Monoposto
Chassis Num: F2-28-57
This is 1957 Cooper T43 with chassis number F2.28.57. It was brought to Australia in 1957 by the Australian Gold Star Champion, Alex Mildren.

In Mildren's hands, and with a 2-liter Coventry Climax Motor, the car was very successful in Australia including winning the prestigious Lowood Trophy for Formula One cars.

The car was driven at the opening of the Australian Grand Prix at Albert Park in Melbourne in 1995 by Stirling Moss and still retains its Rob Walker livery.
Monoposto
This is a very important car in the history of Grand Prix racing. This little 1.9-liter rear-engined Cooper was entered by privateer team owner, Rob Walker for Stirling Moss to drive in the 1958 Argentine Grand Prix. The car won against all the odds having suffered from gearbox and tire problems towards the end. After an injury before practice, Stirling was only able to see out of one eye. It was the first postwar World Championship race win for a rear-engined car and also the first win for a private team in Formula One. It marked the beginning of the end for front-engined race cars and the start of a long and glorious history for the innovative John Cooper whose cars went on to dominate motor sports for many years.

The Collier Collection
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.

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 availability, 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 prototype was debuted to the public at Hollyfield Road in early 1952.

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.

For the 1957 season, the CSI tried to breath new life into Formula 2 by introducing a new internationally recognized 1500cc naturally-aspirated class. The British Racing Drivers' Club reacted quickly to this new potential by forming a race for this class, making it apart of their British GP meeting at Silverstone.

British based Cooper saw an opportunity to create a customer car that would comply with these new regulations. A Climax FWB single-cam powerplant was chosen, with plans for a twin-cam version forthcoming. Cooper began by modifying their tried-and-true Coooper Bobtail to accommodate the FWB engine, a single occupant, and open-wheel racing. The water-cooled four-cylinder engine was mounted in the rear, with the fuel tank situated around the driver's legs. The total fuel capacity was around 12-gallons. The battery was in front of the fuel tank and behind the front-mounted radiator.

A four-speed Citroen-ERSA gearbox was mounted to the engine and powered the rear wheels. The wheels were cast-magnesium and sat inches away from the finned drum brakes. Disc brakes were to appear later, on the production cars. The suspension was comprised of transverse-leaf springs. The body was created from lightweight aluminum. The completed car, sharing a similar design to the Mark X 500s, weighed less than 700 pounds.

The inaugural outing for the prototype car, dubbed the T41 F2 Mark I, was at Silverstone where Roy Salvadori easily qualified on pole. The Lotus 11 provided some competition during the race, but not enough to keep the Cooper from capturing the victory. Jack Brabham would later take over the duties of driving the prototype car. His first race in the car resulted in a third place finish.

Customer orders began coming in for the capable F2 car. Rob Walker was the first to place an order and was given a loaner car to race while he waited. A few more Mark I cars followed before the T43 Mark II's were built during the close of 1956. Thought they followed much of the design of the T41, there were differences such as a later wheelbase and a slightly restyled exterior shell. The twin-cam Climax FPF dry-sump engine now rested in the place of the since-cam unit. The four-cylinder unit displaced 1475cc, had five main-bearing crankshaft, twin-choke SU DU6 carburetors, and produced just over 140 horsepower.

The Cooper T43 was in competition from 1957 through 1960. During that time it would be outfitted with Bristol, Climax, and OSCA engines. It was the first Cooper car to score a World Championship win. Sir Stirling Moss was driving Robert Walker's T43 at Buenos Aires in 1958, when the victory was gained. The victory was historic, but with only ten cars on the grid, the race was not as competitive as some other GP events.

Roy Salvadori drove the Cooper T43 car at Aintree, Nurburginr, and Pescara during the 1957 season. His best finish was at Aintree where he managed a fifth place finish after starting 14th on the grid.

