1959 Cooper T51

Chassis Num: F2-23-59
This 1959 Cooper T-51 was driven in Formula 1 competition by Lucien Bianchi and Roy Salvadori. It has been driven by Steve Froines since 1983 in vintage races, after a ten year restoration.

This car has run eighteen Monterey Historic races and the streak continues. It is powered by a four-cylinder engine capable of producing 240 horsepower. It has an ERSA gearbox and an independent suspension.
Chassis Num: F2-26-59
This car, with chassis number F2-26-59, was raced by Dan Gurney, Oliver Gendebien, Henry Taylor, and Tony Brooks during the 1960 season. Gurney drove it to a seventh overall at the Silver City Trophy at Brands Hatch. Gendebien drove it to a seventh place finish at the Portuguese Grand Prix; Taylor finished fourth at the French Grand Prix, and Brooks finished fifth at the British GP, 4th at Monaco, and DNF'd at the Dutch Grand Prix due to a gearbox problem.
By Daniel Vaughan | Jun 2007
Chassis Num: F2-24-59
This 1959 Cooper T-51 left the factory in October 1959 and was delivered to the Yeoman Credit works where it was fitted with a Coventry Climax FPF 2.5-liter engine and Colotti 5-speed transaxle. The car still has that original engine and transaxle. This T-51 is finished in the distinctive (but original and proper) Yeoman credit livery of Lime Green and Red. The car also features the unique carburetor air intake ducting found only on the Yeoman Credit cars. This T-51 was the most successful of the 3 Yeoman Credit cars competing in the 1960 Grand Prix Formula 1 season and placed 2nd, 4th, 5th and 9th with two DNFs. The T-51 was then shipped to Australia where it raced for some time after which it returned to the United Kingdom. In the 1991 to 2005 time frame, the car raced at historic events in Continental Europe and the United Kingdom. The Cooper Type T51 ran the Indy 500 in 1961 and was the only rear-engine car there but it was clear that the days of the front-engine Indy roadsters were almost over. Once again, the T-51 lead the way.
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 | Jul 2012
Recent Vehicle Additions

Scuderia Ugolini: 1959 Formula One Season

While the name Ferrari is recognized the world over Ugolini on the other hand is only a name recognized by those very knowledgeable of motor racing and football However the name is nearly as vitally...

John Fisher: 1959 Formula One Season

Throughout the history of Formula One there have been many names that have come and gone many of which barely make a mark on the sport other than in the history books However in 1959 Bruce Halford...

R.H.H. Parnell: 1959 Formula One Season

In 1951 Reg Parnell pulled off a huge upset surviving an absolute deluge of rain that flooded the Silverstone circuit during the BRDC International Trophy race Parnell would manage to keep his Ferrari...
High Efficiency Motors: 1958 Formula One Season

High Efficiency Motors: 1958 Formula One Season

C T Tommy Atkins would start out his career as a motorcycle racer riding Douglas motorcycles in the early 1930s By the time the mid to late 50s rolled around Atkins had moved on from racing but...
1962 Monaco Grand Prix: McLaren Carries the Cooper Flag back to the Top

1962 Monaco Grand Prix: McLaren Carries the Cooper Flag back to the Top

By the beginning of the 1962 Formula One season Jack Brabham had left Cooper to form his own racing team It seemed the glories days of the double World Championship were well and truly behind them However...

