1949 Cooper MKIV T12

When one thinks about all a grand prix car should be small and compact usually are some of the attributes most sought. The Cooper T12, however, exceeded that attribute so greatly that it appeared almost as though it were a go-cart instead of a highly tuned grand prix car. However, the T12 helped to set the standard for what a Formula One grand prix car would become.

In 1946, Charles Cooper and his son John with the help of Eric Brandon, started the Cooper car company. The car company started out small like many others. The company started out in the Coopers' garage in Surbiton, Surrey, England, but what would evolve from out of that garage would forever revolutionize racing.

The first production race car the company produced was combined from two front ends of a Fiat chassis and was powered by a 500cc motorcycle engine. Due to combining the front ends of two similar chassis and the use of a motorcycle engine it was necessary to locate the engine behind the driver so to power the chain drive. The resulting production was called the Cooper 500, and it was successful right away. In the first post-war race at Gransden Lodge airfield, the Cooper 500, drove by Eric Brandon, went on to win. This created a high demand for the new and revolutionary car. Very soon, Cooper became the largest post-war racing car manufacturer as it produced a rather inexpensive and competitive option for just about every person with racing aspirations.

The bodywork aft of the cockpit was raised vertically to make room for the gas tank and to create a slimmer profile following the shape of the driver and around the rear engine. Two rather large (large given the overall size of the car) air-scoops protrude like ears just off of the driver's shoulders on either side. The nice aspect about the rear-engine design was the fact the exhaust pipes did not run down along the side of the cockpit like that on the Alfa's, the Talbot-Lagos and other chassis of the day. Instead, two large pipes exited out of the right-rear of the car and merged into one larger pipe well out the way of the driver and his normal reach.

The Cooper 500 was more than competitive, it was dominant. Cooper 500s ended up taking 64 of 78 Formula 3 races between 1951 and 1954. This unrivaled success enabled Cooper to grow and it allowed the company to begin dabbling in higher tier racing. To compete on a higher level Cooper updated the 500's chassis calling the car the T12. The T12 made its debut during the 1950 Monaco Grand Prix with Harry Schell at the wheel. The T12's debut was markedly short as Schell became entangled in a melee on the very first lap of the race. This was a short debut but it signaled the beginning of a new age in racing.

Despite racing in a Formula One race, performance wise, the Cooper T12 was practically obsolete immediately, and thus, only entered the one championship race. A few T12s did make some other appearances at non-championship races throughout 1950. Coopers competed at the Jersey Road race and both the Nottingham and Ulster trophy races with little positive results. Other than these races, the Cooper chassis was a rather rare entrant and did not compete past 1950 in the higher-tier racing categories, but its impact did not go unnoticed.

Although the T12 would practically revolutionize grand prix racing Cooper did not recognize what they had on their hands right away. The placement of the engine at the rear of the chassis was more the result of practicality than purpose. Cooper, by the mid-50s did recognize the advantages, however, and began producing race cars with engines in the rear of the car. By 1957 the rear-engined Cooper chassis were running up in the top ten and were gaining the notice of many. In many peoples' eyes, however, the rear-engine revolution truly began when a Cooper chassis ended up winning two races back-to-back in 1958. When a rear-engine Cooper enabled Jack Brabham to win the World Championship in both 1959 and 1960 the advantages of the rear engine became self-evident. From that point on, every car to win the World Championship has had an engine in the rear of the car. The placement of the engine at the rear, behind the driver, enabled the designer to fashion a design that sat lower to the ground and with the center of the weight toward the middle of the car. This meant the rear-engined car was much more stable and less apt to spin.

There is a saying, 'Don't despise small beginnings.' One thing the T12 was is 'small', and yet, from this little engine that could came a revolution. This car looked out of place, like a runt running with thoroughbreds. Its size places the T12 more in the category of soapbox derby car than high performance racing machine, yet, this car ended up proving to be the grand father of modern racing.

