Prix entries; the first was by David Murray himself, driving a Cooper T20 in the 1952 British Grand Prix. Unfortunately, he retired prematurely from the race due to engine troubles.
For 1953, the team entered two cars - a Cooper T20 for Jimmy Stewart and a new Connaught A Type for Ian Stewart. Again, neither driver was able to finish the race. Jimmy spun off the track on lap 79, and Ian was forced out of the race due to engine problems.
The final F1 outing for the team was at the 1954 British Grand Prix, where the Connaught was again entered, this time driven by Leslie Thorne. The car finished the race, though it was twelve laps behind the leader. The team then turned their attention and efforts solely on sports car events.
This Cooper-Bristol T20 MK1 was delivered new to the stable of David Murray. It was driven by Murray in the 1952 British Grand Prix, and by Mr. Stewart in the 1953 British Grand.
By Daniel Vaughan | May 2012
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| Race | Circuit | Date | Winning Driver | Constructor |
 Swiss Grand Prix | Bremgarten | May 1952 |  Piero Taruffi | Ferrari |
 Indianapolis 500 | Indianapolis | May 1952 | Troy Ruttman | Kuzma |
 Belgian Grand Prix  | Spa-Francorchamps | Jun 1952 | Alberto Ascari | Ferrari |
 French Grand Prix | Rouen-Les-Essarts | Jul 1952 | Alberto Ascari | Ferrari |
| British Grand Prix | Silverstone | Jul 1952 | Alberto Ascari | Ferrari |
 German Grand Prix | Nürburgring | Aug 1952 | Alberto Ascari | Ferrari |
 Dutch Grand Prix | Zandvoort | Aug 1952 | Alberto Ascari | Ferrari |
| Italian Grand Prix | Monza | Sep 1952 | Alberto Ascari | Ferrari |
| Monaco T-56 T24 T51 T53 |
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