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506:" Although the curved tube design broke several engineering rules Maddock and the Coopers later rationalised their decision. Their arguments were that curved tubes could be located and routed so as to leave adequate space for mechanical components, and as the tubes could be run close under the car's bodywork this could be attached directly to the frame, saving the weight and complexity of a dedicated bodywork frame. Although the idea started as a joke Maddock would later defend the design, even in the teeth of strong criticism from Cooper's star driver
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1050:. To counteract this, urged on by John Cooper, Maddock started to develop Cooper's own monocoque car. Maddock's design not only followed strict monocoque principles, but also included some very advanced composite technology. The outer, stressed skin was, like the Lotus, formed from sheet aluminium. However, to support this skin, rather than using traditional bulkheads and metal ribs, Maddock specified a lining of aviation-grade
347:, during which he was stationed in Germany. After demobilisation Maddock went home to Surrey, and returned to Kingston Tech in April 1948 to complete a refresher course to maintain his AMIMechE status. As a part of this course he was required to spend eighteen months in a commercial workshop. At the time, Surrey was home to quite a few of the UK's smaller road and competition automobile manufacturers – including
967:, took three World Championship victories and a total of eight podium finishes between them from the 1959 Championship's nine events. With additional points contributed by a further two victories from Moss and two other podium finishes by Trintignant in Rob Walker's new T51s, Cooper-Climax finished the year as the World Constructors' Champions, following on from fellow British team Vanwall the year before.
1062:. The resulting chassis (sometimes referred to as the Cooper T69) was far stiffer than previous Cooper products, but with variable wall thicknesses and bonded-in fuel cells it was complex to manufacture. With development over runs and limited finances Cooper decided to drop the concept. It would be 16 years until a car using the same technology won the World Championship: the
943:." This was in stark contrast to Brabham's own character, and his desire to win at any cost. The two clashed particularly over the curved tube chassis design, but the T45 had shown what could be achieved when the pair collaborated, and between the two of them they were to elevate Cooper to the top of the Formula One pack in the next few years.
1137:" Someone was indeed interested, and as early as January the next year Maddock and fellow ACV racing evangelist David Stevens had contacted Stirling Moss to solicit his opinion as to whether racing ACVs would be a popular proposition. Following a positive response, later in 1964 Maddock and a number of other amateur enthusiasts set up the
1160:, driven by young female driver Sarah Mayhew, "hover girl". The No.6 Prototype was designed to be simple and cheap to construct, intended to encourage amateur homebuilders to attempt to construct their own hovercraft using its design. Maddock lightly modified and productionised the Player's No. 6 design for CanaHover Ltd. of
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designers to rethink their approach to a car's whole construction as poor handling and excess weight could no longer be effectively compensated for by greater engine output. Cooper suffered their first season without a
Championship race win since 1958, and finished only fourth in the World Constructors' Championship.
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sports car of 1964. He worked on many aspects of the car's design, but perhaps his most lasting contribution to the future success of McLaren in sports car racing was his design for the McLaren four-spoke cast racing wheel. This wheel was exceptionally stiff, the best available at the time, and would
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With the introduction of the smaller engines came a need for a less heavily built gearbox that would offer six ratios to choose between, to keep the engine within its narrower torque band. Following an interim six-speed update of the C5S model, Maddock set about a complete redesign to produce the new
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Owen
Maddock had always been a prodigious walker and cyclist, despite being asthmatic, and remained active until very shortly before his death. In later years, following the decline of the British hovercraft industry, employment had become hard to find and so Maddock returned to his love of jazz. He
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In addition to being a highly competitive racing car, the Cooper Bob-tail was to form the basis for Cooper's first true attempt to enter the World
Championship in their own right. Jack Brabham had gained a strong reputation as a racer in his native Australia driving a lightly modified Cooper Bristol
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chassis consequently featured Cooper's curved tube design, with the upper longerons sweeping up from the front suspension mounts, passing on either side of the driving position and engine, before looping back down the rear suspension. The passenger seat, mandated by sportscar rules of the time, was
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Eventually
Maddock was installed in his own drawing office within the Cooper building, although it was somewhat cramped, being located beneath the works stores. Initially, Maddock's duties revolved around drawing or redrawing existing components and developing refinements on the existing Cooper 500
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Unusually for the time
Maddock sported a full beard. As a result of this he quickly became known around the Cooper establishment as "The Beard", while to Charles Cooper he would always be "Whiskers". His mercurial temperament and volatile temper sometimes grated against his employers' nerves. Once,
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Despite their growing popularity, by the time
Maddock joined the company in September 1948 they were still not large enough to be able to justify taking on a full-time engineer. In addition to his drafting duties Maddock therefore also filled the roles of fitter, storekeeper and van driver, among
