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Cosworth - a quick history


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#1 Mark Beckman

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Posted 04 September 2002 - 03:26

I got this for the "Cosworth Financing" thread but its got lots of interesting notes so I put it in this seperate thread.

1929 Michael Charles Costin born in London, England; educated Salvatorian College, Harrow Weald, England

1933 Keith David Duckworth born in Blackburn, Lancashire, England; educated Giggleswick School, Yorkshire, England

1950 Mike Costin becomes licenced aircraft engineering at de Havilland

1952 Keith Duckworth goes to Imperial College, London, England

1953 Mike Costin design draftsman, de Havilland, during day and engineer with Lotus Engineering at night

1956 Mike Costin Technical Director, Lotus Cars

1957 Keith Duckworth transmission development engineer, Lotus Cars

1958 Mike Costin/Keith Duckworth found Cosworth Engineering; first sited in Shaftesbury Mews, London W8, England. Mike Costin with Lotus Engineering during day and Cosworth Engineering at night

1959 Cosworth Engineering moves to 43 Friern Barnet Road, Friern Barnet, London, England
Project Mk I: modified 4 cylinder pushrod Ford 105E Anglia engine

1960 Project Mk II: production racing engine, development of MkI for used in Formula Junior
Project Mk III: improved version of MkII using A3 profile, strengthened bottom end, optional dry sump

1961 Cosworth Engineering moves to 2 Kenninghall Road, Edmonton, London, England
Project Mk IV: bored out version of MkIII fitted with bigger valves

1962 Mike Costin joins Cosworth Engineering full time.
Project Mk V: modified 4 cylinder pushrod Ford 109E Classic for installation in Lotus 7
Project Mk VI: racing version of MkV
Project Mk VII: bored out version of MkVI
Project TA: twin cam Lotus

1963 Project Mk VIII: modified 4 cylinder pushrod Ford 116E Cortina engine for road-going Lotus Super 7
Project Mk IX: racing version of MkVIII
Project Mk X: experimental forerunner of Lotus twin cam engine, fitted to Lotus Elan
Project Mk XI: modified version of Mk IV
Project Mk XII: bored out racing version of Lotus Twin Cam engine with dry sump
Project Mk XIII: modified Mk XII
Project Mk XIV: modified Ford 116E for Lotus Super 7
Project Mk XV: wet sump Lotus twin cam engine for Lotus Cortina for Group 2 saloon car racing
Project Mk XVI: 81mm version of Mk XIII, mainly for New Zealand and Australia

1964 Cosworth Engineering moves to St James Mill Road, Northampton, England
Project Mk XVII: modified Mk XI
Project SCA: 1000cc cylinder head, single overhead cam, Cortina 116E block
Project SCB: experimental 1.5 litre version of SCA

1965 Project SCC: SCA with increased bore, 1100CC for US sports car formula
Project MA: MAE 4 cylinder pushrod engine, modified Anglia Series E (Ford 105E), for Formula 3

1966 Keith Duckworth signs the Ford-Cosworth contract for the DFV

1967 Project FVA: 4v types A, based on Ford 116E Cortina block
Project FVB: experimental 1500cc version of FVA
Project DFV: Grand Prix engine (DFV = double four valve)
Project DFB: 3 litre Formula 1 engine, now used in historic races
Lotus Cosworth-Ford DFV debuts at Dutch Grand Prix, Zandvoort: Jim Clark wins by 27 seconds
DFV Grand Prix victories=4
Project BDA (BDA=belt-drive, series A)

1968 Project DFW: converted DFV, 54.00mm short stroke for Tasman series
DFV Grand Prix victories=11
Project BDB: modified BDA for Ford rallying
Project CA: Cosworth car

1969 Project FVC: long-stroke version of FVA
DFV Grand Prix victories=11

1970 Project BDC: fuel-injected BDB, for Group 2 saloon car rayllying
Project BDD: Formula Atlantic version of BDA
DFV Grand Prix victories=8

1971 DFV Grand Prix victories=7

1972 Project EA: Chevrolet Vega
Project BDE: Formula 2 verison of BDA, bored to 85.6mm
Project BDF: modified BDE for Formula 2
DFV Grand Prix victories=10

1973 Project FVD: modified FVA, experimental only
DFV Grand Prix victories=15
Project BDA: belt drive types A, now BDR for Ford RS1600 Escort
Project BDG: improved BDF, used in Formula 2
Project BDH: modified BDA, based on Ford 1300 cross-flow block
Project GA: Ford V6 3.4 litre engine based on Ford Essex crankcase, used in Group 2 saloon car racing
Project ZA: Clubman engine; Ford crossflow based pushrod racing engine; Cosworth Components Ltd parts

1974 Project JA: motorcycle 750cc twin-cylinder for Norton Villiers Triumph, 30 built
DFV Grand Prix victories=12
Project BDJ: modified BDA, for American SCCA Formula C
Project BDL: 1425cc turbo BD, experimental only

1975 Project LA: Cosworth automatic gearbox
DFV Grand Prix victories=8
Project DFX: 57.30mm long stroke trubocharged DFV for Indianapolis racing
Project BDM: large valve fuel-injected version of BDD
Project JAB: road version of JAA

1976 DFV Grand Prix victories=10
Project BDX: modified BDA for Formula 5000

1977 DFV Grand Prix victories=12
Project BDN: modified BDD

1978 Project VA: differential limit slip
DFV Grand Prix victories=9
Project KA: rally version of Opel Ascona 400

1979 DFV Grand Prix victories=8
Project OA: Formula Supervee Volkswagen 4 cylinder engine
Castings plant established at Worcester, England
Castings manufacture heads and blocks for F1 and Indy

1980 UEI buys Cosworth Engineering
DFV Grand Prix victories=11

1981 DFV Grand Prix victories=8
Project DFL: 3.3 litre normally aspirated DFV for Group C World Endurance Championship for Makes
Project DFL: 3.9 litre normally aspirated DFV for Group C World Endurance Championship for Makes
Project DFL: 3.9 litre turbocharged DFV for Group C World Endurance Championship for Makes
Project BDT: turbocharged version of BD block for Ford RS200 (not Cosworth design)
Project CB: normally aspirated engine (large port one-piece water jacket)

1982 DFV Grand Prix victories=8
Project DFVss: 90.00mm bore x 58.8 short stroke, mechanical injection, used in F1
Project DFY: modified DFVss F1, only 20 made
Project DFY: modified DFVss for Tyrrell Racing F1, only 5 made
Project BDS: modified BDD, 2 litre engine with carburettors

1983 Mario Ilien and Paul Morgan leave Cosworth Engineering to found Ilmor Engineering
Project AB: Chevrolet sprint pump
Castings manufacture heads for Mercedes-Benz and Opel
DFV Grand Prix victories=3

1984 Building begins on the Wellingborough Assembly Plant
Project KB: Opel road production cylinder head
Project WAA: Mercedes-Benz 190E 2.3-16 cylinder head
Project YAA: prototype Ford T88 naturally aspirated engine
Project YAB: prototype turbocharged version of YAA
Project YBA: prototype modified Ford T88 engine, 180Ps
Project F3000ss inj: modified DFss, mechanical injection
Project BDP: modified BDA for US Midget single-seater racing
Project GB: Ford Formula 1 turbo 1.5 litre V6 engine
Project BB: 4 cylinder Formula 1 spec cylinder head + CVT gearbox: converted to BA

1985 The Duke of Kent opens the Wellingborough plant
Project YBB: Ford Sierra RS Cosworth engine 204Ps, from YAB
Project YBC: race version of YBB for kits and re-development
Castings manufacture heads for Ford Sierra RS Cosworth

