As we embark on Maserati’s centennial, this chart tracking the genetics of the 1950s Maserati Grand Prix cars is fascinating. At the time, this might have demonstrated the storied history of Maserati in contrast to the post-war upstarts who’s garages started producing racing machines. Today, however, we can look back at this as quite the opposite: The slow death of Maserati’s monoposto efforts.
Imagine if we could have added another 50 years to to this dynasty of single-seat Maserati racers.
Let’s take a moment to set aside the provenance of Steve McQueen’s car collection and the fervor that the mere mention of his name seems to send rippling through the racing community. Let’s ignore that baggage for a moment: that baggage that makes people spend one-and-a-quarter million dollars on a bone stock 911S; that baggage that makes people spend 150K on a well-worn old husky 400. Let’s ignore all that… Just for a moment. Let’s simply look at this beautiful little Cooper T56 and let her hold her own without the Hollywood associations.
Let’s just look at it for what it is, because—like the 1970 911S and the 1970 Husqvarna 400 Cross—this Cooper is a piece of motoring perfection that stands on its own just fine, thank you very much. Iconic design and racing lineage? Yep. There aren’t many machines with as close a familial tie to the rear-engined revolution and the Owen Maddock-designed T43 that shook open-wheeled racing to its very core when Jack Brabham took her to the 1957 Monaco Grand Prix.
Imagine the joy you would get walking up to this little piece of fantastic in your garage. Walking past that little ridge that flows along the engine cover that harkens to it’s larger cousin on the D-Type Jag and certainly to the mighty T51 that gave Cooper the constructor’s championship in 1959. Sure, you might not beat Jack Brabham’s 1959 Monaco GP fastest lap time of 1:40.4 with a 994cc BMC formula junior engine in place of the T51’s Cooper Climax. Then again, with the better tires you’d be running today, you might get close.
Ok. Let’s face the inevitable and bring Mr. McQueen back into the discussion. The truth is that this example of the T56 has a remarkable history even without the Cooler King. The car was one of the two Cooper Works cars campaigned by Team Tyrell in 1961. With Tony Maggs winning at Goodwood, Magny-Cours, Monza, Kalskoga, Rouen, Zandvoort, Oulton Park, and Montlhery this car won Tony and Team Tyrell the European Formula Junior Championship for the season. After the season, the car was returned to Cooper and subsequently snatched up by McQueen while Steve was in Europe pickup up a Mini Cooper and attending John Cooper’s racing school. After taking the T56 back to the States, Steve captured a few wins with her in California. Indeed, this may be the car and the string of races that finally alerted the studio to Steve’s dangerous extracurriculars that famously resulted in the ultimatum that continuing to race would be the end of his acting career. The bastards.
After Steve and this Cooper parted ways, the car continued on to greater successes stateside with Al ‘Buster’ Brizzard winning SCCA championships with this car (fitted alternately with the BMC, Alfa, or Cosworth engine). The car eventually made its way back to Steve McQueen’s racing mechanic, Skip McLaughlin, for many years before its magnificent restoration by Hardy Hall. Today the car is on offer from the Canepa Collection and looks ready to grid up at the Goodwood Revival.
Not bad. Not bad at all.
More information at Canepa’s inventory page and information on the restoration at Hardy Hall Restorations.
It is with a heavy heart that I inform you that friend-of-the-blog, Rich Stadther, is parting with his 1969 Merlyn 11A Formula Ford. She’s a lovely machine to be sure and, more importantly, it offers you entry into what I consider to be one of the most fun and challenging series in vintage racing.
It’s not just the series that I’m attracted to though. Maybe it’s just the time I’ve spent helping my buddy Eric with his, but there’s something in particular about the Merlyns that I really love. Granted, I’ve not been exposed to as many Titans or Alexis (Alexese?) or Hawkes, but the lines and mechanicals of the Merlyns have really struck a chord with me. The fact that Colchester Racing Developments is still alive and kicking and supplying many of the parts for it doesn’t hurt either.
The price is definitely right for a ready-to-race Formula Ford. I know plenty of people that have spent more than that to get their cars ready for “more affordable” classes. I’d race her as-is for a few years until you’ve got a feel for her before diving in to a rebuild or restoration. Knowing Rich’s work though, she probably won’t need either.
More information on Rich’s site. Need more? Check out this video of her wiggling through the chicane at a recent running of the Waumandee Hillclimb.