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chassis. This was refined further over the next two years, with the Mark VI marking a switch to equally sized tubular upper and lower longerons, and the Mark VIIA introducing tubular upright sections as well. However, for 1953's Mark VIII the
Coopers decided to start afresh with a completely new
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The curved-tube chassis was the more controversial of the two novel ideas. The existing Cooper 500 chassis design process had been one of evolution since the earliest production 500s rolled out of the
Surbiton works in 1947, and had been based on simple, traditional twin longitudinal box-section
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in domestic
British series. Brabham's visits to the Cooper works to collect spares led to collaboration with the Cooper outfit, and subsequently wholesale integration with the Cooper works team. Eventually, he persuaded the Coopers to allow him to create a Formula One version of the T39 chassis
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saw the introduction of radically revised engine regulations. Maximum capacity was cut from 1954-1960's 2.5 L to only 1.5 L (92 cu in), greatly reducing the power and torque available, but also bringing fuel economy and weight benefits. This change required
Formula One chassis
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and decided to implement such an arrangement on the new car. Although the Kamm theory gained far wider application in the 1960s, in the mid-1950s the styling resulting from Professor Kamm's work was striking. The chopped-off look of the car's tail gained the new T39 sportscar the nicknames
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not only deprived the Cooper equipe of its main driving talent, but also a major contribution to the design talent of the works. Bruce McLaren was also an able engineer – who also later founded his own eponymous team – but Cooper never found the same success as they had enjoyed during the
833:. Driver Jack Brabham unfortunately managed to write the chassis off in practice, but the engine was transferred to another T43 present for the Formula Two race and Brabham managed to qualify 13th for the 16 car race. In the race itself Brabham climbed as high as third place, behind the
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was preferable to sketching designs to full scale on the walls, where they were frequently painted over! Some smaller parts were fabricated from crude sketches, or frequently simply by eye. During his time with Cooper Maddock became renowned for the detail and artistry of his
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to pass loads either in tension or compression. Following proper engineering practice, when he started to develop plans for the new chassis design Maddock sketched out various straight-tubed space frame designs. However, when he showed each to Charlie Cooper his response was
887:. This was the first victory at the highest level for a Cooper car, the first in World Championship history for a car that had its engine mounted behind the driver, and came against rivals running full-capacity 2.5 L (153 cu in) engines. More was to come.
682:. Maddock and John Cooper decided to adapt the Mark IX Formula Three chassis to accept the larger, more powerful engine, retaining the engine mounted behind the driver and the driver's seat on the car's centre-line, per the single-seater's arrangement. The
845:, before the little car's fuel pump failed on its 100th lap. Determined to finish Brabham pushed the car from the tunnel, the full distance of the Monaco marina, to the finish line. He was sixth, only one place out of the points, but better was to come.
592:(the Cooper T30, according to factory records) was built at the Cooper factory and used a similar front-engined chassis design to Cooper's own Formula Two machines, but was designed from the ground up by Maddock. The chassis was described by test driver
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records even while copulating. In fact the rather faded blonde with whom he was having an affair at that time told me she found it very disconcerting that, no matter what point they had reached, if the record finished, Owen would leap off and put on
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Despite his newfound enthusiasm for hovercraft Maddock remained connected to the auto racing world long after his departure from Cooper. Initially, on leaving Cooper Maddock was co-opted as a freelance engineering consultant by Bruce McLaren and
412:, and with a talent for lateral thinking his contribution to the design of Cooper's cars grew rapidly. By the time of Cooper's heyday the design process was essentially a three-way tag match between Maddock, John Cooper and star driver
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racing design. Even in 1,500 cc (92 cu in) Formula Two form Maddock's lightweight cars could produce strong performances against more powerful machinery, but the true potential of the design was shown when
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In his bedroom was an old-fashioned wind-up gramophone above which was suspended a weight through a pulley so adjusted as to lighten the pressure of the sound-arm on the record. On this antique machine he played
502:" Frustrated, Maddock finally went away and drew a frame in which every tube was bent. To his surprise, rather than dismissing it Cooper's reaction was to snatch the plans out of Maddock's hands and exclaim "
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Almost immediately the T43 design was replaced by the Mark III version of the "Formula Two" chassis. Maddock and the Coopers upgraded the existing design by switching the front suspension for an improved
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a tall man with a beard and the abrupt manner of a Hebrew prophet who has just handed on the Lord's warning to a sinful generation ... and his hands, coat, clothes and face were always streaked with oil.
751:. Although the car's engine failed on this first outing, subsequent development proved that the rear-engined Cooper was competitive with the Formula One machinery of the day, ultimately winning the
925:. Brabham and Cooper contributed other detail improvements, but Maddock left the fundamental chassis frame virtually unaltered from the T43. The T45 was immediately successful. In the hands of
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C6S. Although the new gearbox was just as reliable as the five speed model, its mechanism was extremely complex and proved unpopular with the mechanics who were tasked with maintaining it.
