{"id":494581,"date":"2015-07-01T00:20:03","date_gmt":"2015-07-01T07:20:03","guid":{"rendered":"https:\/\/sportscardigest.com\/\/?p=11697"},"modified":"2024-01-04T16:59:56","modified_gmt":"2024-01-04T16:59:56","slug":"monaco-winner-cooper-mkiv-j-a-p-500-cc-chassis-t12","status":"publish","type":"post","link":"https:\/\/www.supercars.net\/blog\/monaco-winner-cooper-mkiv-j-a-p-500-cc-chassis-t12\/","title":{"rendered":"Monaco Winner \u2013 Cooper MkIV-J.A.P. 500-cc chassis T12"},"content":{"rendered":"
\"Photo:<\/a>
Photo: Kary Jiggle<\/figcaption><\/figure>\n

Initially,\u00a0motor racing in Great Britain was, in\u00a0the main, a rich man\u2019s sport,\u00a0entertainment for the aristocracy\u00a0and directly related to the \u201cSport of Kings,\u201d horse racing. The Brooklands slogan, \u201cThe\u00a0Right Crowd and No Crowding,\u201d substantiates this idea that motor racing was the preserve of the wealthy amateur. However, the industrial revolution, two World Wars and the Depression did a great deal to\u00a0evaporate the class system and its resultant social structure, not only in the UK, but mainland Europe as well.<\/p>\n

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Once the complex starting procedure was completed, the chain-driven car performed well on its brief Chateau Impney trial run, though providing a total-concentration exercise for the driver.
Photo: Kary Jiggle<\/figcaption><\/figure>\n

500-cc Racing\u00a0<\/b><\/p>\n

Just prior to the Second World War, a group of keen amateurs are attributed with the embryonic formation of the 500 Club\u2014CAPA, to provide a\u00a0low-budget form of motor sport. These enthusiasts were from the Bristol area of the UK\u2014many also members of the Bristol Motor Cycle and Light Car Club\u00a0(BMCLCC). Like last month\u2019s profile car, a March, the acronym CAPA was formed from the\u00a0initials of the founders\u2014Messrs\u00a0Caesar,\u00a0Aldrich,\u00a0Price and\u00a0Adrian Butler. CAPA cars were based on the Austin Seven, mildly tuned, with most of the bodywork removed. Dick Caesar is thought to be responsible for suggesting motorcycle engines for these machines as they kept cost down, offered good speed, were readily available and yielded an ideal power-to-weight ratio. The whole ideology behind this form of motor racing was\u00a0to be inclusive rather than exclusive; to keep wealth\u2014which blighted the top end of the sport then and now\u2014out of the equation of this new series of racing. A 500-pound minimum weight regulation and one gallon fuel capacity restriction tried to ensure true winners and champions would be crowned, irrespective of their social standing or background.<\/p>\n

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The tiny turquoise car represents a very minimalist approach, as there is nothing superfluous about it.
Photo: Pete Austin<\/figcaption><\/figure>\n

The outbreak of war in 1939 put everything on hold. The entire country was called upon to support the effort to rid the world of Adolf Hitler and his Nazi\u00a0regime. However, a new club, the Bristol Aeroplane Company Motor Sports Club (BACMSC) was formed to keep the spirit of motor racing alive during the war- torn years. Following the cessation of hostilities, there was a return to a more \u201cnormal\u201d life and\u00a0the green shoots of motor sports again flourished, especially in this low-price series, now run under the banner of\u00a0\u201cThe 500 Club.\u201d Again, the same cost-effective ideology was embraced and individuals were encouraged to construct their own machines. Circuits such as Brooklands and Donington, commissioned by the War Ministry, were now \u201cout of bounds,\u201d and new venues appeared. Having said that, pre-war hillclimbs such as Shelsley Walsh were very much on the agenda, and competition was brisk. Spectator safety was a major cause for concern to the organizers to the extent that they even considered banning them from races. One committee member stated that if a number of spectators were killed while watching a game of football (soccer), football would simply continue, but if one spectator was killed at a motor racing event motor racing could be banned.<\/p>\n