1986 Castings manufacture heads and blocks for F1 turbo engine 700bhp/litre
Project DFX: modified 1975 DFX with lightweight components, only 3 built
Project DFXss: modified DFX
Project F3000: modified DFV, 9000 rev non-injection for single-seater racing
Project F3000inj: modified DFV, long-stroke electronic injection
Project F3000ss: modified DFVss
Project BDR:modified BDA for Caterham Cars, sold as conversion kit
Project BDT-E: evolution version BDT developed by Brian Hart Ltd
Project EB: Buick-Oldsmobile-Cadillac 3400 V6 engine

1987 Project YBD: modified YBB Ford Sierra RS500 Cosworth engine 224Ps
Project YBE1A: version of YBB, Ford Industrial Power Products for Panther Solo
Project YBF: race version of YBD for kits and re-development 1987 Project DFV3000: modified for F3000; long-stroke mechanical injection
Project DFVss: modified for F3000, short-stroke electronic injection
Project DFZ Hart: modified DFV, 3.5 litre, for Brian Hart Ltd
Project DFZ lowered: modified DFV, lowered sump
Project DFZ: 3.5 litre normally aspirated DFV, for Ford Formula 1
Project Sport V8 3.3: modified DFV, mechanical injection, for International Motor Sports Association
Project DB: Pontiac Super Duty DOHC 16V engine

1988 Keith Duckworth retires; Mike Costin becomes Chairman of Cosworth Engineering; Jackie Stewart opens Costin House 22 September
Project JBA: Ford V6 single overhead camshaft engine, Koln 2.9 based
Project WAB: Mercedes-Benz 190E 2.516 cylinder head
Project DFR: modified DFZ
Project DFS: modified DFXss
Project DFXss FMS: modified DFX with fuel management system

1989 Carlton Communications buys UEI
Project WAC: Mercedes-Benz Evolution short stroke cylinder head
Project YBE2A: version of YBG, Ford Industrial Power Products for Panther Solo
Project YBG(AIR): modified air-conditioning version of YBG
Project YBG: green version of YBB, 220Ps, 83US emissions
Project YBJ(AIR): modified air-conditioning version of YBJ
Project YBJ: green version of YBB, 220Ps, 15.04 emissions
Project YBM: race version of YBG/J for kits and re-development
Project DFR4: modified DFV to 4v 1989 Project DFS89: modified DFX
Project HBA: Ford Benetton Grand Prix engine, 3.5 litre normally aspirated engine

1990 Carlton Communications sells Cosworth engineering to Vickers Group
Mike Costin retires; Dr Peter Nevitt becomes Chairman
Cosworth: the search for power, by Graham Robson, first published
Project YBP: Ford Escort CE14 Cosworth engine with EEIV injection MY93
Project YBR: Ford 4x4 rally engine
Project YBS: Ford 4x4 Group A rally kit
Project YBT(AIR): modified air-conditioning version of YBT
Project YBT: Ford Cosworth CE14 Escort engine, MY92½ rally verison of YBG
Project YAC: naturally aspirated version of YBG for kit car with carburettors
Project FBA: Ford V6 DOHC Ford Scorpio 24v engine, Koln 2.9-based MY1990½
Project FBB: V6 Ford Scorpio 24v engine, 4x4 version of FBA
Project FBC 2.9L: 2.9 litre modified version of standard FBA
Project FBC 3.4L: modified version of FBA based on 4 litre Ford block
Project FBD: 4 litre version of FBA
Project JBB: 4 litre single overhead camshaft engine
Castings manufacture heads for Ford Scorpio
Project MBA: 2.5 litre V6 Cosworth concept engine
Project 3.5 Sports: DFR with old DFV deep (ie not lowered) sump
Project DFR5: modified DFV to 5v
Project DFR90: modified DFR89
Project DFR90B: modified DFV, small bearings
Project DFS90: modified DFX, small bearings, short stroke
Project F3000 90: modified DFV, short stroke
Project F3000 SB: modified DFV, small bearings
Project HBA: Ford Benetton Grand Prix engine
Project HBB: previous season's HBA modified for Jordan Racing and Fondmetal
Project HBC: previous season's HBA modified for TWR in Jaguar sports car racing and then for Minardi
Project XB: CART/USA 2.65 litre turbo engine

1991 Project FBE: 3.0 litre racing version of FBA
Project MBB: 2.0 litre V6 Cosworth concept engine
Project MBC: 5 litre V12 Cosworth concept engine
Project RB: cylinder head for L410 6.75 litre 2V V8 Rolls-Royce engine
Project SBA: 1.8 litre Ford Zeta 4 cylinder turbo engine 1991 Project WB: Ford CE99 V6 2 litre/2.5 litre
Project HBA: Ford Benetton Grand Prix engine
Project VB: Formula 1 V12

1992 Project YBG Group N: green race version of YBG
Project YBV: 2.3 litre methanol burner CosInc development of YBM
Project SBB: Clean Air Act and 74dB development of SBA
Project BC: Ford 2.0 litre model CE99
Project HBD: Lotus Team
Project F3000 SB: modified F3000SB 1990
Project EC: F1 V8 engine 1994
Project AC: F3000 90 degree V8 engine

1993 Chris Woodwark becomes Chief Executive
Sir Richard Lloyd, Chairman of Vickers, opens Product Development Centre, Worcester
Cosworth Racing Inc opens its new premises in Torrance, California
Project HCA: DOHC 2.3L balance shaft, Ford DEW98 Scorpio
Project HCB: HCA adapted to front-wheel drive, VX62 not DEW98
Project FBF: 4.0 litre prototype of FBC
Project DC: 4.6 litre V8 in Ford MY98 Cobra engineering programme
Project MC: Ford 2.8 litre pushrod 12V iron cylinder head
Project HBA193B: Ford Benetton Grand Prix engine
Project HBAS8: Ford Benetton Grand Prix engine
Project HBE air spring: McLaren Team
Project AC: F3000 90 degree V8 engine
Project KCA: 2.5L V6 German Opel Calibra touring car
Project FCA: Mazda/Ford 2 litre touring car engine

1994 Project YBT Group N: green race version of YBT
Project FBG: 4 litre FBF-based demonstrator engine in Explorer
Project SBC: 2.0 litre 4 cylinder turbo engine
Project AD: Ford two-cylinder twin turbo
Project HBC: Minardi Grand Prix engine with Marelli Electronics
Project HBD: Simtek Grand Prix engine with Cosworth Electronics
Project HBE: Arrows Grand Prix engine with Cosworth Electronics
Project HBF: Larrousse Grand Prix engine with Cosworth Electronics
Project XB: CUSREY: Ganussi/Reynard IndyCar customers
Project XB: CUST: Newman Haas/Lola IndyCar customers
Project XB: GAN: Ganussi/Reynard IndyCar
Project XB: Works: Newman Haas/Lola IndyCar
Project CD: IndyCar 3.43 litre pushrod operated V8
Project ED: customer 3 litre V8 engine race F1 1995
Project FCA: Mazda/Ford 2 litre touring car engine
Project AC: F3000 90 degree V8 engine; it goes on to the Design Council's British Design Award
Project 1311/14/23: Aston Martin Vantage castings: cylinder heads and cam carrier