For the 1958 season, the T45 Mark III was introduced. The biggest change was the front coil springs and wishbone setup which replaced the transverse leaf unit. Another improvement was with the engines positioning, which was lowered a couple of inches in the engine bay. This allowed better access to the overall gear ratios which now could be changed in a matter of minutes.

One of the major highlight for the T45's racing career came at the 1958 Monaco race where it was driven by Maurice Trintignant to a victory, capturing a victory for the Rob Walker Racing Team and for Cooper, and becoming the first rear-engined car to win a major European race. This victory, coupled with Moss's accomplishment at Buenos Aires, introduced new potential for the 'engine in the wrong place/cart before the horse' setup. There were advantages to the mid engine layout; with the engine in the rear there was no need for a driveshaft to run under the drivers seat. This allowed the driver to sit lower to the ground, increasing the center of gravity, and improving the handling. The frontal area was reduced, since it did not have to be as large. Cornering was improved, aerodynamics were better, and performance was optimal. This, plus a smaller car with fewer components meant less weight.

In 1959, Brabham, along with the Cooper factory team, would become the first to win the Formula One World Championship in a rear-engined car. By 1960, many Formula 1 teams would follow Coopers lead by switching to mid-engined layout. One of the first to do so was BRM.

Jack Brabham, Stirling Moss, and Bruce McLaren each scored victories in 1959 with their Cooper cars. Brabham won at Monaco and the British GP. Moss had qualified on the pole at Monaco, but was forced to retire due to gearbox problems, leaving the spot open for Brabham. Gearbox issues would plague the cars throughout the season. Stirling Moss won the Portuguese and Italian GP. Bruce McLaren won the United States Grand Prix at Sebring. He gained another record that day, crowned as the youngest Grand Prix winner to ever win a race. At the tender age of twenty-two, that record still persists to this day. Brabham would be crowned with the seasons Drivers' Title, partly due to better reliability, and Cooper with the Constructors' Title.

In 1960, Brabham brought one of the Championship-winning Cooper T53 'Lowline' cars to the Indianapolis Motor Speedway for testing. The car was mocked by the other teams, but it ran as high as third, though it finished in ninth place. Within a few years, the Indy cars were being powered by engines that sat behind the driver. 1965 was the first year a rear-engined car took the Indy 500 checkered flag. It was a Lotus driven by Jim Clark; since that time every car that has achieved victory at Indy has been powered by a rear-engined vehicle.

Cooper and Lotus convinced Coventry Climax to create a 2.5-liter engine which could be used to contest the 1959 season. The engines had humble beginnings, being derived from a fire-pump engine. In a short four months, the engine had been created and made its inaugural racing debut in the back of a Walker Cooper car. The Climax engine was lightweight, yet powerful.

By now, the latest Cooper cars were being introduced, the T51 Mark IV cars which were to run in Formula 1 and Formula 2 competition. Power was from the 2.5-liter Climax FWA engine and the nestled comfortably in the curved tube frame. The frame was created by curved tubes; nearly every tue making up the frame had a curve. This was another interesting part of the car, as curved tubes generally has less rigidity as a straight one. However, the ingenuity and talents of Owen Maddock had allowed for the design to be possible, with each tube positioned to increase the strength of the frame.

Coopers impressive season for 1959, with eight victories out of the 13 F1 races, had them excited for the 1960 season.

The next iteration was the T53, which had coil springs instead of the leaf springs of the T51. The bodywork was improved which gave the car better aerodynamics. The T53 was a solid performer, providing Brabham with five consecutive wins by mid-season.

the mid-engined layout revolutionized F1, with most marque's adapting the style for the 1960 and 1961 season. Ferrari was one of the last to change.