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The 500-cc J.A.P. speedway motorcycle engine provides plenty of punch for the 510-pound car.
Photo: Pete Austin<\/figcaption><\/figure>\n
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Large three-spoke Cooper steering wheel dominates a very basic cockpit, as handbrake lever is seen at left with the gearshift on the right.
Photo: Pete Austin<\/figcaption><\/figure>\n

Cooper<\/b><\/p>\n

Against this background, a certain Charles Cooper, a\u00a0mechanic for racing driver,\u00a0land speed record holder\u00a0and Brooklands regular, Kaye Don,\u00a0came to the fore, producing cars for\u00a0his\u00a0son John. The first car attempted was the pre-war T1\u00a0made to CAPA regulations\u00a0based upon the\u00a0Austin Seven. John was a very competent driver and was successful at all\u00a0three disciplines of the sport\u2014speed trials, hillclimbs and circuit racing, both at home and abroad.\u00a0The Coopers operated out of their own garage premises in Surbiton, Surrey, as they would do for many glorious years to come. Post-war, chassis\u00a0T2\u00a0was produced, and\u00a0John\u00a0assumed responsibility for most of the design and construction\u00a0due to his father\u2019s failing health.\u00a0The car was quite fragile in design and built up from a simple ladder frame design marked out with chalk on the garage floor. It\u00a0was powered by John\u00a0Alfred\u00a0Prestwich\u2019s\u00a0(J.A.P.)\u00a0500-cc motorcycle\u00a0dirt track engine. These engines were designed in the 1930s and produced from 1935 to the mid-1960s\u00a0primarily\u00a0for speedway bikes\u00a0where a strong and robust power unit was required with plenty of torque. Chain drive was through a\u00a0Burman four-speed motorcycle gearbox\u00a0and suspension via\u00a0Fiat Topolino,\u00a0all independent springs. Father and son managed chalk drawing to final build in just six weeks. R&D was ongoing, mainly at competition venues with many teething troubles to understand, repair and revise. A second chassis was built, the Cooper T3 for John\u2019s\u00a0great friend and former school chum, Eric Brandon, to compete as well. The 1946 season was composed entirely of hillclimb and sprint competitions, with both John and Eric regular podium visitors.<\/p>\n

<\/p>\n

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Stirling Moss, seen here during the British GP meeting at Silverstone, earned the BRDC\u2019s Gold Star Award in 1950 for his efforts with the Cooper-J.A.P.<\/p>\n

Photo: Philip Porter Press<\/figcaption><\/figure>\n

One of the first UK post-war circuit races with 500s was held at\u00a0RAF\u00a0Gransden Lodge, an\u00a0airfield\u00a0in Cambridgeshire, on July 13, 1947,\u00a0organized by the Cambridge University Automobile\u00a0Club\u00a0and the Vintage Sports Car Club. Period reports suggest the\u00a0500\u00a0race was \u201ca bit of a shambles\u201d as many cars\u00a0mysteriously\u00a0retired prior to the start of the race. Although John Cooper was a non-starter,\u00a0Eric Brandon won the 500-cc, 10-mile race at a\u00a0shade over 65 mph average speed\u00a0in his Prototype Cooper T3, comparable to the four-liter Allard at 68 mph over the same distance. The 1947 season was a great year for Eric Brandon who outdrove his teammate, but this pairing put Cooper, as a constructor, firmly on the map, giving rise to the Cooper Car Company, which would go on to be a world beater and change the face of motor racing in the process.<\/p>\n

Competition\u00a0came\u00a0from other drivers and marques\u00a0with Colin Strang in his Strang 500, Frank Bacon in his FHB and\u00a0Adam Butler in a Stromboli\u00a0to mention a few. However, such was the demand for a Cooper that the first\u00a0batch of 12 MkIIs was\u00a0built during the 1948 season. They were an upgrade of previous models and cost \u00a3500 each. Of those first customers, a young Stirling Moss appeared with his money to purchase one of the new cars. Later that same year, he would be joined on the track by an equally youthful Peter Collins.<\/p>\n

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Moss and his Cooper on the pre-grid at Monaco in 1950.\u00a0Photo: Philip Porter Press<\/figcaption><\/figure>\n