1995 Cosworth Engineering acquires Intelligent Controls Inc, Novi, Detroit, renaming it Cosworth Intelligent Controls Inc
Secretary of State for Transport, the Rt Hon Sir George Young, opens the Emissions and Driveability Centre at Northampton
Project GE: 100 series cast iron cylinder head manufacture, Perkins Shibaura Engine Ltd
Project HEA: ARO 12v V6 demonstrator vehicle conversion
Project LF: BMW/Rolls-Royce P1000 (Bentley Java)
Project MD: Rolls-Royce twin turbo 4 litre V8 installation into BMW shell
Project QF: Rolls-Royce 6.7 litre engine: upgrade of P300 to P340
Project WD: Volvo V10 engine
Project XB: Customer/Lola IndyCar customers Series I
Project XB: Customer/Reynard IndyCar customers Series I
Project XB: GAN: Ganussi/Reynard IndyCar Series II
Project XB: Walker Ford EECV
Project XB: Works: Newman Haas/Lola IndyCar Series II
Project XD: CART/USA 1996 2.2 litre 4V
Project AC: F3000 90 degree V8 engine: Lola 27mm
Project AC: F3000 90 degree V8 engine: Lola 28mm
Project AC: F3000 90 degree V8 engine: Reynard 27mm
Project AC: F3000 90 degree V8 engine: Reynard 28mm
Project ECA: 3 litre Sauber
Project EDB: Simtek team
Project EDC: Pacific team
Project EDD: Forti Corse team, with overhead rail version
Project EDD: Forti Corse team, without overhead rail version
Project EDE: Minardi team
Project FCB: Mazda/Ford 2 litre touring car engine
Project FCC: Mazda/Ford 2 litre touring car engine (Australia)
Project JD: 3 litre Formula engine 1996
Project JD: large pin version
Project JD: small pin version
Project JF: customer V8 F1 engine 1996
Project KD: Opel race engine continuation of KC program

1996 Charles Matthews becomes Managing Director
Project SG: Aston Martin V12 programme
Project EC: Forti Corse
Project EDE: Minardi team
Project FCD: Mazda/Ford 2 litre touring car engine
Project QG: Mazda/Ford 2 litre touring car engine 1997

1997 Cosworth Engineering demonstrates at the Korean Motor Show in Seoul
Project HH: Ford QVM (qualified vehicle modifier)

1998 The Duke of Kent visits Cosworth Engineering to celebrate the company's 40th anniversary
Cosworth Engineering Inc, Novi, becomes the first engineering service supplier to be awarded the Ford Motor Co Q1 Award
Cosworth is acquired by the Audi Group from Vickers with the Engineering, Manufacturing, Casting units (trading as Cosworth Technology Ltd) and Racing unit trading as Cosworth Racing Ltd sold to Ford Motor Co; Dr Klaus Blickle and David Bate become Joint Chief Executives of Cosworth Technology
Project GJ: C170 high-performance Ford Focus main programme

2000 Cosworth Technology delivers 1000th Aston Martin Vantage V12 engine
Cosworth Technology develops i3000, a revolutionary data-recording device for the transportation industry

2001 Cosworth Technology casts heads and blocks for Aston Martin V12 Vanquish and assembles its engines
Dr Norbert Südhaus succeeds Dr Klaus Blickle as Chief Executive

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#2 petefenelon

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Posted 04 September 2002 - 10:31

Originally posted by Mark Beckman
I got this for the "cosworth Finacing" thread but its got lots of interesting notes so I put it in this seperate thread.


Absolutely splendid stuff - many thanks Mark! That's a marvellous update to the appendix in Graham Robson's book!

According to vol. 2 of Leo Levine's "The Dust and the Glory" (good, but not as good as Vol. 1), Costin and Duckworth are still tinkering around with motorbike engines in their retirement - anyone know who/what they're working with?

pete

#3 Roger Clark

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Posted 04 September 2002 - 11:32

Does the above imply that Cosworth Technology (an Audi subsidiary) produces engines for Aston Martin (a Ford subsidiary)? Which compnay produces engines for the high performance Focus programme?

#4 Mark Beckman

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Posted 04 September 2002 - 11:49

"1976 DFV Grand Prix victories=10
Project BDX: modified BDA for Formula 5000"

I bet they modified them !! :lol:

(I know that Australia ran F2's with F5000's around this era, but it looks funny when you read it as it reads).

#5 Vrba

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Posted 04 September 2002 - 11:58

Originally posted by Roger Clark
Does the above imply that Cosworth Technology (an Audi subsidiary) produces engines for Aston Martin (a Ford subsidiary)? Which compnay produces engines for the high performance Focus programme?


Didn't Ford buy Cosworth from Audi very shortly after Audi acquired them?

Hrvoje

#6 Leo

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Posted 04 September 2002 - 13:49

Didn't Ford buy Cosworth from Audi very shortly after Audi acquired them?

Cosworth was split in a Motorsport-part (Cosworth Racing), which was acquired by Ford, and a Engineering-part (Cosworth Technology), which remained in Audi-ownership.

It indeed looks like the Aston Martin-engines are built by Cosworth Technology.

Websites:
http://www.cosworth-racing.co.uk
http://www.cosworth-technology.co.uk

#7 Mark Beckman

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Posted 05 September 2002 - 05:33

And more ..............


The 1967 World Championship season was ultimately the story of two cars, the Lotus 49 and the Brabham BT24, and their two designers, Colin Chapman and Ron Tauranac. The Lotus and the Brabham were two very different cars, the 49 was very fast, modern and fragile whilst the BT24 was fast, traditional and reliable. In the end the Brabham won out but it was a close run thing but importantly in the final analysis Chapman had moved the goalposts again and everybody else would have to play catch up.


At this time Grand Prix racing was very much a period of refinement, there had been the upheaval caused by Cooper’s introduction of the rear-engined car, but otherwise the trend was very much towards either racing the same car for a number of seasons or just making a few changes to the previous years car. Chapman’s genius was not as an innovator but rather as someone who could see an idea that had potential and then taking that idea and making it work, usually brilliantly. Colin Chapman knew Lotus had a serious problem with the introduction of the new 3-litre limit in 1966 following the withdrawal of his engine supplier Coventry Climax, but he also realised that with the introduction of the 3-litre formula all the teams had to start again. Chapman decided with the shortage of potential engine suppliers here was a golden opportunity to encourage a new supplier to enter the arena and at the same time gain an advantage over the opposition.

Mike Costin and Keith Duckworth, two former employees of Lotus Engineering, had first worked together in 1957-58, on forming a friendship they decided to create Cosworth Engineering to prepare Lotus cars and tune Climax engines. In the early days Keith Duckworth, the brilliant graduate engineer, did most of the work as Mike Costin, a gifted engineer/driver, had signed an exclusive contract to be the Technical Director at Lotus.
In their early days their reputation wasn’t what it is today, there was some graffiti written on a wall of their factory suggesting the company name “Cosbodge & Duckfudge”, (for those whose colloquial English isn’t too strong, in this context bodge and fudge means to put something together in a hurried, careless way). However things were to improve and Cosworth tuned Ford engines were to dominate Formula Junior (the predecessor of Formula 3) for a number of years. When, in February 1965, Leonard Lee announced Coventry Climax’s withdrawal from Grand Prix Racing Chapman immediately began to look for a new source of engine supplier. BRM agreed to supply Lotus for 1966 but Chapman was looking for a longer-term solution than being a BRM customer and his thoughts turned to Cosworth Engineering.

Chapman asked Duckworth if he thought he could build a Grand Prix engine and if so what would be the cost. Duckworth replied that he could do the job and that the initial cost would be £100 000. Now Chapman’s only problem was to find someone to finance the project.


Initially Chapman tried a number of sources, the British Society of Motor Manufacturers & Traders and through them the British government but with no success. He then tried BSR (British Sound Recording) and David Brown of Aston Martin, both were sympathetic but unwilling to supply the necessary money. Chapman had approached Ford who had backed the 1-litre SCA F2 Cosworth engine but they said they weren’t interested in going Grand Prix racing. Then one evening Chapman had invited his long-time friend and Director of Public Affairs at Ford, Walter Hayes to dinner at his home and regaled Hayes with his idea of what the Cosworth F1 engine should be. Hayes had been employed at Ford to help boost their stale, staid image and he had introduced the Total Performance campaign to help boost Ford’s image and having been convinced by Chapman it would be in Ford’s best interest to back this engine, Hayes approached Harley Copp. Copp was the Ford of Britain’s new Vice-President in Charge of Engineering and fortunately he was a racing fan. Hayes put Chapman and Copp together and when Copp heard that Cosworth’s price included a 1.6 litre 4-cylinder F2 engine he agreed to put the proposal to Ford of Britain’s Policy Committee. The idea was sold on the basis that since the F2 engine would be based on the 4-cylinder production block and in turn the F1 engine would be, in effect, two F2 engines bolted together so Ford could claim a link between their production machinery and their racing engines. Ford were surprisingly undemanding in return for their backing, their only conditions being that Lotus employed two top-line drivers and that the engine would use Ford’s own Autolite spark plugs.