604:. He was running as high as third place before an oil pipe coupling failed and forced the car into retirement. For the Championship season Vandervell employed the up-and-coming
1093:, near to the Saunders-Roe factory. He would remain in Cowes for the rest of his life. Maddock had been drawn to the firm because of its leading role in the development of the
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Taking cues from Brabham's Formula One special, and through evolution of the Formula Three curved tube chassis design, Maddock produced a new Formula Two design for 1956: the
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extremely interested in air-cushion vehicles and would welcome an opportunity to work on the design and development of such a craft intended for racing ... Anyone interested?
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John had a lot of the original ideas and then Owen would add some very original thinking in developing those ideas; they were a team ... and Jack of course contributed a lot.
921:(Mark III) by mounting the dry-sump engine much lower. Maddock credited this particular innovation to Jack Brabham, who received the suggestion from his Australian friend,
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Long before this time, however, Maddock had had enough. Feeling trapped by his role at Cooper, and wanting to try his hand at something new, he resigned in August 1963.
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and 1000 cars. However, in 1953 Maddock was instrumental in introducing two design features that became Cooper trademarks for the rest of the decade: the curved-tube
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when a potential new recruit arrived for a job interview, Charles Cooper asked his secretary whether he had a beard. On being told that he did, Cooper told her to "
395:, the pair constructed their first motorcycle-engined 500 cc (31 cu in) racing car in 1946. A string of wins followed, raising the reputation of the
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approached the Coopers to obtain their assistance in building a chassis for his forthcoming racing engine. Vandervell had been one of the early backers of the
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The car gained its nickname from Maddock's unusual bodywork design. While the front of the car was relatively conventional, the rear featured an abbreviated,
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Cooper's own route into Formula One was somewhat unorthodox. Following on from producing the Vanwall Maddock began work on a new sportscar, designed around
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561:. The design of the Cooper Bristol was largely based on that of the Mark V Formula Three car, though, with Maddock principally acting as a draughtsman.
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played woodwind instruments for various local groups, and regularly competed on the piano in jazz competitions. Maddock died in Cowes on 19 July 2000.
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design. New step-up gears in the transaxle allowed Maddock to lower the engine (now including Climax's stretched 2,207 cc (134.7 cu in)
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In his professional role as a freelance engineering consultant Maddock was also involved in hovercraft design. In 1967 he was commissioned by the
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on vocals. When the band decided to turn fully professional Maddock preferred to remain an amateur and left the group. He also counted saxophone,
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722:". John Cooper was, however, somewhat sceptical of the new silhouette, and regularly explained away its lack of tail by telling enquirers that "
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constructor, with March even offering to take Maddock on full-time. He preferred to remain a freelance, however, and declined their proposal.
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In addition to his engineering studies, Maddock was a proficient musician. He was able to play a number of instruments, eventually including
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510:. Brabham would come to recall that Maddock was latterly an even more staunch defender of the curved-tube concept than Charles Cooper.
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and was overseer for Baker's most controversial project in the United Kingdom: the rebuilding and destruction of large portions of Sir
485:. With the introduction of the Mark V in 1950 this was augmented by a beefed-up and stiffened body support structure, creating a semi-
1113:. However, when the industry hit a downturn Maddock was made redundant. He later joined propulsion and light engineering specialists
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designs. After leaving Cooper in 1963 Maddock went on to a successful career as an engineering consultant, including a spell as a
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as being much more taut and well engineered than previous Cooper products. Brown gave the car its race debut in May 1954 at the
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location bracket. The car that both of these design innovations were pioneered on was the Mark VIII version of the Cooper 500
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1023:, but British rivals Lotus and BRM had taken the engineering initiative and Cooper started a lengthy decline in performance.
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for many years, and had built John a racing special as a twelfth birthday present in 1936. Working at the family garage in
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sports car; Maddock's first significant design after leaving Cooper. Sporting the Maddock-penned four-spoke racing wheel.
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engine. Brabham, working almost alone on the car, completed the Formula One special the day before its first race: the
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project, but had become disillusioned with the management of that enterprise and had decided to strike out on his own.
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many. Gradually the Coopers began to make more use of Maddock's drafting skills, however, realising that having proper
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and piano among his repertoire, and continued to play and compete in jazz competitions until shortly before his death.
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design wasn't actually produced for the Cooper Car Company's own use. In early 1953 industrialist, and owner of the
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go on to become something of a hallmark of McLaren racing cars in many different series over the following decade.