Young Moss<\/b><\/p>\n

Moss had\u00a0started\u00a0his\u00a0racing\u00a0career\u00a0in\u00a01947, with his father\u2019s BMW 328. Prior to that it was a stripped down Austin Seven around the fields of the family farm. While Moss\u2019 father, Alfred, supported him competing in the BMW, it was a totally different matter when he learned Stirling had purchased a Cooper 500. However, thanks to some great father and son talking and bonding, the world\u2019s most treasured racing driver was\u00a0on his way with full family support. During two seasons competing with the MkII and MkIII Cooper-J.A.P. cars, the young Moss\u2019 racing career flourished. For 1950, he was set on motor racing becoming a professional occupation, driving for HWM. He also wished\u00a0to compete in the 500 series as well, and purchased the Cooper MkIV-J.A.P. we feature here.<\/p>\n

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Moss started the 1950 Monaco 500 F3 race from 3rd on the grid.\u00a0Photo: Philip Porter Press<\/figcaption><\/figure>\n

Racing\u00a0these miniature Grand Prix cars\u00a0was fast, furious and adrenalin-infused, with a cacophony of flat-out 500-cc motorcycle\u00a0engines adding a soundtrack to the spectacle. Racing of 500s wasn\u2019t confined to the UK, as\u00a0many mainland European countries\u00a0embraced the formula\u00a0too, including Germany, France, Belgium, Italy, Switzerland and the Scandinavian countries. Further recognition came from the\u00a0F\u00e9d\u00e9ration Internationale de l\u2019Automobile\u00a0(FIA), when it adopted the\u00a0UK\u00a0500 Club\u2019s National Rules to create a new International Formula Three, for 1950. Additions to those rules included races to\u00a0exceed 30 miles in distance and circuit lap distances of 1637 yards, or greater. Technical specifications required a\u00a0necessary fireproof\u00a0bulkhead, engines to be unsupercharged, a minimum dry weight of 440 pounds (without ballast),\u00a0a\u00a0minimum ground clearance of four inches and a free exhaust \u201cnot likely to interfere with other drivers.\u201d This\u00a0was the first time an International racing class had originated in the UK and, to a certain extent, put Great Britain on the world motor racing stage as it had a series of races set on the International Sporting Calendar.<\/p>\n

\"\"<\/a>
Stirling Moss the victor of Monaco 1950 with his mother and his trophy.
Photo: Philip Porter Press<\/figcaption><\/figure>\n

1950\u00a0Cooper MkIV\u00a0chassis T12<\/b><\/p>\n

Cooper Cars Limited-designed chassis began dominating grids\u00a0both in the UK and overseas. For 1950, two\u00a0upgraded versions of the MkIII\u00a0were produced, conforming to the new F3 regulations\u2014the\u00a0Mk1V, a\u00a0T11\u00a0500-cc machine\u00a0and a\u00a0T12 that\u00a0had\u00a0the capability of being powered by a 500-cc,\u00a0or up to 1,100-cc engine. The braking system for the car was either from an Austin A70 or Austin A40, vehicles that weighed something close to a ton. The Cooper-J.A.P., including driver, weighed little more than 700 pounds, so braking was very efficient. The system was split into two, with twin master cylinders allowing bias either to the front or back, whichever was more suitable to driver or venue. Unfortunately, the original concept\u00a0of low cost,\u00a0500-cc\u00a0racing was becoming a pipe dream. In those early \u201cBristol Boys\u201d days of a\u00a0racing car costing no more than\u00a0\u00a3135 (including the engine) costs had\u00a0dramatically\u00a0risen\u00a0with the onset of Cooper\u2019s production models, which now exceeded\u00a0\u00a3600\u00a0for each new car.<\/p>\n

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John Cooper tries a Cooper-J.A.P. before the 1950 British GP at Silverstone.
Photo: Ferrett Fotos<\/figcaption><\/figure>\n