Duckworth had never designed a racing engine from scratch before so the F2 FVA was a bit of an adventure, however the prototype was used in Formula Libre racing, installed in a F2 Brabham, and driven with some success by Mike Costin. Inspired by this achievement Duckworth began to plan the F1 engine, the overall concept of the engine was a collaboration between the Lotus designers Chapman and Maurice Phillippe together with Duckworth. The 90-degree V8 had minimal frontal area to reduce aerodynamic drag, and Duckworth deliberately designed the engine to fit closely on the back of the monocoque since the low-slung exhaust meant that it would be impossible to fit fuel tanks alongside the engine. The crankcase was stressed to allow suspension loads to be fed through the engine; and the oil and water pumps and the distributor were fitted low-down under the exhausts. The engine attached to the chassis via two strap plates attached to the front of the cam-cover, designed to allow for heat expansion, with lower mounts on the forward ends of the sump.

The Lotus 49 chassis was a relatively straightforward design consisting of 18-gauge L72 Alclad aluminium-alloy fitted over mild steel bulkheads, the tub forming 360-degree stressed sections around the driver’s legs and behind his back. It was similar to that used for the Lotus 43 BRM but lighter and slimmer. Two 15-gallon fuel tanks were fitted in the side of the tub that drained via non-return valves into a 10-gallon collector tank behind the drivers seat. The collector tank filled from the side tanks as the car accelerated; initially sediment was also collected causing misfires in early races until filter gauzes were fitted. An access panel was fitted to the top of the forward end of the monocoque to allow adjustments to be made to the pedal assembly attached to the fabricated front bulkhead. At the front of the monocoque there was a vee-shaped oil tank and a lightweight subframe supporting a combined oil and water radiator, a fibreglass nosecone, the only bodywork on the car, covered these items. The oil and water piping passed up the inside of the tub.

Suspension was standard Lotus; the front consisting of top rocker arms attached to inboard coil/damper units and an anti-roll bar. At the bottom a fabricated lower link and radius rod were fitted. Cast uprights were used with thick ventilated disc brakes inboard of Lotus cast-magnesium wheels.

The rear suspension was attached to triangular tubular frames which in turn were attached to the cylinder heads and a cross frame below the ZF 5DS 12 five-speed gear box gave lower mounting points. The suspension was made up of a top link, reversed lower wishbones with twin radius rods and an anti-roll bar, finally outboard coil and damper units were fitted. The first of the five, yes that is right five, engines needed for the season was delivered to Lotus on April 25th 1967 and mated up with the Lotus 49 chassis ready for its debut at Zandvoort.

For the South African GP Team Lotus made do with the previous years Lotus 43 with its BRM H16 engine and for Monaco the old Lotus 33 with 2-litre V8 Climax engines were thought to be more suitable. So it was at the Dutch GP at Zandvoort the Lotus 49 made its surprisingly subdued debut, as Ford didn’t want to make too much noise until the engine had proved itself, if only they had known! All the initial testing of the car was done by Graham Hill in England as at this time Jim Clark was living in Europe for tax purposes so that the first time Clark would actually drive the car was during practice for the GP. Of course the result of the race went down in history, Hill took pole position and led the opening laps of the race whilst Clark took it carefully, still getting the feel for the car. On lap 11 Hill retired with cam gear failure, but Clark gradually picking up speed and passing his rivals took the lead and carried on to win the race. The Lotus 49 and the Cosworth Ford DFV had won on their debut appearance, however a stripdown of the DFV after the race showed imminent failure of the timing gear, fortunate indeed .


For the rest of the season the Lotus 49 was unquestionably the fastest car on the track, it would take 11 consecutive pole positions, unfortunately it was often also the most unreliable. At Spa Clark took pole with Hill third but Hill retired early on with clutch problems and Clark had to pit with a faulty spark plug eventually finishing 6th.
At Le Mans for the French GP Hill took pole with Clark 4th fastest in practice, in the race both cars barely made quarter
distance the sideplates of their ZF gearboxes flexing in response to torque reactions causing crown wheel and pinion failure. Things improved a little at Silverstone for the British GP after Clark and Hill took the top two places on the grid, Clark going on to win. Meanwhile Hill in a hastily built new chassis after a practice accident had to pit when a bolt fell out of the rear suspension, after repairs he continued only for the engine to fail after 64 laps. The Nurburgring next, Clark on pole, Hill a disappointed 13th after a big accident in practice, but Clark was an early retirement after a puncture caused suspension failure and Hill also retired with a collection of problems.


At Mosport Park once again Clark was on pole with Hill second, in the wet race Clark led when the track wasn’t too waterlogged however he found the Lotus a handful when it rained hard due to the DFV’s sudden power delivery, he would retire eventually with drowned electrics. Hill went well despite a spin and finished 4th, Eppie Wietzes, a local driver in the third car, retired after receiving a push start during a pit stop with ignition problems. Monza was of course another famous race, Clark took pole position and led the early laps until a puncture meant a pit stop on lap 13, Clark resumed a lap down and began an incredible drive that arguably puts any of the achievements of Senna and Schumacher in the shade. On lap 61 Clark had not only made up the lap but had taken the lead and remember this was largely achieved while driving alone and Monza in those days was all about slipstreaming. Then unbelievably on the last lap the Lotus 49 began to slow as it ran out of petrol and Surtees and Brabham swept past to battle to the finish line, Clark crossing the line a heartbroken 3rd. Hill’s bad luck also struck as he retired on lap 59 with engine failure whilst holding a huge lead. For this race Italian driver Giancarlo Baghetti had a drive, he qualified on the last row of the grid and also retired with engine failure. For the US GP at Watkins Glen Clark’s Lotus actually held together, well nearly, for the entire race to give Clark another victory. After another one-two in qualifying, this time Hill ahead of Clark meant that at the start of the race Hill led Clark until clutch problems slowed him and Clark took the lead. Hill dropped back behind Amon’s Ferrari but retook the position again and finished the race in 2nd place. However three laps from the end drama struck as Clark’s right rear wheel suddenly began leaning in at a crazy angle as top link in the rear suspension failed, somehow Clark managed to finish the last 3 laps despite the problem to win the race.

Moises Solana, the Mexican driver took over the third car and qualified an excellent 7th, however he was disqualified after a push start following a spin early in the race. Finally, at the Mexican GP, Clark took pole yet again with Hill 4th and Solana 9th, Hill and Clark dominated the race only an inspired drive from Chris Amon who ran 2nd for a while interrupting their progress. Clark went on to win the race, Hill once again retiring with a driveshaft yoke failure, as did Solana with broken front suspension.

At the end of the year Clark finished 3rd in the World Championship with 41 points, to the 51 of World Champion Denny Hulme. Hill after all his reliability woes was 7th with 15 points.

As an interesting postscript when Walter Hayes suggested to Chapman that if Lotus had the exclusive use of the Ford DFV such was its potential it could kill GP racing, Chapman immediately agreed that it should be made available to anyone who wanted one. Difficult to imagine Ron Dennis and Mercedes-Benz being as sporting today isn’t it.