1959 Formula One Season
Owen Racing OrganisationBRMP25 Sweden Joakim 'Jo' Bonnier
United Kingdom Ron Flockhart
United States Harry Schell 
11 Jim RathmannWatson United States Jim Rathmann 6
 David FryFry United Kingdom Michael Johnson Parkes 
 Leader Cards Inc.Kurtis United States Rodger M. Ward 
 Camoradi InternationalTec-Mec
Brazil Frederico J C Themudo 'Fritz' d'Orey 
 Porsche KGPorsche Italy Maria Teresa de Filippis
Germany Wolfgang von Trips 
 Ecurie MaarsbergenPorsche Netherlands Carel Godin de Beaufort 
 Jean Marie BehraPorsche France Jean Marie Behra 
 Blanchard Automobile CoPorsche United States Harry Blanchard 
 Scuderia FerrariFerrari
246 F1 
United Kingdom Henry Clifford Allison
France Jean Marie Behra
United Kingdom Charles Anthony Standish 'Tony' Brooks
Belgium Olivier Gendebien
United States Daniel Sexton Gurney
United States Philip Toll Hill, Jr
Germany Wolfgang von Trips 
 David Brown CorporationAston Martin United Kingdom Roy Francesco Salvadori
United States Carroll Hall Shelby 
 Vandervell ProductsVanwall United Kingdom Charles Anthony Standish 'Tony' Brooks 
 Paul Emery Connaught CarsConnaught United States Boris 'Bob' Said 
 Team LotusLotus
United Kingdom Norman Graham Hill
United Kingdom Robert McGregor Innes Ireland
United States Gerard Carlton 'Pete' Lovely
United Kingdom Alan Stacey 
 John FisherLotus
United Kingdom Bruce Halford 
 Dennis TaylorLotus United Kingdom Dennis Taylor 
 Dorchester Service StationLotus United Kingdom David Piper 
 Scuderia UgoliniMaserati Italy Giulio Cabianca
Netherlands Carel Godin de Beaufort
Italy Giorgio Scarlatti 
 Monte Carlo Auto SportMaserati Monaco André Testut 
 Philip CadeMaserati United States Philip Cade 
 John Brian NaylorJBW
United Kingdom John Brian Naylor 
 Ecurie BelgeCooper Belgium Lucien Bianchi
Belgium Alain Carpentier de Changy 
 Jean LucienbonnetCooper France Jean Lucienbonnet 
 Cooper Car CompanyCooper Australia Sir John Arthur 'Jack' Brabham
United States Masten Gregory
New Zealand Bruce Leslie McLaren
Italy Giorgio Scarlatti 
 Rob Walker Racing TeamCooper United Kingdom Sir Stirling Moss
France Maurice Bienvenu Jean Paul Trintignant 
 British Racing MotorsCooper United Kingdom Chris Bristow
United Kingdom Ivor Léon John Bueb
Germany Hans Herrmann
United Kingdom Sir Stirling Moss 
 High Efficiency MotorsCooper United Kingdom Jack Fairman
United Kingdom Roy Francesco Salvadori 
 Scuderia Centro SudCooper Asdrúbal Esteban Fontes 'Pocho' Bayardo
United Kingdom Ian Burgess
United Kingdom Colin Charles Houghton Davis
Portugal Mário Veloso de Araújo Cabral
Brazil Frederico J C Themudo 'Fritz' d'Orey
Germany Hans Herrmann 
 Ace GarageCooper United Kingdom Trevor Taylor 
 Equipe Alan BrownCooper United Kingdom Peter Hawthorn Ashdown
United Kingdom Michael Taylor 
 Gilby EngineeringCooper United Kingdom Keith Greene 
 United Racing StableCooper United Kingdom Bill Moss 
 Reginald Harold Haslam ParnellCooper United Kingdom Reginald 'Tim' Parnell
United Kingdom Henry Taylor 
 OSCA AutomobiliCooper Argentina Alejandro de Tomaso 
 Michael TaylorCooper United States George Constantine 
 Ecurie BleueCooper United States Harry Schell 
 Johnny ThomsonLesovsky United States Johnny Thomson 
 Melvin E. BettenhausenEpperly United States Melvin E. 'Tony' Bettenhausen 
 Paul GoldsmithEpperly United States Paul Goldsmith 
 Johnny BoydEpperly United States Johnny Boyd 
 Duane CarterKurtis United States Duane Carter 
 Eddie JohnsonKurtis United States Eddie Johnson 
 Paul RussoKurtis United States Paul Russo 
 Anthony Joseph Foyt, Jr.,Kuzma United States Anthony Joseph 'A.J.' Foyt, Jr., 
 Leslie HartleyKuzma United States Leslie 'Gene' Hartley 
 Bob VeithMoore United States Bob Veith 
 Al HermanDunn United States Al Herman 
 Jimmy DaywaltKurtis United States Jimmy Daywalt 
 Chuck ArnoldKurtis United States Chuck Arnold 
 Jim McWitheyKurtis United States Jim McWithey 
 Edward Julius Sachs, JrKuzma United States Edward Julius Sachs, Jr 
 Al KellerKuzma United States Al Keller 
 George Francis Flaherty, Jr.Watson United States George Francis 'Pat' Flaherty, Jr. 
 Dick RathmannWatson United States Dick Rathmann 
 Bill CheesbourgKuzma United States Bill Cheesbourg 
 Don FreelandKurtis United States Don Freeland 
 Ray CrawfordElder United States Ray Crawford 
 Don BransonPhillips United States Don Branson 
 Bob ChristieKurtis United States Bob Christie 
 Robert GrimKurtis United States Robert 'Bobby' Grim 
 Jack TurnerChristiansen United States Jack Turner 
 Clarence Walter LarsonKurtis United States Clarence Walter 'Jud' Larson 
 Richard AmickKurtis United States Richard 'Red' Amick 
 Chuck WeyantKurtis United States Chuck Weyant 
 Len SuttonLesovsky United States Len Sutton 
 Charles Michael MagillSutton United States Charles Michael 'Mike' Magill 
 James Ernest BryanEpperly United States James Ernest Bryan 

1959 Season Review
RaceCircuitDateWinning DriverConstructor
 Monaco Grand Prix  MonacoMay 1959  Sir John Arthur 'Jack' BrabhamCooper 
 Indianapolis 500  IndianapolisMay 1959  Rodger M. WardWatson 
 Dutch Grand Prix  ZandvoortMay 1959  Joakim 'Jo' BonnierBRM 
 French Grand Prix  Reims-GueuxJul 1959  Charles Anthony Standish 'Tony' BrooksFerrari 
 British Grand Prix  AintreeJul 1959  Sir John Arthur 'Jack' BrabhamCooper 
 German Grand Prix German Grand Prix AVUSAug 1959  Charles Anthony Standish 'Tony' BrooksFerrari 
 Portuguese Grand Prix  Monsanto ParkAug 1959  Sir Stirling MossCooper 
 Italian Grand Prix  MonzaSep 1959  Sir Stirling MossCooper 
 United States Grand Prix United States Grand Prix SebringDec 1959  Bruce Leslie McLarenCooper 

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

Cooper Models

© 1998-2018. All rights reserved. The material may not be published, broadcast, rewritten, or redistributed.

Vehicle information, history, and specifications from concept to production.

Follow ConceptCarz on Facebook Conceptcarz Google+ Follow ConceptCarz on Twitter RSS News Feed

© 1998-2018 Conceptcarz.com Reproduction or reuse prohibited without written consent.