As with his MkIII Cooper, Moss ordered his new lightweight MkIV\u2014believed to be one of only three ultra-lightweight versions made\u2014with the mid-chassis section some three inches narrower than the norm. John Cooper and Ken Wharton were the other recipients. Additional extras for that certain \u201cpersonal touch\u201d included green anodized finish to the bodywork and a bespoke seat to mention just two. Unfortunately, his first race with the car at Brands Hatch, in April, wasn\u2019t the result he was looking for. On the fourth\u00a0lap, the piston seized and he retired. A month later and Moss was at Silverstone for the first of the International F3 races, which supported the landmark \u201cRoyal\u201d European Grand Prix\u2014attended by King George and Queen Elizabeth\u2014the inaugural race of the modern Formula One era. Moss was hoping for better luck in the two races. Certainly he got his wish for heat one, his Cooper-J.A.P. not missing a beat\u00a0as he crossed the line for victory with Wing Commander Frank Aikens, in his\u00a0Iota,\u00a0in 2nd\u00a0place. In the second heat,\u00a0Aikens got the better of Moss on the last lap. After 30 miles of dicing, Moss\u2019s J.A.P. engine expired on the last corner, handing a 2.2-second victory to the Wing Commander. After a 7th\u00a0place finish at the Grand Prix de Mons, it was off to Monte Carlo for the supporting\u00a0F3 races, the first time Moss had visited the Principality. A disappointing first practice on the Friday led to concern about the performance, or rather the lack of performance, of his engine and was relayed to J. A. Prestwich. A new \u201csloper\u201d engine was flown out to Monaco and fitted overnight, ready for the Saturday race, Heat 1. Although this new engine was no better, only revving to 5,800 rather than 6,800-7,200, Moss managed to use its torque and his driving ability to stay ahead and win.\u00a0He also won the second heat the following day, beating Harry Schell and Don Parker into 2nd\u00a0and 3rd\u00a0places, respectively. Schell made history at the Grand Prix, as he changed engines and ran his car in\u00a0the GP too\u2014unfortunately failing\u00a0to finish following an accident.\u00a0Moss continued with the 500-cc J.A.P. engine for the next couple of months, with both good and bad results.<\/p>\n

<\/p>\n

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Scot Charlie Graham in the Cooper-J.A.P. at Charterhall in April of 1954.
Photo: Shirley Monro Collection<\/figcaption><\/figure>\n

Frustration grew\u00a0race-by-race,\u00a0the\u00a0J.A.P.\u00a0engine wasn\u2019t delivering top-end power; wins came purely from\u00a0Moss\u2019 racing excellence. Pa Moss, mechanic Alf Francis and Stirling himself decided enough was enough and looked to change to the Norton \u201cdouble-knocker\u201d TT engine. That\u00a0was easier said than done, though, as the\u00a0Norton engines were few and far between, but persistence found the new power unit installed for the Silverstone 500-cc race at the end of August. Moss had developed a friendship with Swiss-born engineer\u00a0Ray Martin\u00a0who had his own garage business near Victoria Station, London. He\u00a0had come to Moss\u2019\u00a0rescue after it was found that the Norton\u00a0engine required different\u00a0mountings than the J.A.P. With just five days to go to the Silverstone race,\u00a0Martin worked relentlessly to get it ready. Many off-the-cuff modifications were made, including welding onto the car\u00a0an oil tank made from an old oil drum emblazoned with the name \u201cCastrol,\u201d when in fact the oil\u00a0used\u00a0was\u00a0Shell.\u00a0The new engine had been tuned and fettled by Harold Daniell and his assistant Hermann Meier. Having not driven the car, or even hearing it run prior to practice, pole position was well deserved in the new car\/engine combination, but lady luck wasn\u2019t with Moss. Minutes before the start of the race,\u00a0the clutch seized. Left in the exhaust smoke and tire dust of fellow competitors, Stirling\u2019s car was push-started by Ray Martin and Pa Moss. Established French Grand Prix racer and double Le Mans winner (1932 and 1933) Raymond Sommer was first away, with \u201cCurly\u201d Dryden leading\u00a0after\u00a0the first lap. A spirited drive let Moss blow away the opposition, taking the lead after about six miles, on lap two. At the end of the\u00a010-lap\u00a0race, Moss\u2019 winning margin was seven seconds over Sommer, Alf Bottoms and Dryden.<\/p>\n

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Charlie Graham\u2019s wife is seen rivetting new stressed bodywork onto the Cooper chassis.
Photo: Shirley Monro Collection<\/figcaption><\/figure>\n