1967 Chassis Record
June 4th. DUTCH GP, Zandvoort

J. Clark 49/R2 Ford V8 1st
G. Hill 49/R1 Ford V8 Ret: Engine
June 18th. BELGIAN GP, Spa-Francorchamps

J. Clark 49/R2 Ford V8 6th
G. Hill 49/R1 Ford V8 Ret: Clutch
July 2nd. FRENCH GP, Bugatti Circuit, Le Mans

J. Clark 49/R2 Ford V8 Ret: Transmission
G. Hill 49/R1 Ford V8 Ret: Transmission
July 15th. BRITISH GP, Silverstone

J. Clark 49/R2 Ford V8 1st
G. Hill 49/R3 Ford V8 Ret: Engine
August 6th. GERMAN GP, Nurburgring

J. Clark 49/R2 Ford V8 Ret: Suspension
G. Hill 49/R1 Ford V8 Ret: Suspension
August 27th. CANADIAN GP, Mosport Park

J. Clark 49/R2 Ford V8 Ret: Ignition
G. Hill 49/R3 Ford V8 4th
E. Wietzes 49/R1 Ford V8 Ret: Ignition
September 10th. ITALIAN GP, Monza

J. Clark 49/R2 Ford V8 3rd
G. Hill 49/R3 Ford V8 Ret: Engine
G. Baghetti 49/R1 Ford V8 Ret: Engine
October 1st. UNITED STATES GP, Watkins Glen

J. Clark 49/R2 Ford V8 1st
G. Hill 49/R3 Ford V8 2nd
M. Solana 49/R1 Ford V8 Ret: Disq.
October 22nd. MEXICAN GP, Mexico City

J. Clark 49/R1 Ford V8 1st
G. Hill 49/R3 Ford V8 Ret: Transmission
M. Solana 49/R1 Ford V8 Ret: Suspension
November 12th. Spanish GP, Jarama (Non Championship)

J. Clark 49/R1 Ford V8 1st
G. Hill 49/R2 Ford V8 2nd

49/R1 continued to be used in 1968, driven by Hill in the Tasman Series and by Hill and J. Oliver in GPs. It was rebuilt as 49B/R9 and used by J. Rindt in 1969 until being written off at the Spanish GP.

49/R2, in 1968 it was driven by Clark in the Tasman series and by Oliver and Solana in GPs; it was loaned to Walker-Durlacher Racing for 6 races and driven by J.Siffert. It was converted to 49B/10 and used by Rindt in Tasman races and Hill in GPs, severely damaged at Watkins Glen it was rebuilt to “C” specification and raced by E. Fittipaldi.

49/R3, used by Hill for 6 races in 1968 it was then sold to PECO to be driven by John Love in South Africa. In 1970 it was sold to P. Parnell.
Chassis Details
ENGINE: Type Cosworth-Ford DFV 90° V8
Cooling System Serck combined water and oil brass radiator
Bore 85.74 mm
Stroke 64.77 mm
Capacity 2 995 cc
Compression Ratio 11:1
Fuel Pump Lucas low-pressure petrol injection
Ignition Lucas transistorised
Maximum Power 410 bhp at 9 000 rpm

TRANSMISSION: Clutch Borg & Beck diaphragm twin-plate, 7.25-inch diameter
Gearbox ZF 5DS 12 five-speed
Final Drive ZF crown wheel and pinion to suit circuit

CHASSIS: Construction Monocoque in 18 swg Alclad aluminium alloy; front sub-frame; cantilever engine.

SUSPENSION: Front Independent. Unequal length wishbones, co-axial springs and Armstrong dampers, anti-roll bar.
Rear Independent. Unequal length wishbones, co-axial springs and Armstrong dampers, anti-roll bar.

STEERING: Alford and Adler rack and pinion
BRAKES: Girling Disc. 12 inch x 1.375 inch ventilated until German GP then 12 inch x .375 inch solid (to prevent overcooling and glazing). Girling 14 series 4 piston calipers.
WHEELS: Lotus magnesium 15 inch diameter front and rear. 8 inch wide front, 10 inch wide front for Watkins Glen and Mexico, 13 inch rear. Firestone tyres
DIMENSIONS: Wheelbase 7ft 11 in (237 cm)
Track front 5 ft (153 cm)
rear 5 ft 1 in (155 cm)

Weight dry 1102 lbs. (500 kg)
start-line 1562 lbs. (709 kg)


Compiled by Gerald Swan


#8 petefenelon

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Posted 13 November 2006 - 03:30

Apologies for bumping this but I was doing something else about pushrod Indy engines of the 90s - Menard/Buick, Greenfield, Ilmor - and found the "Cosworth CD" mentioned, including on this thread. Was this something that was being done as a putative Ford venture or was it purely private? It did figure on their 'official' web pages (which is where I think the list at the top of this thread came from)...

Was it a reaction to the 500I or was it a case of parallel thinking that just never made it to fruition?

Either way I guess the rule changes to legislate the non-production pushrods out put paid to it.

(And while we're at it, what on earth was the JBB meant to be? Guessing at the numerology but it looks to be a mix of Ford V6s JBA and FBD, but for what application?)

MBA I know was fitted to an Audi and looked tiny and very lightweight relative to their own engine... bit like WDA in the Volvo S80 ;)

#9 cosworth bdg

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Posted 13 November 2006 - 03:59

Originally posted by Mark Beckman
"1976 DFV Grand Prix victories=10
Project BDX: modified BDA for Formula 5000"

I bet they modified them !! :lol:

(I know that Australia ran F2's with F5000's around this era, but it looks funny when you read it as it reads).

What rubbish ................................. :down: :down:

#10 cosworth bdg

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Posted 13 November 2006 - 04:19

You had better update your facts, Keith Duckworth has now passed away R.I.P. and Cosworth Technology is now owned by Mahle of Germany, where it really should be........................................Technology + Technology = ....... :up: :up:

#11 petefenelon

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Posted 13 November 2006 - 05:27

Originally posted by cosworth bdg
You had better update your facts, Keith Duckworth has now passed away R.I.P. and Cosworth Technology is now owned by Mahle of Germany, where it really should be........................................Technology + Technology = ....... :up: :up:


Yes, if you observe the facts at the top if this thread they were put there by the original poster from an old Cosworth webpage several years ago. But this was the only place on TNF that referenced the abandoned CD engine.

#12 AMICALEMANS

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Posted 13 November 2008 - 12:03

Hello

who knows about how Cosworth gave a serial number to DFV ?
and what means this serial number ?

tHANKS

#13 Peter Morley

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Posted 13 November 2008 - 15:44

Originally posted by AMICALEMANS
Hello

who knows about how Cosworth gave a serial number to DFV ?
and what means this serial number ?

tHANKS


DFV stands for Double Four Valve e.g. two FVAs stuck together which is an oversimplification.
The deal with Ford to develop the DFV went something like 25,000 to develop the FVA which would prove the design of the cylinder head & valve gear on a production Ford block.
If that worked they had 75,000 to build the V8 version which required them to build their own block etc.

The actual serial numbers (at least in the early days) reflected the year the engine was built and:
e.g. 701 was the first DFV built in 1967 & 910 was the 10th DFV built in 1969.

Later on they went to sequential numbers e.g. DFV 400 was the 400th DFV made (for Albert Obrist/Mario Hytten around 1986/87).

Peter

#14 Andregemini

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Posted 21 March 2010 - 23:52

I Refer:

1973 Project FVD: modified FVA, experimental only

Cosworth built a number of these engines for Team Gunston in South Africa, to use in the F2 cars. The engine block was the same as an FVC
and not the FVA, but had steel liners welded in like the BDG. I think this was a better engine than the BDG but the cost to produce them was much higher.

I still have a Cylinderhead and all the ancillaries for one of these. The head was different to match the bigger 2 litre bottom end.