1960 was the final year for the 2.5-liter regulations. Cooper and Brabham claimed their second World Championship. Except for a victory by Stirling Moss in a Lotus at Monaco, and a Phil Hill victory at Monza in a Ferrari, all races were won by Cooper. The British had boycotted the Italian race at Monza since the circuit was using banked turns.
By Daniel Vaughan | Oct 2009

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1957 Formula One Season
PosTeamConstructorChassisDriversPoints
Sam HanksEpperly United States Sam Hanks 8
10 Jim RathmannEpperly United States Jim Rathmann 7
16 James Ernest BryanKuzma United States James Ernest Bryan 4
17 Paul RussoKurtis United States Paul Russo 3
19 Andy LindenKurtis United States Andy Linden 2
 Vandervell ProductsVanwall United Kingdom Charles Anthony Standish 'Tony' Brooks
United Kingdom Stuart Nigel Lewis-Evans
United Kingdom Sir Stirling Moss
United Kingdom Roy Francesco Salvadori 
 Porsche KGPorsche Germany Edgar Barth
Italy Umberto Maglioli 
 Owen Racing OrganisationBRM United Kingdom Jack Fairman
United Kingdom Alfred Lazarus 'Les Leston' Fingleston
United Kingdom Ron Flockhart
United States Herbert MacKay-Fraser
United Kingdom Roy Francesco Salvadori 
 Connaught EngineeringConnaught
B-Type 
United Kingdom Ivor Léon John Bueb
United Kingdom Stuart Nigel Lewis-Evans 
 Cooper Car CompanyCooper
T43 Mark II 
Australia Sir John Arthur 'Jack' Brabham
United Kingdom Alfred Lazarus 'Les Leston' Fingleston
United Kingdom Michael George Hartwell MacDowel
United Kingdom Roy Francesco Salvadori 
 Frederick Roberts GerardCooper United Kingdom Frederick Roberts 'Bob' Gerard 
 Ridgeway ManagementsCooper
T43 Mark II 
Australia Paul England
United Kingdom Anthony Ernest 'Tony' Marsh 
 John Brian NaylorCooper
T43 Mark II 
United Kingdom John Brian Naylor 
 Scuderia FerrariFerrari
801 
Italy Eugenio Castellotti
United Kingdom Peter John Collins
Spain Alfonso de Portago
Argentina José Froilán González
United Kingdom Mike Hawthorn
Italy Luigi Musso
Italy Cesare Perdisa
France Maurice Bienvenu Jean Paul Trintignant
Germany Wolfgang von Trips 
 Officine Alfieri MaseratiMaserati
250F 
France Jean Marie Behra
Argentina Juan Manuel 'El Chueco' Fangio
Spain Paco Godia
Germany Hans Herrmann
Argentina Carlos Alberto Menditeguy
United Kingdom Sir Stirling Moss
Italy Giorgio Scarlatti
United States Harry Schell 
 Scuderia Centro SudMaserati
250F 
Sweden Joakim 'Jo' Bonnier
Argentina Alejandro de Tomaso
United States Masten Gregory
Germany Hans Herrmann
United States Harry Schell
France André Simon 
 Luigi PiottiMaserati
250F 
Italy Luigi Piotti 
 Horace GouldMaserati
250F 
United Kingdom Horace Gould 
 Joakim BonnierMaserati
250F 
Sweden Joakim 'Jo' Bonnier 
 Gilby EngineeringMaserati
250F 
United Kingdom Ivor Léon John Bueb 
 Bruce HalfordMaserati
250F 
United Kingdom Bruce Halford 
 Ottorino VolonterioMaserati
250F 
France André Simon
Switzerland Ottorino Volonterio 
 Johnny BoydKurtis United States Johnny Boyd 
 Marshall TeagueKurtis United States Marshall Teague 
 Pat O'ConnorKurtis United States Pat O'Connor 
 Bob VeithPhillips United States Bob Veith 
 Leslie HartleyLesovsky United States Leslie 'Gene' Hartley 
 Jack TurnerKurtis United States Jack Turner 
 Johnny ThomsonKuzma United States Johnny Thomson 
 Bob ChristieKurtis United States Bob Christie 
 Chuck WeyantKuzma United States Chuck Weyant 
 Melvin E. BettenhausenKurtis United States Melvin E. 'Tony' Bettenhausen 
 Johnnie ParsonsKurtis United States Johnnie Parsons 
 Don FreelandKurtis United States Don Freeland 
 Jimmy ReeceKurtis United States Jimmy Reece 
 Don EdmundsKurtis United States Don Edmunds 
 Johnnie TolanKurtis United States Johnnie Tolan 
 Al HermanDunn United States Al Herman 
 Fred AgabashianKurtis United States Fred Agabashian 
 Edward Julius Sachs, JrKuzma United States Edward Julius Sachs, Jr 
 Charles Michael MagillKurtis United States Charles Michael 'Mike' Magill 
 Eddie JohnsonKurtis United States Eddie Johnson 
 Bill CheesbourgKurtis United States Bill Cheesbourg 
 Al KellerKurtis United States Al Keller 
 Jimmy DaywaltKurtis United States Jimmy Daywalt 
 Ed ElisianKurtis United States Ed Elisian 
 Rodger M. WardLesovsky United States Rodger M. Ward 
 Troy RuttmanWatson United States Troy Ruttman 
 Eddie RussoKurtis United States Eddie Russo 
 Elmer GeorgeKurtis United States Elmer George 