The second race meeting for the Norton-powered car was at Brands Hatch, the day after the prize giving for the RAC TT race, Dundrod, which was won by Moss in an XK120 Jaguar. As the Moss\/Cooper\/Norton combination took the flag for Heat 1, the crowd sang \u201cHappy Birthday\u201d in recognition of Stirling\u2019s 21st. A rare driver error left the car needing gearbox attention as Moss retired from the final. A couple of weeks later and\u00a0Cooper found out the hard way that \u201cmotor racing is dangerous.\u201d The MkIV produced the first fatality for the\u00a0Cooper marque as Raymond Sommer\u00a0lost his life while competing\u00a0in an\u00a01100-cc Cooper MkIV\u00a0in the Haute-Garonne Grand Prix,\u00a0Circuit de Cadours,\u00a0France, in September 1950.<\/p>\n

At the end of the season, Moss\u2019 car had\u00a0competed in 23 races, with\u00a012 victories, three 2nd places, two 6th and one 7th place, with five retirements. Moss had won the prestigious British Racing Drivers Club Gold Star, with his 500-cc results accounting for a good share of the points. He\u00a0then decided to sell\u00a0the Cooper, preferring to race\u00a0a Keift\u00a0500\u00a0for the following two seasons.<\/p>\n

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The Cooper, stripped down in Graham\u2019s workshop. Note the original Moss body panels in the left foreground.\u00a0Photo: Shirley Monro Collection<\/figcaption><\/figure>\n

Enter Charlie Graham<\/b><\/p>\n

Charlie Graham,\u00a0from Marharg, Dunfrieshire, Scotland, purchased the car from Moss and continued to race it much in the form as Moss had finished with it (other than the color) until the start of the 1953 season when the car underwent a significant modification. These modifications included lowering the car, replacing the fuel tank with a unit\u00a0under the driver\u2019s legs (George Wicken-style), and altogether making the car more sleek using semi-stressed bodywork. De Dion-style rear suspension replaced the\u00a0existing;\u00a0this was done in association with Joe Potts, a fellow Scot who made his own JP racing cars. A change in suspension would have a direct benefit to weight distribution throughout. Not only did Graham himself take on the whole venture, but his wife\u00a0also\u00a0lent more than a hand with the\u00a0fabrication of the new bodywork\u2014as can be seen in the photograph (right). As a former aircraft engineer, Graham thought his car needed extra rigidity through the bodywork, as the MkIV tended to flex more than the later machines that were then being developed. He also wanted the car to remain competitive\u00a0for as long as possible.<\/p>\n

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In September of 1953, Graham (#4) takes the inside line at Crystal Palace.\u00a0Photo: Shirley Monro<\/figcaption><\/figure>\n

Such were the modifications that it took very close viewing to appreciate its Cooper\u00a0parentage. Graham, not a particularly keen Cooper fan due to the frosty reception he received when visiting the factory, wrote in the pages of\u00a0Iota, the 500-cc periodical, \u201cMessrs Cooper have no gripe at all even though one chops it up for firewood.\u201d He seemed to hold the Cooper Company\u00a0in some disdain by continuing, \u201cIt takes at least two letters to get an answer to a simple query for spares and, on my own visit to the works, the temperature around Ewell Road was at freezing point on a warm Summer day.\u201d From this point forward, the car was entered\u00a0as a Cooper Special.<\/p>\n

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Rebodied, the car made its return to competition in 1953.\u00a0Photo: Shirley Monro Collection<\/figcaption><\/figure>\n

Definitive races are pretty sketchy from this point, and are largely at venues in Scotland and Northern England with rare forays to Crystal Palace, Mallory Park and Oulton Park thrown in. Results vary from occasional wins and podium places to DNFs, but he was competing with a car that, although modified, was now considerably behind the design of then contemporary racing cars. The next custodian was Herbert \u201cBurt\u201d Stilborn,\u00a0who purchased the car in 1956 and raced it through to the early 1960s, again mainly in the North of England. While no specific details are available, it is believed the car was still winning races, defying all logical thought given its age!\u00a0The MkVIII and MkIX Coopers were far superior and in a different league, which speaks volumes for Graham\u2019s modifications and his engineering ability.<\/p>\n