Andre



#15 angst

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Posted 22 March 2010 - 01:48

Colin Chapman knew Lotus had a serious problem with the introduction of the new 3-litre limit in 1966 following the withdrawal of his engine supplier Coventry Climax, but he also realised that with the introduction of the 3-litre formula all the teams had to start again. Chapman decided with the shortage of potential engine suppliers here was a golden opportunity to encourage a new supplier to enter the arena and at the same time gain an advantage over the opposition.......

Chapman asked Duckworth if he thought he could build a Grand Prix engine and if so what would be the cost. Duckworth replied that he could do the job and that the initial cost would be £100 000. Now Chapman’s only problem was to find someone to finance the project.


Now, the question is, with regards to my question relating to the idea that Chapman's was the loudest voice lobbying for the 3-litre Formula 1, re: this thread is: What actually was the chronology involved in this deal?

And, is this

As an interesting postscript when Walter Hayes suggested to Chapman that if Lotus had the exclusive use of the Ford DFV such was its potential it could kill GP racing, Chapman immediately agreed that it should be made available to anyone who wanted one. Difficult to imagine Ron Dennis and Mercedes-Benz being as sporting today isn’t it.

true? That would suggest that Chapman did have an exclusive deal with Ford - which makes sense, as I see it.

(As an aside, it turns out that Ron Dennis and Mercedes were (nearly) as sporting - being very supportive in ensuring that Brawn GP made it to the grid in 2009....)

#16 hansfohr

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Posted 22 March 2010 - 08:18

On lap 11 Hill retired with cam gear failure, but Clark gradually picking up speed and passing his rivals took the lead and carried on to win the race. The Lotus 49 and the Cosworth Ford DFV had won on their debut appearance, however a stripdown of the DFV after the race showed imminent failure of the timing gear, fortunate indeed.

That historic win came simultaneously with my first GP visit! The combination of Cossie's expected teething problems and the dangerous (!) fragility of the '49' cost Clark the WDC. But in 1968 (which was destined to be Jimmy's year......) and 1969 the DFV was only beaten once. The low cost availability for every chosen team and its fantastic performance over the years saved F1. :)

#17 hansfohr

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Posted 22 March 2010 - 08:49

1973 Project FVD: modified FVA, experimental only

Cosworth built a number of these engines for Team Gunston in South Africa, to use in the F2 cars. The engine block was the same as an FVC and not the FVA, but had steel liners welded in like the BDG. I think this was a better engine than the BDG but the cost to produce them was much higher.

I am wondering how many of these FWD engines (using BDG's bore and stroke?) were built. They were seen in the F2 Rondel M1 and 2L sportscars in Europe.

#18 angst

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Posted 22 March 2010 - 12:51

The low cost availability for every chosen team and its fantastic performance over the years saved F1. :)


But, saved Formula One from what? Was Formula One in this crisis in 1965? Did the sport have an engine supply problem at that point? It 'saved' Formula One from what was an ill considered formula change.


#19 David McKinney

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Posted 22 March 2010 - 12:58

But, saved Formula One from what? Was Formula One in this crisis in 1965? Did the sport have an engine supply problem at that point? It 'saved' Formula One from what was an ill considered formula change.

1965 - not problem
1966 - huge crisis, with little available in the way of competitive engines
1967 - getting better, but most constructors still not happy
1968 - everyone happy. DFV available to customers. Crisis over


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#20 Ray Bell

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Posted 22 March 2010 - 13:29

Originally posted by angst
But, saved Formula One from what? Was Formula One in this crisis in 1965? Did the sport have an engine supply problem at that point? It 'saved' Formula One from what was an ill considered formula change.


Living up to your name?

As David points out, there was no issue in 1965. Except that Coventry Climax had put everyone on notice that they weren't going to continue as they had. No new developments, no engine for a new formula. It was only a matter of time before you could expect them to say 'nothing, not a thing, any more'.

So was the change in formula so 'ill considered'?

The formula had run six years before it was changed, the same period of time that the previous one had lasted. But with fewer running changes. So the timing wasn't out of character at all.

The previous two changes in formula had seen a great deal of 'settling in' before power units were finalised. Maserati were still stretching their six, for instance, when 1954 rolled around. Ferrari were fiddling with a stop-gap four. As the first races got under way there were new competitors coming in.

So it was much the same in 1966, except that stretched versions of the previous F1 could be used. And they were, so the situation was more than just reasonable.

So to move along to the 'saved F1' issue... what exactly did the Cosworth V8 do to F1? First, it raised the standard. F1 is supposed to be at the vanguard of development in engines and the Cosworth DFV showed it remained so. Then it spurred development from competing engines... like the Matra, the DOHC Repco and a variety of Ferraris.

Then, after a couple of years of stability, it allowed chassis makers to concentrate on their chassis work. This at a time when increasing funds were coming into F1 meant that the DFV was a major component in accelerated race car development and ever increasing race speeds.

Whether that was a bit of salvation or led the F1 game down the wrong path is for each to determine for himself...

#21 angst

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Posted 22 March 2010 - 14:13

Living up to your name?


Ha ha... hardly, I'm just trying to get to the bottom of what was behind this new Formula One. It seems that Colin Chapman - acting on behalf of the American interests in the FIA - might have been one of the most vociferous of the lobbyists in favour of it.

As David points out, there was no issue in 1965. Except that Coventry Climax had put everyone on notice that they weren't going to continue as they had. No new developments, no engine for a new formula. It was only a matter of time before you could expect them to say 'nothing, not a thing, any more'.


Indeed..., there was no issue in 1965, or 1964. But it seems that the majority of teams at the time were in favour of either continuing the 1.5 litre formula, or a 2 litre formula..

So was the change in formula so 'ill considered'?


Well, to answer this, let's look at the situation that F1 was left with;

So to move along to the 'saved F1' issue... what exactly did the Cosworth V8 do to F1? First, it raised the standard. F1 is supposed to be at the vanguard of development in engines and the Cosworth DFV showed it remained so. Then it spurred development from competing engines... like the Matra, the DOHC Repco and a variety of Ferraris.


...now, here's my point. Do you think that the engines being used in F1 in 1966 and early 1967 were truly representative of the calibre of engineering ability in F1 at the time? A ten year old, overweight Maserati V12 unit; a modified V12 Ferrari sportscar engine; a V8 based on an aluminium stock-block used by Oldsmobile; bored out four-cylinder FPFs...

How does the Ferrari V12 compare with the Ferrari 1512 engine, for example? Coventry-Climax, as you say, were already looking to pull out, were lessening their involvement; it should have been clear that there was no way they were going to produce a whole new design - which would be necessary under the 3-litre formula. If it was a 2-litre formula they might, perhaps, have been persuaded to continue some form of supply. BRM were looking for ways to make money (becoming engineering consultants to the likes of Matra, for example) and they had a pretty tidy little V8 at the time. Ferrari was in no position to design a whole new engine, and so turned to its sportscar unit.

So, I'd say that it wasn't necessarily that Cosworth "raised the standard", it was rather that the 3-litre formula had artificially lowered it. Engine development in 1964 was going along very well, it seems to me - and that is why I suggest that the formula change was ill-considered. It put huge pressures on the existing entrants, at a time when few of them were able to cope with it; there were great financial strains on all those involved at the time.

Then, after a couple of years of stability, it allowed chassis makers to concentrate on their chassis work. This at a time when increasing funds were coming into F1 meant that the DFV was a major component in accelerated race car development and ever increasing race speeds.


But that was already an ongoing situation under the 1.5-litre formula, and the new formula put a brake on that. As you said earlier, the formula usually changed every six years or so...., what would have happened had the 3-litre formula itself been replaced in 1970 or '71?

Whether that was a bit of salvation or led the F1 game down the wrong path is for each to determine for himself...


Indeed. But what was it 'salvation' from? The situation in '64/'65 can hardly be said to be the same situation as in '66/'67.