By Jeremy McMullen

After World War II, Europe was ready to get back to racing, Charles Cooper and his son John Cooper created the Cooper Car Company in 1947 after the racers they created were desperately sought after by privateers. The racers they built were very competitive and just as impressive though their existence could be viewed as accidental. Materials were in short supply due to the war so the racers were constructed by joining two old Fiat Topolino front ends together. Power came from a JAP 500 cc motorcycle engine. It was placed behind the driver purely for convenience; a chain was attached to the engine and drove the rear wheels.

The small racer was called the Cooper 500, and it was meant as an inexpensive entrant into the racing world. Soon, it was astonishing for everyone, even the drivers. Soon, due to increasing popularity, the company became the world's largest post-war manufacturer of racing cars for privateers.

During the period from 1951 through 1954, the Cooper 500s accounted for 64 victories out of the 78 major races they entered.

By Daniel Vaughan | May 2009

Harry Schell

Racing can be infectious. Harry Schell's mother was not immune to its effect. It helped that she descended from a wealthy family, as racing is also an expensive infection. Harry and his mother moved from America to France. It was in France that Harry's mother met Laury Schell and soon the two of them became quite invested in auto racing, specifically rallying. Born in 1928, Harry grew up watching his parents race cars. The infection spread.
Shortly before World War II, Harry's parents were involved in an accident that killed Laury and severely injured his mother Lucy. As the 'Blitz' rolled through western Europe, and the Germans came to occupy France, Harry and his mother left France and returned to America. Harry had already served in the war with the Finnish Air Force in 1939. However, upon returning to America, Harry was given a commission in the U.S. Tank Corp.

Upon cessation of hostilities, Harry returned to Europe and to racing. Schell drove Coopers in Formula 3 and Formula 2. When the Formula One Championship began in 1950, Schell was there. Schell's first race came during the Championship's second round, the Monaco Grand Prix. Harry arrived with his little Cooper T12.

Harry, under the team name Horschell Racing Corporation, qualified in the 20th spot for the Monaco Grand Prix; with no time. The race did not go any better. Schell was unable to complete even one lap after being involved in a collision at the harbor chicane. Harry, along with the majority of the field, was knocked out of the race.
Schell skipped the next event, the Indianapolis 500, but showed up at the event after, the Swiss Grand Prix at Bremgarten. Harry arrived under another team name. Instead of Horschell Racing Corporation, Schell ran under his new team name Ecurie Bleue. Harry also arrived with a different car. Harry chose to drive a Talbot-Lago T26C for the Swiss Grand Prix. (See the article Talbot-Lago TT26C).

Schell, like many other entrants, abandoned going to the Belgian Grand Prix held at Spa-Francorchamps. Besides the championship races there were many other non-championship races taking place almost every weekend and this pace led to many teams not making the trip to Belgium. Schell, however, would end up not only skipping the Belgian Grand Prix but also the remaining French Grand Prix and Italian Grand Prix.

Schell would compete in one other grand prix race in 1950 and it was the non-World Championship race at the Grand Prix of the Nations in Geneva. Schell started the race in the 12th spot after qualifying ten seconds slower than pole winner Villoresi. Schell's race ended after only 12 laps due to fuel tank problems. However, the race would have a much more tragic end as Villoresi spun and went flying into the crowd killing some spectators and severely injuring himself.

The few starts Schell made throughout 1950 do little to tell whether he drove in Formula One as the result of a passion for grand prix racing or out of habit, which was handed down to him through his parents. No matter what his motivation was Schell would end up being part of history and the revolutionizing of grand prix racing with his one start at the Monaco Grand Prix with the rear-engine Cooper T12. Entering only the couple of championship races, as well as his career results could easily overshadow reality. The reality was that Schell was regarded highly by his peers. Despite his playboy lifestyle and mindset, Schell was considered a gentleman behind the wheel with very capable ability, a consistent competitor.

Sources and further reading

'Harry Schell.' Wikipedia, The Free Encyclopedia. 14 May 2009, 10:17 UTC. 19 May 2009 http://en.wikipedia.org/w/index.php?title=Harry_Schell&oldid=289851323.

'1950 Formula One season.' Wikipedia, The Free Encyclopedia. 14 May 2009, 15:35 UTC. 19 May 2009 http://en.wikipedia.org/w/index.php?title=1950_Formula_One_season&oldid=289896911.

By Jeremy McMullen