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cigarette company to design and build a prototype racing hovercraft. The craft appeared later in the year as the
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963:, which would come to dominate the season's racing. The Cooper works drivers, Brabham and young New Zealander
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241:, in January 1925. He was son of the architect Richard Maddock, who spent most of his life working for Sir
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between 1950 and 1963. During this time Maddock designed a string of successful racing cars, including the
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had taken the first ever Formula One victory for a mid-engined car in another Maddock-designed vehicle: a
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provided Cooper with its last works victory in Cooper ownership, when McLaren took first place at the
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387:. Charles Cooper had been involved in motorsport since the 1920s, having acted as racing mechanic to
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A further four chassis were constructed to Maddock's design the following year, in Vandervell's own
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as a hobby few years previously. Maddock remained with the company after it was merged with other
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A Cooper T39 'Bob-tail' (right) alongside an Aston Martin DB3S, during a historic race meeting at
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Maddock had a somewhat frosty relationship with Jack Brabham. Brabham recalled Maddock as being "
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Proceedings of the 18th Annual Conference of the Thailand Association of Mechanical Engineers
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cars, Maddock was heavily involved in the design of the first true McLaren racing car: the
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cars also contested a number of World Championship Grands Prix during the Championship's
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race were the best he achieved, before he wrote the vehicle off during practice for the
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to such an extent that they were able to begin selling replicas to fellow competitors.
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1603:"Design of the Space Frame Racing Car Front Clip and Rear Clip for Torsional Rigidity"
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530:. However, Maddock's contribution to this design was minor. Cooper's conventionally
476:. The curved chassis tubes (black) can be seen above and below the engine crankcase.
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player and was part of many jazz bands of the late 1940s and early 1950s, including
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194:. In his spare time he also enjoyed racing hovercraft, and was a co-founder of the
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Further minor refinements were made to the T45 chassis through 1958, and for the
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316:" Melly also recalled that Maddock could take his passion for jazz to extremes:
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Stevens, David (30 January 1964). "A Racing ACV: Thoughts on Design Problems".
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to earn the first world championship points for Cooper, and third place in the
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On his departure from Cooper Owen Maddock took up a post as a designer with
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734:. On moving to the UK he picked up where he had left off, driving a Cooper-
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in the works Formula One car), reducing the centre of gravity of the new
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we had to cut it off because it wouldn't fit in the transporter otherwise
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Maddock, Owen (26 December 1963). "Letters to the Editor: Racing ACVs".
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Maddock finally brought these together with a full 2.5 L version of the
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two-seat recreational model, and a single-seat freight carrying model.
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257:. Owen Maddock grew up in Sutton, and went on to study engineering at
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1149:. Maddock acted as technical secretary for the clubs for many years.
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Walker retook possession of the modified car and, running on AvGas,
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was a development of a pump engine adapted for automobile use, the
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In December 1963 a letter written by Owen Maddock appeared in
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More freelance work followed later for the newly established
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785:. He developed this the subsequent year into the Mark II, or
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A true space frame design uses only straight tubes, properly
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Send 'im home. I've got enough trouble with the one I've got!
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design. Maddock had been studying the theories of Professor
119:(24 January 1925 – 19 July 2000) was a British engineer and
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Rodwell, Robert (22 June 1967). "Aplethorpe Rally Review".
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The first Cooper car to enter a Formula One Grand Prix was
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Brabham's departure to found his own team at the end of
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shock absorbers, in place of the older cars' transverse
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in 1956. The Vanwall cars went on to take the inaugural
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team. In addition to providing detailing for McLaren's
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drove it to victory in the Formula One season opening
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mounted outboard of the chassis on the driver's left.
553:'s notoriously rapid example took fourth place in the
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1628:. Continuum International Publishing Group. p.
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in 1955, clearly showing their flat, near-vertical,
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On graduation he gained Associate Membership of the
789:, model. Where the 1956 car had been developed for
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1089:. Maddock moved down to the island and settled in
312:. In his own memoirs Melly remembered Maddock as "
201:Away from engineering Maddock was an accomplished
1133:(ACV) supplement, wherein he stated that he was "
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938:even more steadfastly conservative than Charlie
1601:Charubhun, Weerawut; Rodkwan, Supasit (2004) .
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970:The T51 was far from perfect, however, and its
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777:Cooper T41 at the Silverstone Classic in 2011
1774:(15 August 2000). "Obituary: Owen Maddock".
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416:. Maddock's protégé and eventual successor,
1823:Flight International – Air-Cushion Vehicles
1810:Flight International – Air-Cushion Vehicles
1738:Flight International – Air-Cushion Vehicles
1682:Flight International – Air-Cushion Vehicles
1669:Flight International – Air-Cushion Vehicles
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1011:Australian's tenure. Maddock and McLaren's
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261:. During this time, in the latter years of
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1793:. St. Paul, MN: Motorbooks International.
1624:Who's Who of British Jazz – Second Edition
1586:. St. Paul, MN: Motorbooks International.
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1716:Jenkins, Richard (12 September 2016).
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852:Cooper T43 at Silverstone Classic 2011
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1105:hovercraft engineering concerns and
469:A Mk. IX Cooper 1100, fitted with a
308:, Maddock played alongside vocalist
154:, feats it achieved in the hands of
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829:– and the works entered it for the
612:and second in the non-Championship
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341:Institution of Mechanical Engineers
265:, Maddock also served in the local
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1680:"Player's Prototype Takes Shape".