The present owner, Shirley Monro, purchased the car in 1991 from an enthusiast on the south coast of England. Over the intervening years, while the car remained with the\u00a0low-slung\u00a0Graham bodywork, the original Cooper suspension replaced\u00a0the De Dion. Borranni wire wheels were the only other noticeable modification, these replacing the Cooper wheels fitted as standard. The car was complete with a\u00a0J.A.P. engine\u00a0with Norton clutch and gearbox, but now painted red. Shirley repainted the car in a\u00a0turquoise blue\u00a0livery, which\u00a0it has kept to this day.<\/p>\n

<\/p>\n

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During his tenure as owner, Charlie Graham manufactured a new seat.
Photo: Shirley Monro<\/figcaption><\/figure>\n

Driving the Cooper-J.A.P.<\/b><\/p>\n

Our location for this test was the very picturesque setting of Chateau\u00a0Impney,\u00a0Droitwich,\u00a0England, which was even more resplendent on a warm\u00a0sunny\u00a0spring\u00a0morning under cloudless skies. The car looks absolutely immaculate in its turquoise livery, but preparation and starting this simply constructed\u00a0racing car\u00a0is very quirky and not the norm for\u00a0formula cars. First we have to fuel the car with methanol. Average fuel consumption is 10 mpg. Methanol is used because of its cooling properties. This one-cylinder\u00a0500-cc\u00a0engine produces a\u00a0significant amount of heat that\u00a0has to be dissipated,\u00a0with\u00a0no water to assist cooling and\u00a0little to be gained\u00a0from the total-loss oil system, fuel is the only solution, together with ambient air rushing past as you race. Both oil level and tire pressures are part of the systematic checks made by mechanic Bill\u00a0Tull\u00a0prior to any consideration of driving. The braking on this particular car is 80 percent to the front and 20 percent to the rear, to suit Shirley\u00a0Monro\u2019s\u00a0driving style, but ideal for what is a very light vehicle.<\/p>\n

As previously mentioned, the car is chain-driven through a Norton clutch and gearbox. Gearing is variable and is much dependent upon the venue. Today,\u00a0the car is set with the ratios equally split.\u00a0It has to be remembered the clutch is at gearbox speed not engine speed. We are\u00a0to use the Start Line and\u00a0straight of the Chateau\u00a0Impney\u00a0Hillclimb course. Much similar to that used for the speed trial events of the 1950s and \u201960s, but deviating at Bridge Corner\u00a0using the service road to continue left\u00a0to a flick left and right through the chicane then following through\u00a0a gentle left to the finish, climbing as we travel. Total distance is\u00a0around half a mile.\u00a0Not a thorough top-speed test, but ideal to observe the handling and balance of the car.<\/p>\n

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Photo: Pete Austin<\/figcaption><\/figure>\n

In today\u2019s world, consideration has to be given at various venues to noise pollution. In unsilenced guise, the car will peak at 105db, but some venues insist on silencing down to 98db, or even 95db. This can be achieved, but the process exacerbates the aforementioned heating issues. Today, we\u2019ll be running in unsilenced mode. Starting the car has modern day issues too, this time Health and Safety, external starting mechanisms are frowned upon by organizers as are running wheels and chains in a closed environment, i.e., an open pit garage is considered too dangerous. So, it\u2019s a push start for us.<\/p>\n

First, to climb aboard this thin, cigar-shaped vessel,\u00a0suspended by leaf springs attached to four motorcycle-type wire wheels. Put\u00a0your left foot into the cockpit while resting your backside on top of the bulkhead directly behind the driver seat. With hands\u00a0each side of your buttocks, bring your right foot into the cockpit. Continue by moving your hands to a mid-cockpit position gripping\u00a0the\u00a0left and right\u00a0bodywork of the sides of the cockpit. Then,\u00a0supporting\u00a0your body weight with your arms,\u00a0carefully\u00a0thread your legs forward toward the footwell and pedals,\u00a0while lowering your body onto the seat. We\u2019re in! Although quite tight for lower body parts, the low cockpit sides gives room for plenty of arm and shoulder movement and allows a certain freedom to move to both the left and right with your upper torso. Looking forward, the three-spoke Cooper steering wheel takes up all the width of the\u00a0crudely constructed metal dash that has an equally crude rev counter to the right and two simple switches to the left\u2014far left, a switch for mandatory fog lights and, between that and the central steering column, an engine kill switch. To the far, bottom right, almost resting on your right leg, is a large red oblong pull\u00a0switch\u00a0with the word \u201cFIRE\u201d hand written in white\u2014obviously the\u00a0fire\u00a0extinguisher\u00a0pull. There are two levers in the cockpit, situated for easy operation, on the left an inboard hand brake and on the right the gear stick.<\/p>\n

