‘Cos I’m worth it
Introduction
The engine series are neither technical treatise nor Haynes Manuals. This information is readily available in published form or on the net.
Rather our study concentrates on how and why Chapman and his colleagues sourced engines and their contribution to Lotus success and sales.
In his selection of major mechanical components Chapman added both performance to a sophisticated chassis and extraordinary added value.
Lotus were not a major engine manufacturer until quite late on .Despite this they used and adopted a range of mainstream engines to extraordinary effect.
Chapman and Lotus practice provides inspiration for all Industrial Designers /Specialists in their search for urgency and added value.
Our study focuses heavily on the fitment of these engines along with a visual representation. We debate the appeal to owners / racers and the beneficial publicity accredited to the manufacturers.
We believe that subscribers will be well able from this base line to research specific topics according to their needs.
Subscribers might appreciate complementary A&R pieces:-
- Lotus Power Plants
- Engines that powered Lotus including Austin, MG, Ford’s [ Pre-cross flow “Kent” and cross flow ] , BMW, Coventry Climax
- Ford Lotus Twin cam and Vegantune
- Ford Gearbox types
- Lotus and Formula Ford
- Lotus Seven – various articles and related sales materials
- Lotus Seven – Form and Function
- Henry Ford
- Holbay
- Lotus Seven series engines
- Ford Cosworth DFV and Keith Duckworth- dedicated article
Cosworth from the net:-
“Cosworth[1] is an automotive engineering company founded in London in 1958; 60 years ago (1958), specialising in high-performance internal combustion engines, powertrain, and electronics; for automobile racing (motorsport) and mainstream automotive industries. Cosworth is based in Northampton, England, [1] with North American facilities in Indianapolis and Mooresville, North Carolina.
Cosworth has collected 176 wins in Formula One (F1) as engine supplier, ranking second with most wins behind Ferrari.[3]
The company was founded as a British racing internal combustion engine maker in 1958 by Mike Costin and Keith Duckworth. Its company name: ‘Cosworth’, was derived as a portmanteau of the surnames of its two founders (COStin and duckWORTH).
Both of the co-founders were former employees of Lotus Engineering Ltd., and Cosworth initially maintained a strong relationship with Colin Chapman; and initial revenues of the company came almost exclusively from Lotus. When the company was founded in 1958, Duckworth left Lotus, leaving Costin (who had signed a term-employment contract with Chapman) at the company. Until 1962, Costin worked on Cosworth projects in his private time, while being active as a key Lotus engineer on the development of Lotus 15 through 26 (Elan), as well as leading the Team Lotus contingent at foreign races, as evidenced by the 1962 Le Mans Lotus scandal.
Initial series production engines (Mk.II, Mk.V, Mk.VIII, and Mk.XIV) were sold to Lotus exclusively, and many of the other racing engines up to Mk.XII were delivered to Team Lotus. The success of Formula Junior engines (Mk.III, IV, XI, and XVII) started bringing in non-Lotus revenues, and the establishment of Formula B by the Sports Car Club of America (SCCA) allowed the financial foundation of Cosworth to be secured by the increased sales of Mk.XIII, a pure racing engine based on Lotus TwinCam, through its domination of the class. This newly found security enabled the company to distance itself from the Lotus Mk.VII and Elan optional road engine assembly business, and allowed its resources to be concentrated on racing engine development.
The first Cosworth-designed cylinder head was for SCA series; with a single overhead camshaft (SOHC) reverse-flow configuration, similar to the Coventry Climax FWE engine. A real success was achieved with the next gear-driven double overhead camshaft (DOHC) four-valve FVA in 1966, when Cosworth, with a help from Chapman, convinced Ford to purchase the rights to the design, and sign a development contract – including an eight-cylinder version. This resulted in the DFV, which dominated Formula One for many years.
From this time on, Cosworth was supported by Ford for many years, and many of the Cosworth designs were owned by Ford and named as Ford engines under similar contracts. Another success by the BD series in the 1970s put Cosworth on a growing track.
In addition to the above, Cosworth designed and provided the assembly work for Lotus Elan Special Equipment optional road engines with special camshafts and high compression pistons.
The final model of the above initial series was the MAE in 1965, when new rules were introduced in Formula 3 allowing up to 1,000 cubic centimetres (61.0 cu in) engines with 36mm intake restrictor plate. MAE used one barrel of a two barrel Weber IDA downdraft carburetor with the other barrel blanked off. The domination of this engine was absolute as long as these regulations lasted until 1968. As Cosworth had a serious difficulty meeting the demand, the MAE was mainly sold as a kit. This experience led to the later FVA/DFV contract to be drawn where the responsibility of development rested with Cosworth, and the manufacturing right and responsibility rested with Ford. There also were some specially cast iron heads with similar dimensions to these brazed heads with Titanium alloy valve spring retainers called the ‘Screamer Head’ for MAE in later years.”