#22 HDonaldCapps

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Posted 22 March 2010 - 16:52

It seems that Colin Chapman - acting on behalf of the American interests in the FIA - might have been one of the most vociferous of the lobbyists in favour of it.


Does anyone really believe this nonsense? That ACCUS actually would let Chapman represent the "American interests in the FIA"? Even Tom Binford and Bill France would stop their feuding long enough to question this bit of insanity.


#23 angst

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Posted 23 March 2010 - 01:44

Does anyone really believe this nonsense? That ACCUS actually would let Chapman represent the "American interests in the FIA"? Even Tom Binford and Bill France would stop their feuding long enough to question this bit of insanity.


Well, I don't know, that's why I've raised the question. It doesn't make sense to me either, but that was the claim that was made - hence my raising it. However, as for it being totally insane..... Colin Chapman comes up with a deal between the American owned Ford company and Cosworth for a new 3-litre V8....

So, who was representing "American interests in the FIA"? And more, who was lobbying in favour of the 3-litre formula, on whatever basis, official or otherwise?

Edited by angst, 23 March 2010 - 01:47.


#24 Charles Helps

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Posted 20 April 2015 - 09:05

In the Early Lotus sales outlets in Australia thread there is a post about Lotus Seven and a twin cam engine being supplied to Geoghegan in the mid sixties. 

 

I was interested in the Cosworth Mk XVI: 81mm version of Mk XIII, mainly for New Zealand and Australia in the original post in this topic.  The Mk XIII was itself a modified version of the Mk XII, a dry-sump twin cam. 

 

Was there a particular class in Australia at the time where a 1498 cc twin cam would have been particularly appropriate, not necessarily in a Lotus Seven?

 

I wondered whether the engine was supplied with the car (not necessarily fitted) as a tax efficient method of getting the motor out to the customer who then fitted it in an appropriate car...



#25 SJ Lambert

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Posted 20 April 2015 - 09:32

The Mk XVI engine was supplied to Australian Open Wheel Competitors for use in their Australian National Formula 1.5 (litre) - The particular unit in our Elfin Monocoque includes my birth date in it's engine number!


Edited by SJ Lambert, 20 April 2015 - 09:33.


#26 Ray Bell

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Posted 20 April 2015 - 09:51

Originally posted by Charles Helps
In the Early Lotus sales outlets in Australia thread there is a post about Lotus Seven and a twin cam engine being supplied to Geoghegan in the mid sixties. 
 
I was interested in the Cosworth Mk XVI: 81mm version of Mk XIII, mainly for New Zealand and Australia in the original post in this topic.  The Mk XIII was itself a modified version of the Mk XII, a dry-sump twin cam. 
 
Was there a particular class in Australia at the time where a 1498 cc twin cam would have been particularly appropriate, not necessarily in a Lotus Seven?
 
I wondered whether the engine was supplied with the car (not necessarily fitted) as a tax efficient method of getting the motor out to the customer who then fitted it in an appropriate car...


First, there is no evidence that any Lotus 7 in Australia came with a twin-cam engine...

I thought the discussion on that thread made it clear. Certainly there was never one brought in through Geoghegans (the importers) and none ever raced in that form.

As James has clarified, our second-level national formula was for cars with 1.5-litre engines of free design (ie. no production requirement) and we had a large bunch of these cars here. There was a Sports Car class the same size, so most Lotus 23s here had this engine as well.

Later both categories were enlarged to 1.6-litres.

Lotus 7s would hardly have been competitive in the 1.5-litre Sports Car class with the 23s around, and our Clubmans formulae specifically precluded the use of twin-cam engines.

It would have made no difference to the buyer to receive the engine with a car, import duty and sales duty totally something like 85% would have been payable unless there was some kind of dodge going on. And such a dodge would not have been to receive it as part of a car.

#27 Charles Helps

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Posted 20 April 2015 - 11:55

Thanks for your quick replies, James and Ray.

 

The problem here is that the Lotus factory record has a mid-sixties Seven supplied with the Cosworth Mk XVI engine (with 8 digit all-numeric serial number), a couple of 40DCOE18 carbs and R6 tyres going to Geoghegan.  Carb numbers are also given.  If this is correct why does it apparently not seem to have reached the importer?

 

OT Do either of you know whether a Lotus Seven did compete in either the ANF1½ open wheeler formula or the Sports Car equivalent in Australia?



#28 Ray Bell

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Posted 20 April 2015 - 12:28

A Lotus 7 competed in the Australian Grand Prix, so I guess that's the equivalent of the second-level open wheeler category... but that was in 1962 and it definitely wasn't a twin-cam...

Lotus 7s did run with the other Sports Cars all the time. But there was never one with a twin-cam engine. They had to have doors fitted to qualify as Sports Cars but in time they had to have them anyway because our Clubman rules put an 1100cc maximum capacity on the Clubmans cars and they had their own 'by invitation' class to run up to 1500cc.

As such they were required to use pushrod engines.

#29 Rob Miller

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Posted 20 April 2015 - 15:29

Ray Bell wrote

"As James has clarified, our second-level national formula was for cars with 1.5-litre engines of free design (ie. no production requirement) and we had a large bunch of these cars here."

Was there any limit on number of cylinders as there was at the time in South Africa?

#30 Ray Bell

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Posted 20 April 2015 - 21:34

Yes, there was a 4-cylinder limit...

The formula which replaced it, however, (single camshaft production-based engines of 1600cc) was not limited. I recall John McCormack proposing that a Fiat 1800 engine reduced to 1600 would be a useful thing.

At some point, probably when the formula changed from 1500cc to 1600cc, there was a 2-valves per cylinder limitation added.

#31 Allen Brown

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Posted 21 April 2015 - 14:14

...
At some point, probably when the formula changed from 1500cc to 1600cc, there was a 2-valves per cylinder limitation added.

 

To refresh Ray's memory, Australian Formula 1.5 was 1500cc up to 1968 while Australian Formula 2 was up to 1100cc.  These were replaced by a 1600cc Australian Formula 2 for 1969 and 1970; and then a 2-valve 1600cc AF2 for 1971.  That lasted to the end of 1977 and then the single-cam AF2 was brought in.  

 

So the 1500cc Ford/Lotus/Cosworth/Vegatune twin-cam era was 1963 to 1968; the FVA era was 1969 and 1970; then the 1600cc Ford/Lotus/Cosworth/Hart twin-cam era was from 1971 to 1977.  Cosworth, then Cosworth, then Cosworth.  Then VWs ( :( )



#32 Ray Bell

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Posted 21 April 2015 - 15:07

Thanks, Allen, you've clarified the 2-valve thing nicely...

Additionally, the change from ANF1½ to the 1600cc ANF2 was accompanied by the extension of the old ANF2 to 1300cc pushrod and renamed as ANF3. This also lasted until 1977 and 'blended' with the new ANF2 single-cam formula.

However, there was some Waggott TC4V intervention in the ANF2 of 1969/70 to the extent that Max Stewart used this engine to win both years' titles. The initial winning in the single-cam 1600 races was done by Wiessner Fords and Celicas before the Golf came on strength.

Most of the winning in ANF3 was using Corolla engines, which had taken over from Fords in the 1100cc ANF2.

#33 SJ Lambert

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Posted 24 April 2015 - 03:11

Here's a link to a thread dealing with the Mk16 motor that we run in our ANF1.5 car.

 

http://www.lotuselan...art-t24163.html



#34 Charlieman

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Posted 30 April 2015 - 14:47

A few years ago, I read a web site reporting early DFV/DFW serial numbers and the owners. I can't find it again. I'm presuming that somebody knows the site or the source or that Cosworth historians have these records.

 

I'm thinking about the "return to power" under the three litre rules. Once Lotus weren't the only customer, how did it work with other teams? Who received the best engines?