\"Photo:<\/a>
Photo: Kary Jiggle<\/figcaption><\/figure>\n

Now, that starting\u2026the J.A.P. engine fitted to our car has a high compression rating of around 14.2:1 (these engines can range from 13.5:1 to 15:1). Without any mechanical pump we have to get fuel into the system\u2014no fuel, no start. The running engine feeds fuel mechanically, but to start, the car has to be rocked back and forth while in first gear until we\u2019re on compression and a spray of fuel can be seen squirting from the carburetor. With the clutch out, it\u2019s a push start\u2014but don\u2019t touch the gas pedal! That\u2019s unless you wish to see your helpers flat on their faces having pushed you away. The car fires up with a great staccato bark and we allow it to come to temperature\u2014no gauges, just a feel with the hand that the engine is warming. Once warm, the signal is to go. Foot on the throttle and the car is away, great power and torque from the J.A.P. engine. Along the straight first, second and third gears selected almost one after the other, into top by the time we get to the left-hander, but down to third for the flick left and right, steering the car with the throttle too\u2014a great sensation as it dances through the chicane. Back up to top gear we finish the run. Just a few short minutes, but a real adrenalin-fueled experience. A second and third run gets one comfortable with the eccentricity of this great little car.<\/p>\n

Driving a 500 is\u00a0so different to any other formula car. It\u2019s hard into a corner, keeping on the gas where others would be braking\u00a0due to the lack of a differential being fitted. Without a differential, if you don\u2019t drive into a corner you\u2019ll understeer and go straight on, you have to promote oversteer by hitting the throttle hard and turning in hard. Once oversteering, you now correct the slide by steering out. Fitting a differential would compromise the speed of the car, especially in corners where one of the rear wheels, dependent on it being a left- or right-hand bend, would be off of the ground and you\u2019d lose traction and speed. Cars with a differential would be taking a completely different line at this point.\u00a0In fact, there were many accidents\u00a0and disasters\u00a0in VSCC and other Formula Libre races where 500s were mixed with other machinery. Today, in the main, 500s now have a race purely for\u00a0that type of car. On the straight, the car is very stable\u00a0on\u00a0level surfaces, but\u00a0any camber or undulation will steer the car one way or another, so, like cornering,\u00a0it\u2019s full concentration\u2014you\u2019re on the edge, get it wrong and you\u2019ll definitely fall off. Get it right and that warm sense of achievement feels so good. Some have compared it to riding and taming a wild horse.<\/p>\n

\"Photo:<\/a>
Photo: Kary Jiggle<\/figcaption><\/figure>\n

Conclusion<\/b><\/p>\n

This little Cooper-J.A.P. is no doubt a\u00a0forerunner\u00a0of the contemporary racing cars of today. In period, it was a light chassis, powerful engine full of torque and drive that delivered a top speed capable of beating the opposition. Nothing has changed, engineers look at weight saving measures\u2014carbon fiber came to the fore in the 1980s\u00a0together with turbocharged engines to give a power advantage. In whatever form of motorsport, we still chase that same dream. Of course,\u00a0there were\u00a0no gadgets, computers\u00a0or electronics\u00a0in the 1950s,\u00a0just\u00a0pure driver ability and car performance to win the day.<\/p>\n

Sir\u00a0Stirling Moss\u00a0regards the purchase of the Cooper MkIV-J.A.P. as, \u201c\u2026 a pretty good investment because it carried me to victory in the prestigious Monaco Grand Prix supporting race.\u201d<\/p>\n