761:The first true Formula One Coopers
627:racing team's premises across the
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14:
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1534:Flight International (March 1967)
796:, this 1957 car was intended for
694:Two Equipe Endeavour T39 cars at
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1394:Charubhun & Rodkwan (2004)
1147:Hovercraft Club of Great Britain
974:was a particular Achilles heel.
645:World Constructors' Championship
196:Hovercraft Club of Great Britain
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1552:Flight International (May 1967)
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769:Cooper T41 at Donington in 2007
500:Nah, Whiskers, that's not it...
1667:"£30,000 Boost for Amateurs".
1111:British Hovercraft Corporation
420:, later recalled to historian
375:, Maddock was taken on by the
1:
1232:
1060:sandwich structured composite
379:, run by father and son team
228:
2396:British automotive engineers
2391:British automobile designers
1176:Later racing car design work
146:car to win either the World
7:
1143:Hover Club of Great Britain
947:Formula One World Champions
680:1,098 cc inline-four engine
449:frame and the "curly leaf"
152:Constructors' Championships
131:World Championship-winning
10:
2417:
1648:"Obituaries: Owen Maddock"
1199:Bruce McLaren Motor Racing
901:double wishbone suspension
753:1955 Australian Grand Prix
259:Kingston Technical College
89:Kingston Technical College
2401:British motorsport people
1990:
1982:
1981:
1977:
1880:
1702:Hovercraft Club of Canada
1688:(59): 64–65. 18 May 1967.
885:1958 Argentine Grand Prix
865:1958 Argentine Grand Prix
575:Norton Motorcycle Company
233:Owen Maddock was born in
102:
94:
84:
76:
64:
42:
37:Maddock at work at Cooper
30:
23:
1675:(58): 32. 23 March 1967.
1408:Brabham & Nye (2004)
1158:Player's No. 6 Prototype
1139:Isle of Wight Hover Club
1026:The introduction of the
978:Cooper's declining years
1367:Nye (2003), p. 105-107.
1115:Elliott Turbo Machinery
984:1961 Formula One season
953:1959 Formula One season
875:For the first races of
745:1955 British Grand Prix
610:1954 Italian Grand Prix
559:1952 British Grand Prix
555:1952 Belgian Grand Prix
514:Moving into Formula One
461:The curved-tube chassis
106:Chief designer for the
1754:Owning Up: The Trilogy
1584:The Jack Brabham Story
1262:Daily Telegraph (2000)
1189:
1154:John Player & Sons
1145:that would become the
1058:inner skin, forming a
1021:1962 Monaco Grand Prix
1003:
931:1958 Monaco Grand Prix
895:
872:
853:
831:1957 Monaco Grand Prix
778:
770:
702:
668:
528:1950 Monaco Grand Prix
477:
337:
142:The T51 was the first
2386:Formula One designers
1722:www.OldRacingCars.com
1426:Nye (2003), p. 58-59.
1385:Nye (2003), p. 53-55.
1224:Final years and death
1183:
1077:Later life and career
997:
972:Citroen-based gearbox
893:
859:
851:
776:
768:
730:which he branded the
693:
662:
583:British Racing Motors
468:
318:
186:designer working for
2144:Formula Three/Junior
1959:Constructors' titles
1561:Hovercraft in Canada
1131:Air-Cushion Vehicles
1127:Flight International
802:four-cylinder engine
655:'Bob-tail' sportscar
598:International Trophy
117:Owen Richard Maddock
1756:. London: Penguin.
1507:Nye (2003), p. 269.
1498:Nye (2003), p. 268.
1486:Nye (2003), p. 272.
1477:Nye (2003), p. 154.
1456:Nye (2003), p. 144.
1447:Nye (2003), p. 122.
1438:Nye (2003), p. 113.
1342:Nye (2003), p. 125.
1333:Nye (2003), p. 248.
1052:honeycomb structure
959:engine to form the
927:Maurice Trintignant
841:and the Vanwall of
602:Silverstone Circuit
304:. As a part of the
284:. He excelled as a
1873:Cooper Car Company
1376:Nye (2003), p. 50.
1351:Nye (2003), p. 72.
1304:Nye (2003), p. 32.
1203:1964 Tasman Series
1190:
1004:
896:
873:
854:
839:Juan Manuel Fangio
779:
771:
703:
669:
618:Spanish Grand Prix
478:
405:technical drawings
377:Cooper Car Company
306:Magnolia Jazz Band
302:Magnolia Jazz Band
211:Magnolia Jazz Band
125:Cooper Car Company
110:from 1950 to 1963.
