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1953 Cooper MG Barchetta

Roadster

Lionel Leonard was an MG tuner of some renown in England. He purchased a Cooper MG chassis from John Cooper. The prototype Cooper-MG car was produced in 1950 and was based on an extended frame of the Mark IV chassis. In June of 1950, the car made its racing debut in the hands of Stirling Moss. Powered by a 1250cc engine, the car was driven to an impressive fifth place overall.

This car was delivered to Alan Brown as a Cooper Bristol Formula II team car. Given that Brown was a driver of considerable reputation in the 1950s, he raced the Cooper throughout England and Europe.

Brown converted this car into a sports racer at the close of the 1953 racing season. The aluminum coachwork was done by Wakefield of Byfleet, who closely copied Vignale's coachwork found on early Ferrari sports racers. The two-seater was quickly sold to Tom Kyffin's Equipe Devon racing team and given the road registration UPF440, which is how most British sports racers are identified. UPF440 was raced at Brands Hatch, Crystal Palace, Goodwood, the hill climb at Tranjwainton, and many European events. At some point, the six-cylinder Bristol motor was removed and replaced with an MG XPAG four-cylinder motor for the hotly contested British club racing scene.

The Cooper MG was imported into the United States by the legendary Anatoly Artunoff in the early 1970s in 'basket case' condition. The current owner purchased the car in the early 1990s and had a painstaking restoration done by The Creative Workshop in South Florida. It has been raced with the VDCA and participated in several tours.

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 the 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 Dan Vaughan