The Cooper Car Company was a British car manufacturer founded in December 1947 by Charles Cooper and his son John Cooper. Together with John's boyhood friend, Eric Brandon, they began by building racing cars in Charles's small garage in Surbiton, Surrey, England, in 1946. Through the 1950s and early 1960s they reached motor racing's highest levels as their mid-engined, single-seat cars competed in both Formula One and the Indianapolis 500, and their Mini Cooper dominated rally racing. The Cooper name lives on in the Cooper versions of the Mini production cars that are built in England, but is now owned and marketed by BMW.
The first cars built by the Coopers were single-seat 500-cc Formula Three racing cars driven by John Cooper and Eric Brandon, and powered by a JAP motorcycle engine. Since materials were in short supply immediately after World War II, the prototypes were constructed by joining two old Fiat Topolino front-ends together. According to John Cooper, the stroke of genius that would make the Coopers an automotive legend—the location of the engine behind the driver in the Rear mid-engine, rear-wheel-drive layout pioneered by German race cars in the 1920s and 1930s—was merely a practical matter at the time. As the car was powered by a motorcycle engine, with its gearbox driving a chain, they believed it was more convenient to have this engine and drivetrain in the back. In fact there was nothing new about 'mid' engined racing cars but there is no doubt Coopers led the way in popularising what was to become the dominant arrangement for racing cars.
Called the Cooper 500, this car's success in hillclimbs and on track, including Eric winning the 500 race at one of the first postwar meetings at Gransden Lodge Airfield, quickly created demand from other drivers (including, over the years, Stirling Moss, Peter Collins, Jim Russell, Ivor Bueb, Ken Tyrrell, and Bernie Ecclestone) and led to the establishment of the Cooper Car Company to build more. The business grew by providing an inexpensive entry to motorsport for seemingly every aspiring young British driver, and the company became the world's first and largest postwar, specialist manufacturer of racing cars for sale to privateers.
Cooper built up to 300 single-and twin-cylinder cars during the 1940s and 1950s, and dominated the F3 category, winning 64 of 78 major races between 1951 and 1954. This volume of construction was unique and enabled the company to grow into the senior categories; With a modified Cooper 500 chassis, a T12 model, Cooper had its first taste of top-tier racing when Harry Schell qualified for the 1950 Monaco Grand Prix. Though Schell retired in the first lap, this marked the first appearance of a rear-engined racer at a Grand Prix event since the end of WWII.
The front-engined Formula Two Cooper Bristol model was introduced in 1952. Various iterations of this design were driven by a number of legendary drivers – among them Juan Manuel Fangio and Mike Hawthorn – and furthered the company's growing reputation by appearing in Grand Prix races, which at the time were run to F2 regulations. Until the company began building rear-engined sports cars in 1955, about two years after the mid-engine Porsche 550 was introduced, they really had not become aware of the benefits of having the engine behind the driver. Based on the 500-cc cars and powered by a modified Coventry Climax fire-pump engine, these cars were called "Bobtails". With the centre of gravity closer to the middle of the car, they found it was less liable to spins and much more effective at putting the power down to the road, so they decided to build a single-seater version and began entering it in Formula 2 races.
Already at the 1956 French Grand Prix, a rear-mid-engined car showed up, the Bugatti Type 251, but this car, with a straight-8 mounted transversely behind the driver, proved to be uncompetitive and retired after 18 laps.
Two rear-engined Cooper T43 with the still undersized and underpowered 2 litre Formula 1 variant of the Climax FPF attempted to qualify for the 1957 Monaco Grand Prix; only Jack Brabham succeeded, second to last and over 6 seconds slower. After crashes, Brabham raised some eyebrows when running third towards the end of the race until the fuel pump failed on the 100th lap. He coasted to the harbour and pushed the car all the way to and over the finish line. Despite being five laps down, he took sixth place, for which no points were awarded yet.
Later that year, in the 1957 German Grand Prix on the very long Nürburgring, 1500cc Formula Two cars were allowed to take part. F2 regulations allowed closed bodywork, thus three Porsche 550A sportscars were entered from which only passenger seat and spare wheel were removed. The best F2 was the Porsche of Edgar Barth who qualified and finished 12th, ahead of some 2500cc F1, and ahead of no less than six Cooper-Climax, including Brabham.
The first F1 win of a rear engine car, at the 1958 Argentine Grand Prix, can be attributed to circumstances and deception. In absence of most British teams, only 10 cars showed up early in the season in South America, one of them Rob Walker's privately entered Cooper-Climax driven by Vanwall driver Stirling Moss. Due to hot weather, the race was shortened, and all teams were expected to stop for a tyre change. Cooper T43, with regular four stud wheels, was at a disadvantage compared to the single Centerlock wheel nut of others. Moss took the lead while others entered in the pits, and then the Italian teams took it easy believing he would have to come in, too. They realized too late that the nimble little car would not pit at all, and the two Ferrari started to chase him down, but did not manage to catch him.
At the 1958 Monaco Grand Prix, three new Cooper T45 qualified among the Top 5. When Maurice Trintignant won the race at Monaco, the racing world was stunned and a rear-engined revolution had begun, even though the front engine cars won all remaining races and the underpowered Cooper only added two podiums. The next year, 1959, Brabham and the Cooper works team became the first to win the Formula One World Championship in a rear-engined car. Both team and driver repeated the feat in 1960, and every F1 World Champion after 1958 has been sitting in front of his engine. It took some more years until all sportscars made the move that was pioneered by Porsche in 1953.
The little-known designer behind the Cooper was Owen Maddock, who was employed by Cooper Car Company. Maddock was known as 'The Beard' by his workmates, and 'Whiskers' to Charles Cooper. Maddock was a familiar figure in the drivers' paddock of the 1950s in open-neck shirt and woolly jumper and a prime force behind the rise of British racing cars to their dominant position in the 1960s.
Describing how the revolutionary rear-engined Cooper chassis came to be, Maddock explained, "I'd done various schemes for the new car which I'd shown to Charlie Cooper. He kept saying 'Nah, Whiskers, that's not it, try again.' Finally, I got so fed up I sketched a frame in which every tube was bent, meant just as a joke. I showed it to Charlie and to my astonishment he grabbed it and said: 'That's it!' "
Maddock later pioneered one of the first designs for a honeycomb monocoque stressed skin composite chassis, and helped develop Cooper's C5S racing gearbox.
Brabham took one of the championship-winning Cooper T53 "Lowlines" to Indianapolis Motor Speedway for a test in 1960, then entered the famous 500-mile race in a larger, longer, and offset car based on the 1960 F1 design, the unique Type T54. Arriving at the Speedway 5 May 1961, the "funny" little car from Europe was mocked by the other teams, but it ran as high as third and finished ninth. It took a few years, but the Indianapolis establishment gradually realized the writing was on the wall and the days of their front-engined roadsters were numbered. Beginning with Jim Clark, who drove a rear-engined Lotus in 1965, every winner of the Indianapolis 500 since has had the engine in the back. The revolution begun by the little chain-driven Cooper 500 was complete.