108:Cooper Car Company
2363:
2362:
2359:
2358:
1417:Nye (2003), p. 41
1292:Nye (2003), p. 31
1218:March Engineering
1121:Racing hovercraft
1107:Vickers-Armstrong
1103:Westland Aircraft
1054:aluminium with a
903:arrangement with
862:Rob Walker Racing
819:Rob Walker Racing
739:around a 2-litre
162:. A year earlier
114:
113:
59:, Surrey, England
2408:
2282:
2270:
2258:
2246:
1979:
1978:
1933:
1932:
1874:
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1302:
1293:
1290:
1284:
1281:
1272:
1269:
1263:
1260:
1249:
1246:
490:chassis design.
363:The Cooper years
345:National Service
335:
253:building in the
217:, that featured
71:
52:
50:
35:
21:
20:
2416:
2415:
2411:
2410:
2409:
2407:
2406:
2405:
2366:
2365:
2364:
2355:
2276:
2264:
2252:
2240:
1994:Formula One/Two
1986:
1973:
1942:Drivers' titles
1927:
1924:World Champions
1876:
1872:
1864:
1862:
1801:
1777:The Independent
1764:
1726:
1724:
1706:
1704:
1692:
1679:
1666:
1657:
1655:
1654:. 3 August 2000
1652:Telegraph.co.uk
1646:
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1266:
1261:
1252:
1247:
1240:
1235:
1226:
1178:
1123:
1079:
980:
949:
812:was a bespoke,
763:
749:Aintree Circuit
673:Coventry Climax
657:
614:Goodwood Trophy
590:Vanwall Special
579:Tony Vandervell
567:
565:Vanwall Special
516:
463:
442:
365:
336:
330:
251:Bank of England
231:
85:Alma mater
69:
60:
54:
53:24 January 1925
48:
46:
38:
26:
17:
12:
11:
5:
2414:
2404:
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2200:
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2190:
2185:
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2165:
2160:
2155:
2150:
2145:
2141:
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2125:
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2116:
2115:
2110:
2105:
2100:
2095:
2090:
2085:
2080:
2075:
2070:
2065:
2060:
2055:
2050:
2045:
2040:
2035:
2030:
2025:
2020:
2015:
2010:
2005:
2003:Cooper-Bristol
2000:
1995:
1991:
1988:
1987:
1975:
1974:
1972:
1971:
1966:
1961:
1955:
1954:
1949:
1944:
1938:
1937:
1925:
1921:
1920:
1915:
1910:
1905:
1900:
1896:
1895:
1890:
1888:Charles Cooper
1885:
1881:
1878:
1877:
1861:
1860:
1853:
1846:
1838:
1832:
1831:
1818:
1805:
1799:
1783:
1768:
1763:978-0141025544
1762:
1746:
1733:
1713:
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1677:
1664:
1644:
1638:
1614:
1598:
1592:
1570:
1567:
1564:
1563:
1554:
1545:
1543:Rodwell (1967)
1536:
1527:
1525:Stevens (1964)
1518:
1516:Maddock (1963)
1509:
1500:
1488:
1479:
1470:
1458:
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1387:
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1326:
1306:
1294:
1285:
1273:
1271:Chilton (2004)
1264:
1250:
1248:Jenkins (2016)
1237:
1236:
1234:
1231:
1225:
1222:
1177:
1174:
1122:
1119:
1078:
1075:
979:
976:
948:
945:
762:
759:
665:Donington Park
656:
653:
620:that October.
588:The resulting
566:
563:
535:Cooper Bristol
515:
512:
462:
459:
441:
438:
364:
361:
331:George Melly,
328:
255:City of London
230:
227:
112:
111:
104:
103:Known for
100:
99:
96:
92:
91:
86:
82:
81:
78:
74:
73:
72:(aged 75)
66:
62:
61:
55:
44:
40:
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36:
28:
27:
24:
15:
9:
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2327:
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2319:
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2314:
2312:
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2307:
2304:
2302:
2301:Cooper-Jaguar
2299:
2297:
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2019:
2016:
2014:
2011:
2009:
2006:
2004:
2001:
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1989:
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1980:
1976:
1970:
1967:
1965:
1962:
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1957:
1956:
1953:
1950:
1948:
1945:
1943:
1940:
1939:
1936:
1931:
1926:
1923:
1922:
1919:
1918:Derrick White
1916:
1914:
1911:
1909:
1906:
1904:
1901:
1898:
1897:
1894:
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1840:
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1811:
1806:
1802:
1800:0-7603-1709-7
1796:
1792:
1788:
1784:
1780:
1778:
1773:
1769:
1765:
1759:
1755:
1751:
1750:Melly, George
1747:
1743:
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1703:
1699:
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1649:
1645:
1641:
1639:9780826472342
1635:
1631:
1626:
1625:
1619:
1618:Chilton, John
1615:
1611:
1604:
1599:
1595:
1593:9780760315903
1589:
1585:
1581:
1577:
1576:Brabham, Jack
1573:
1572:
1558:
1549:
1540:
1531:
1522:
1513:
1504:
1495:
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1483:
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1128:
1118:
1116:
1112:
1108:
1104:
1100:
1096:
1092:
1088:
1087:Isle of Wight
1084:
1074:
1071:
1069:
1065:
1064:Williams FW07
1061:
1057:
1053:
1049:
1045:
1041:
1037:
1033:
1029:
1024:
1022:
1018:
1014:
1009:
1001:
996:
992:
988:
985:
975:
973:
968:
966:
965:Bruce McLaren
962:
958:
954:
944:
942:
939:
934:
932:
928:
924:
920:
916:
915:
910:
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902:
892:
888:
886:
882:
881:Stirling Moss
878:
870:
866:
863:
858:
850:
846:
844:
840:
836:
835:Maserati 250F
832:
828:
826:
820:
815:
811:
807:
803:
801:
798:Climax's new
795:
794:
788:
784:
775:
767:
758:
756:
754:
750:
746:
742:
737:
733:
732:RedeX Special
727:
725:
721:
717:
712:
711:Wunibald Kamm
708:
701:
697:
692:
688:
685:
681:
679:
674:
666:
661:
652:
650:
646:
642:
641:Colin Chapman
638:
634:
633:Acton, London
630:
626:
621:
619:
615:
611:
607:
606:Peter Collins
603:
599:
595:
591:
586:
584:
580:
576:
572:
562:
560:
556:
552:
551:Mike Hawthorn
548:
544:
540:
536:
533:
532:front-engined
529:
525:
524:V-twin engine
521:
511:
509:
505:
501:
496:
491:
488:
484:
475:
474:V-twin engine
472:
467:
458:
456:
455:Formula Three
452:
448:
437:
435:
429:
427:
423:
419:
415:
411:
406:
400:
398:
394:
390:
386:
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358:
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334:
327:
324:
317:
315:
311:
307:
303:
299:
298:Mick Mulligan
295:
293:
287:
283:
280:, piano, and
279:
278:bass clarinet
276:, saxophone,
275:
270:
268:
264:
260:
256:
252:
248:
244:
243:Herbert Baker
240:
236:
226:
224:
223:bass clarinet
220:
216:
212:
208:
207:Mick Mulligan
204:
199:
197:
193:
192:Isle of Wight
189:
185:
181:
177:
176:Formula Three
173:
169:
165:
164:Stirling Moss
161:
157:
153:
149:
145:
140:
138:
134:
130:
126:
122:
118:
109:
105:
101:
97:
93:
90:
87:
83:
79:
75:
67:
63:
58:
45:
41:
34:
29:
22:
19:
2279:Formula 5000
2278:
2266:
2254:
2242:
1983:
1935:Jack Brabham
1908:Jack Brabham
1903:Owen Maddock
1902:
1829:(19): 11–12.
1826:
1822:
1816:(60): 75–79.
1813:
1809:
1790:
1775:
1753:
1741:
1737:
1725:. Retrieved
1721:
1705:. Retrieved
1701:
1695:
1685:
1681:
1672:
1668:
1656:. Retrieved
1651:
1623:
1609:
1583:
1569:Bibliography
1557:
1548:
1539:
1530:
1521:
1512:
1503:
1482:
1473:
1461:
1452:
1443:
1422:
1413:
1390:
1381:
1372:
1347:
1338:
1329:
1288:
1283:Melly (2006)
1267:
1227:
1215:
1191:
1165:
1157:
1151:
1142:
1138:
1134:
1130:
1124:
1109:to form the
1083:Saunders-Roe
1080:
1072:
1025:
1005:
989:
981:
969:
956:
950:
940:
937:
935:
923:Ron Tauranac
918:
913:
897:
874:
824:
809:
805:
804:. While the
799:
792:
786:
782:
780:
757:
731:
728:
723:
704:
683:
677:
670:
629:River Thames
622:
589:
587:
568:
520:Harry Schell
517:
508:Jack Brabham
504:That's it...
503:
499:
495:triangulated
492:
483:ladder frame
479:
443:
433:
430:
425:
414:Jack Brabham
401:
366:
338:
332:
319:
313:
310:George Melly
305:
301:
292:Mike Daniels
289:
271:
263:World War II
232:
219:George Melly
210:
200:
188:Saunders-Roe
156:Jack Brabham
141:
116:
115:
70:(2000-07-19)
68:19 July 2000
25:Owen Maddock
18:
2381:2000 deaths
2376:1925 births
1913:Eddie Stait
1893:John Cooper
1791:Cooper Cars
1727:7 September
1467:ERSA Knight
1210:McLaren M1A
1195:Teddy Mayer
1186:McLaren M1A
1034:during the
909:leaf spring
843:Tony Brooks
600:meeting at
571:Formula One
539:Formula Two
487:space frame
451:leaf spring
418:Eddie Stait
385:John Cooper
172:Formula Two
144:mid-engined
129:Formula One
77:Nationality
2370:Categories
2287:Sportscars
1707:8 February
1324:Nye (2000)
1233:References
1206:Cooper T70
1095:hovercraft
1056:fibreglass
1048:Cooper T66
1013:Cooper T60
1000:Cooper T60
961:Cooper T51
919:Cooper T45
869:Cooper T43
814:dry sumped
787:Cooper T43
783:Cooper T41
637:Team Lotus
594:Alan Brown
410:blueprints
397:Cooper 500
282:sousaphone
269:regiment.