<\/p>\n

\"Photo:<\/a>
Photo: Pete Austin<\/figcaption><\/figure>\n

It is clear from our findings that an opening paragraph from a piece written in The Motor\u00a0magazine in the late 1940s, by Dennis May, was completely right. In his column, \u201cDennis May Introduces John Cooper\u201d he writes: \u201cWhen, in some decade yet unborn, posterity busies itself with a genealogy of the mechanical bacteria men called\u00a0500s, the chronicle of the Early Days will be replete with references to a gormful young Surbitonion called John Cooper. It will bracket his name with two others: Charles Cooper, John\u2019s father \u2026 who collaborated at every stage of the design, construction and development of the 500-cc Cooper-J.A.P. sprint cars: and Eric Brandon, John\u2019s close friend from knee-pantshood\u00a0\u2026\u201d<\/p>\n

Motor\u00a0racing\u00a0owes a great debt to many stalwarts and pioneers of our\u00a0sport\u00a0from the beginning through to those burgeoning post-war days\u00a0when it grew to unimaginable heights and beyond. Small businesses such as the Cooper Car Company grasped the vision and responsibility of ongoing design and development\u00a0of the formula\u00a0racing car. Cooper\u00a0was\u00a0indeed a prime mover, and the MkIV T12\u00a0was\u00a0a small step along the way to them ultimately becoming World Champions.<\/p>\n

\"Photo:<\/a>
Photo: Pete Austin<\/figcaption><\/figure>\n

SPECIFICATIONS<\/strong><\/p>\n

Overall Length: 115 inches<\/p>\n

Overall Width: 51 inches<\/p>\n

Wheelbase: 87.5 inches<\/p>\n

Front Track: 50 inches<\/p>\n

Rear Track: 46 inches<\/p>\n

Wheels: 5.00 x 15 front &\u20085.50 x 15 rear<\/p>\n

Tires: Dunlop (as per regulations)<\/p>\n

Weight: 510lbs (Fully fuelled with 3.5gal)<\/p>\n

Engine: 500-cc Speedway engine<\/p>\n

Gearbox: Norton AMC<\/p>\n

THANKS\/RESOURCES<\/strong><\/p>\n

Stirling Moss – My Cars by Doug Nye<\/p>\n

Stirling Moss – All My Races by Alan Henry<\/p>\n

A-Z Formula Racing Cars by David Hodges<\/p>\n

Cooper Cars by Doug Nye<\/p>\n

Cooper by Mike Lawrence<\/p>\n

Stirling Moss Scrapbook 1929\u201354 by Porter Publishing<\/p>\n

Autosport and Motor Sport periodicals of the era.<\/p>\n

SINCERE THANKS TO:<\/strong><\/p>\n

Shirley Monro for the use of her car. Bill Tull and Jan Nycz for their mechanical support and insight into 500 racing. Rod Spollon for making the Chateau Impney venue available to us. James Ashe of We Are Alias PR for co-ordinating the day.<\/p>\n","protected":false},"excerpt":{"rendered":"

Initially,\u00a0motor racing in Great Britain was, in\u00a0the main, a rich man\u2019s sport,\u00a0entertainment for the aristocracy\u00a0and directly related to the \u201cSport of Kings,\u201d horse racing. The Brooklands slogan, \u201cThe\u00a0Right Crowd and No Crowding,\u201d substantiates this idea that motor racing was the preserve of the wealthy amateur. However, the industrial revolution, two World Wars and the Depression did a great deal to\u00a0evaporate the class system and its resultant social structure, not only in the UK, but mainland Europe as well. 500-cc Racing\u00a0 […]<\/p>\n","protected":false},"author":177,"featured_media":520856,"comment_status":"open","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[9348],"tags":[18323,1433,583],"class_list":["post-494581","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-guides","tag-2010s-all","tag-cooper","tag-monaco"],"yoast_head":"\nMonaco Winner \u2013 Cooper MkIV-J.A.P. 500-cc chassis T12<\/title>\n<meta name=\"description\" content=\"Monaco Winner \u2013 Cooper MkIV-J.A.P. 500-cc chassis T12\" \/>\n<meta name=\"robots\" content=\"index, follow, max-snippet:-1, max-image-preview:large, max-video-preview:-1\" \/>\n<link rel=\"canonical\" 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