1957 Season Review
RaceCircuitDateWinning DriverConstructor
 Argentine Grand Prix  Oscar GálvezJan 1957  Juan Manuel 'El Chueco' FangioMaserati 
 Monaco Grand Prix  MonacoMay 1957  Juan Manuel 'El Chueco' FangioMaserati 
 Indianapolis 500  IndianapolisMay 1957  Epperly 
 French Grand Prix  Rouen-Les-EssartsJul 1957  Juan Manuel 'El Chueco' FangioMaserati 
 British Grand Prix  AintreeJul 1957  Charles Anthony Standish 'Tony' BrooksVanwall 
 German Grand Prix  NürburgringAug 1957  Juan Manuel 'El Chueco' FangioMaserati 
 Pescara Grand Prix  PescaraAug 1957  Sir Stirling MossVanwall 
 Italian Grand Prix Italian Grand Prix MonzaSep 1957  Sir Stirling MossVanwall 

Formula One World Drivers' Champions
1950 G. Farina
1951 J. Fangio
1952 A. Ascari
1953 A. Ascari
1954 J. Fangio
1955 J. Fangio
1956 J. Fangio
1957 J. Fangio
1958 M. Hawthorn
1959 S. Brabham
1960 S. Brabham
1961 P. Hill, Jr
1962 N. Hill
1963 J. Clark, Jr.
1964 J. Surtees
1965 J. Clark, Jr.
1966 S. Brabham
1967 D. Hulme
1968 N. Hill
1969 S. Stewart
1970 K. Rindt
1971 S. Stewart
1972 E. Fittipaldi
1973 S. Stewart
1974 E. Fittipaldi
1975 A. Lauda
1976 J. Hunt
1977 A. Lauda
1978 M. Andretti
1979 J. Scheckter
1980 A. Jones
1981 N. Piquet
1982 K. Rosberg
1983 N. Piquet
1984 A. Lauda
1985 A. Prost
1986 A. Prost
1987 N. Piquet
1988 A. Senna
1989 A. Prost
1990 A. Senna
1991 A. Senna
1992 N. Mansell
1993 A. Prost
1994 M. Schumacher
1995 M. Schumacher
1996 D. Hill
1997 J. Villeneuve
1998 M. Hakkinen
1999 M. Hakkinen
2000 M. Schumacher
2001 M. Schumacher
2002 M. Schumacher
2003 M. Schumacher
2004 M. Schumacher
2005 F. Alonso
2006 F. Alonso
2007 K. Raikkonen
2008 L. Hamilton
2009 J. Button
2010 S. Vettel
2011 S. Vettel
2012 S. Vettel
2013 S. Vettel
2014 L. Hamilton
2015 L. Hamilton
2016 N. Rosberg
2017 L. Hamilton

Monaco
T-56
T24
T51
T53

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