267:Home Guard
247:John Soane
229:Early life
215:sousaphone
213:, playing
184:hovercraft
168:Cooper T43
133:Cooper T51
121:racing car
95:Occupation
49:1925-01-24
2296:Cooper-MG
2267:Formula C
2255:hillclimb
1998:1000/1100
1899:Designers
1787:Nye, Doug
1772:Nye, Doug
1744:(18): 91.
1696:Hoverover
1580:Nye, Doug
1166:Hoverover
1040:Jim Clark
1030:chassied
1028:monocoque
867:-winning
791:Climax's
707:Kamm tail
700:Kamm tail
541:years in
526:, at the
457:machine.
333:Owning Up
180:sportscar
1884:Founders
1789:(2003).
1779:(London)
1752:(2006).
1620:(2004).
1582:(2004).
1032:Lotus 25
905:coilover
823:1964 cc
720:bob-tail
696:Goodwood
422:Doug Nye
393:Surbiton
389:Kaye Don
329:—
326:another.
274:trombone
148:Drivers'
139:models.
98:Engineer
2306:Bobtail
2243:IndyCar
2208:T65/T67
2173:Mk.VIII
1658:11 June
1197:'s new
1184:A 1964
1099:gliding
1042:during
1015:car of
941:himself
741:Bristol
718:" and "
675:'s new
667:in 2007
625:Vanwall
447:chassis
381:Charles
190:on the
80:British
2158:Mk.III
2119:Tasman
1797:
1760:
1636:
1590:
1170:tandem
1162:Ottawa
827:engine
424:that "
373:Trojan
323:Bechet
239:Surrey
235:Sutton
57:Sutton
2234:Other
2178:Mk.IX
2163:Mk.IV
2153:Mk.II
1984:Cars:
1606:(PDF)
1091:Cowes
2311:Mini
2291:Mk.I
2183:Mk.X
2168:Mk.V
1969:1960
1964:1959
1952:1960
1947:1959
1795:ISBN
1758:ISBN
1729:2017
1709:2010
1660:2009
1634:ISBN
1588:ISBN
1465:See
1168:: a
1068:1980
1044:1963
1036:1962
1017:1962
1008:1961
982:The
877:1958
860:The
736:Alta
716:Manx
649:1958
547:1953
545:and
543:1952
383:and
371:and
355:and
353:Alta
296:and
294:Band
290:The
286:jazz
203:jazz
178:and
160:1959
135:and
65:Died
43:Born
2351:T61
2346:T57
2341:T49
2336:T39
2331:T38
2326:T33
2321:T25
2316:T20
2274:T90
2262:T88
2250:T87
2238:T54
2228:T85
2223:T83
2218:T76
2213:T72
2203:T63
2198:T59
2193:T56
2188:T52
2148:500
2138:T79
2133:T70
2128:T62
2123:T55
2113:T91
2108:T86
2103:T84
2098:T82
2093:T81
2088:T80
2083:T77
2078:T75
2073:T73
2068:T71
2063:T66
2058:T60
2053:T58
2048:T55
2043:T53
2038:T51
2033:T45
2028:T44
2023:T43
2018:T41
2013:T24
2008:T23
1630:257
1129:'s
1066:of
957:FPF
914:FPF
837:of
825:FPF
810:FPF
806:FWB
800:FPF
793:FWB
747:at
726:".
684:T39
678:FWA
647:in
639:'s
631:in
471:JAP
436:".
369:HRD
357:HWM
300:'s
249:'s
209:'s
158:in
150:or
137:T53
2372::
1825:.
1812:.
1740:.
1720:.
1700:.
1684:.
1671:.
1650:.
1632:.
1608:.
1578:;
1491:^
1431:^
1399:^
1356:^
1309:^
1297:^
1276:^
1253:^
1241:^
1117:.
1070:.
998:A
933:.
577:,
549:.
428:"
351:,
349:AC
237:,
198:.
174:,
2281:)
2277:(
2269:)
2265:(
2257:)
2253:(
2245:)
2241:(
1857:e
1850:t
1843:v
1827:4
1814:9
1803:.
1781:.
1766:.
1742:3
1731:.
1711:.
1698:"
1686:9
1673:9
1662:.
1642:.
1612:.
1596:.
871:.
714:"
498:"
51:)
47:(
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