 

After Cosworth was swamped with DFV business, what were their relationships with independent rebuilders? 



#35 SJ Lambert

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Posted 20 September 2015 - 08:54

P1110820.jpg
 

 

New Cosworth rings for the  Mk 16 motor's original pistons.


Edited by SJ Lambert, 21 September 2015 - 00:15.


#36 SJ Lambert

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Posted 18 February 2016 - 03:41

Besides the excellent Cosworth book by Graham Robson, are there any other "must have" Cosworth reference books out there??



#37 SJ Lambert

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Posted 18 February 2016 - 06:29

DSC0899.jpg
 



#38 Tim Murray

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Posted 18 February 2016 - 06:59

Besides the excellent Cosworth book by Graham Robson, are there any other "must have" Cosworth reference books out there??


Grand Prix Ford: Ford, Cosworth and the DFV by Graham Robson

First Principles: the official biography of Keith Duckworth by Norman Burr

As Graham told us in the book thread, he's currently updating and improving his orignal Cosworth book ready for release in April 2017 to coincide with the DFV's fiftieth anniversary.

#39 SJ Lambert

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Posted 18 February 2016 - 09:14

Thanks Tim, I'll get the other couple as well.

 

 Is "Grand Prix Ford: Ford, Cosworth and the DFV" by Graham Robson  or Anthony Pritchard?

 

Cheers James



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#40 AAGR

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Posted 18 February 2016 - 09:19

It's by me - AAGR - , written in response to a mere idea placed with Veloce before he died suddenly. The concept was kindly released  by Anthony's executors, and I (along with Veloce of course), did the job.

 

It helped enormously that I was (and still am, I'm happy to admit) well-placed with Cosworth, and with Ford's pictorial archive.



#41 SJ Lambert

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Posted 18 February 2016 - 09:50

Excellent!!! Got a copy headed my way!

 

I must admit, I've long been a fan of the FVA, to me it's a quintessential racing engine. It's a shame that there was only ever one of them fitted to a F2 open wheeler of my favourite Antipodean marque, Elfin Racing Cars!

 

Although there are enough of them in Brabhams down here to keep me happy!!!  - Roll on Phillip Island next month!!



#42 retriever

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Posted 18 February 2016 - 16:36

Besides the excellent Cosworth book by Graham Robson, are there any other "must have" Cosworth reference books out there??

 

A 'must have' book is, of course, 'The Power to Win' by John Blunsden published under his MRP imprint way back in 1983. This covers the design, development and achievements of the Ford Cosworth DFV, DFX, DFL and DFY V8 racing engines.

 

MRP have published a great array of titles over the years including the first three volumes of Doug Nye's BRM history.



#43 Peter Morley

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Posted 19 February 2016 - 10:10

As Graham told us in the book thread, he's currently updating and improving his orignal Cosworth book ready for release in April 2017 to coincide with the DFV's fiftieth anniversary.

 

Graham (assuming you read this)

 

Would it be possible to include a (chronological?) history of the various DFV updates?

 

I'm talking about when they introduced (and possibly pictures/drawings to explain) things like:

short stroke

low pressure crank

small valves

shallow sump

electronic injection

narrow pumps

and so on.

 

Such information could be useful to non-experts and would help identify components and possibly establish the correct specifications for different cars.

Personally I would find such informaton rather more useful and interesting than another list of race results but I'm no doubt in a minority.



#44 AAGR

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Posted 19 February 2016 - 10:32

For Peter Morley ....No, sorry, it simply isn't that sort of book, as you surely know if you have read any of the earlier editions. For one thing, this is not a DFV + update history, but a complete history of the Cosworth company's birth, growth, state, and prospects. As before, there will be as much about people and commercial events as there is about bores and strokes.

 

And for another there simply isn't space (commercially viable, that is) to go into all such detail. And finally - and I'm trying to be realistic about this - the DFV became something of a backwater in Cosworth's never-ending story in the mid-1980s (that's 30 years ago ....), and a mountain of evolution has taken since then.

 

  For sure there is a well documented 'road map' of DFV changes out there - Cosworth themselves  have revealed a projects list which goes in to considerable detail (and includes some of the sub-derivatives which you mention)  - but I leave it to people much brighter and more analytical than myself to make sense of it all.

 

  Perhaps it ought to be you who tackles it - and makes a book, or at least a pamphlet, about it ? 



#45 Michael Ferner

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Posted 19 February 2016 - 13:38

Personally I would find such informaton rather more useful and interesting than another list of race results but I'm no doubt in a minority.


You're not alone, though, so if anybody's considering doing it there is a potential readership of at least two... :)

#46 Peter Morley

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Posted 19 February 2016 - 15:38

For Peter Morley ....No, sorry, it simply isn't that sort of book, as you surely know if you have read any of the earlier editions. For one thing, this is not a DFV + update history, but a complete history of the Cosworth company's birth, growth, state, and prospects. As before, there will be as much about people and commercial events as there is about bores and strokes.

 

And for another there simply isn't space (commercially viable, that is) to go into all such detail. And finally - and I'm trying to be realistic about this - the DFV became something of a backwater in Cosworth's never-ending story in the mid-1980s (that's 30 years ago ....), and a mountain of evolution has taken since then.

 

  For sure there is a well documented 'road map' of DFV changes out there - Cosworth themselves  have revealed a projects list which goes in to considerable detail (and includes some of the sub-derivatives which you mention)  - but I leave it to people much brighter and more analytical than myself to make sense of it all.

 

  Perhaps it ought to be you who tackles it - and makes a book, or at least a pamphlet, about it ? 

 

Graham you are of course right about it not fitting with a history of Cosworth the company.

 

Funnily enough the DFV is still evolving, the introduction of a rev-limit in historic racing led to a new specification developing!

 

A small book/pamphlet is probably the way to go - with an anticipated print run of 2 copies!

.

I did wonder about adding such a thing to the list of projects but it's much easier to write about something you know about, meanwhile I will have a look for the information you mention...



#47 SJ Lambert

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Posted 06 March 2016 - 09:05

Have got all three books in addition to "the Search for Power" volume. They're all gems!! Don't know which one to read first!

DSC1323ul2.jpg

Edited by SJ Lambert, 06 March 2016 - 10:07.


#48 SJ Lambert

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Posted 02 September 2016 - 23:40

Does anyone have an article detailing the FVA out of Autocar or Motor (or similar) magazine?

 

My copy of Motor, Oct 1, 1966 is missing pages 44 to 46 where the "1967 Cosworth F2 Unit" article should be!!


Edited by SJ Lambert, 03 September 2016 - 00:13.


#49 Angus Lamont

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Posted 03 September 2016 - 03:03

For S J Lambert:

 

I've got a couple of articles about the Cosworth F2 FVA written by DSJ for Motor Sport. The first is "Prospects for Formula Two - Interesting engine developments" in the May 1967 issue. The second is "Further Thoughts on Formula 2" in the May 1967 issue. I can email you scans of these articles if you will let me know your your email address.



#50 karlcars

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Posted 12 October 2016 - 18:19

The Cosworth DFV is of course covered in my Classic Racing Engines book. I guess I'm guilty of naming the DFL, with L standing for Large and Long-distance. The latter turned out to be a misnomer...

 

My recollection is that the idea of the new formula with 3 litres unblown and 1.5 litres blown was suggested in a very offhand manner to the FIA and quickly accepted to everyone's surprise. Heavy-duty lobbying wasn't involved. After its adoption sages wrote extensively about the problem that designers would have in coping with the vast increase in power expected. Fortunately tyre development moved rapidly ahead at this time. Surprisingly the blown alternative was largely overlooked in the early years although it was far less handicapped than it was in the earlier 4.5/1.5 litre Formula 1 of 1948-1953.