Cosworth engines
| Year | Code | Title | Details |
| 1964 | MAE | Modified Anglia engine | F.Junior, 1959-63 |
| 1966 | SCA | Single cam Anglia | 1L for F2 |
| 1966 | FVA | Four valve Series A | twin cam 1.6L F2 |
| 1968 | BDA | Belt driven Series A | twin cam 16 valve |
Figure 1.Ford -Cosworth installed in Lotus Seven. Note some plumbing and wiring left out for simplicity and clarity
| Type | Year | Block | Displacement | Claimed | Description | Mainly For |
| Mk.I | 1959 | 105/107E | 997 cc | – | Experimental one-off to test cam designs | Development of A2 and A3 camshaft |
| Mk.II | 1960 | 105/107E | 997cc | 75 bhp | First series production engine, A2 cam | Lotus Mk.VII |
| Mk.III | 1960 | 105/107E | 997cc | 85–90 bhp | A3 Cam, optional dry sump | Formula Junior |
| Mk.IV | 1961 | 105/107E | 1098 cc | 90–95 bhp | Mk.III with larger bore. | Formula Junior |
| Mk.V | 1962 | 109E | 1340 cc | 80 bhp | Series production road engine | Lotus Mk.VII |
| Mk.VI | 1962 | 109E | 1340 cc | 105 bhp | Racing version of Mk.V | Lotus Mk.VII |
| Mk.VII | 1962 | 109E | 1475 cc | 120 bhp | Mk.VI with larger bore. | 1.5 Litre class |
| Mk.VIII | 1963 | 116E | 1498 cc | 90 bhp | Improved Mk.V on 5 main bearing block | Lotus Mk.VII |
| Mk.IX | 1963 | 116E | 1498 cc | 120–125 bhp | Racing version of Mk.VIII | 1.5 Litre class |
| Mk.X | 1963 | 116E | 1498 cc | – | Experimental one-off Lotus TwinCam | Development of Mk.XII and XIII |
| Mk.XI | 1963 | 109E | 1098 cc | 100–110 bhp | Improved Mk.IV, dry sump | Formula Junior |
| Mk.XII | 1963 | 116E | 1594 cc | 140 bhp | Racing Lotus TwinCam, stock crank and rods, dry sump | Lotus 20B, 22, 23 |
| Mk.XIII | 1963 | 116E | 1594 cc | 140–150 bhp | Improved Mk.XII with steel crank and rods, dry sump | Formula B, Lotus 22, 23B, 23C |
| Mk.XIV | 1963 | 116E | 1498 cc | 100 bhp | Improved Mk.VIII | Lotus Mk.VII |
| Mk.XV | 1963 | 116E | 1594 cc | 135–145 bhp | Racing Lotus TwinCam, steel crank and rods, wet sump | Lotus 26R, Lotus Cortina |
| Mk.XVI | 1963 | 116E | 1498 cc | 140–150 bhp | Mk.XIII for 1.5L class | Note[5] |
| Mk.XVII | 1964 | 109E | 1098 cc | 120 bhp | Improved Mk.XI, downdraft intake ports, dry sump | Formula Junior |
| MAE | 1965 | 109E | 997 cc | 100–110 bhp | Improved Mk.III, downdraft intake ports, dry sump | Formula 3 |
Figure 2.Cutaway from Karberry
Ford Anglia 105 E
Kaberry wrote: –
“The introduction of the Ford Anglia 105E in October, 1959 can be described as revolutionary in motoring history. The principle of the over-sqaure engine introduced with the Consul and Zephyr Six was developed further, the stroke bore ratio in this case being 0.6:1.
So successful has this proved that the Anglia 105E engine is the basis of the power unit used in the highly successful Lotus cars used in Formula Junior racing. This car also was the first Ford passenger vechicle to be fitted with a four-speed gearbox………..
The engine used in the Anglia is a four-cylinder ohv unit fitted with a high compression cylinder head as standard. this gives a compression ratio of 8.9:1 [8.7 :1 for the 1200 Super Anglia].
The valves are mounted vertically in the cylinder head, the valves guides being cast in the cylinder head, to provide good charging of the cylinders, the inlet valve heads are slightly larger in diameter than those of the exhaust valves …….
The cast steel crankshaft is supported in three main bearings of the replaceable steel backed liner type .similar bearings are also used in the connecting –rod ends ………the camshaft is located on the rhs of the cylinder block and operates the valve rockers through tappets and pushrods. A skew gear cut on the forward end of the camshaft drives both the distributor and oil pump; an ecentric at the rear end of the camshaft operates the mechanical fuel pump ………
the oil pump is mounted externally and is incorporated in the head of the full flow oil filter element.
The water pump is bolted to the front face of the cylinder block and is driven in tandem with the generator by a V-belt from the crankshaft ……”
Figure 3.Editors sketch of Lotus Seven with Cosworth Ford installed
Figure 4. Editors sketch of Ford Cosworth in Seven noting form, function and engine bay.
Figure 5.Editors sketch of Lotus 23 -Ford Cosworth installed
Cosworth powered Lotus Types: –
| Lotus type | Cosworth | Code letters | Capacity |
| 18 | Cosworth | MAE | 997cc |
| 20 | Cosworth | MAE | 997cc |
| 22 | Cosworth | MAE | 1097cc |
| 23 | Cosworth | MAE | 1097cc |
| 27 | Cosworth | MAE | 1098cc |
| 31 | Cosworth | MAE | 997cc |
| 32 | Cosworth | SCA | 997cc |
| 35 | Cosworth | SCA | 997cc |
| 35 | Cosworth | MAE | 997cc |
| Three-7 | Cosworth | Ford | 1498cc |
| 41 | Cosworth | MAE | 997cc |
| 41B | Cosworth | FVA | 1598cc |
| 44 | Cosworth | SCA | 997cc |
| 47 | Cosworth | Ford | 1598cc |
| 48 | Cosworth | FVA | 1599cc |
| 58 | Cosworth | FVA | 1598cc |
| 59B | Cosworth | FVA | 1598cc |
| 69 | Cosworth | FVA | 1598cc |
Lotus 31
Taylor:-
Lotus Components built and offered the 31 for sale .the regulations stipulated that a four cylinder production based engine up to 1000ccwith standard valve gear and a single coke carburetter had to be fitted ……………
The Cosworth MAE unit developed 95bhp using dry sump lubrication and a gear driven camshaft …..Both engines were installed in the car at an angle of 30 degrees from the vertical.”
Figure 6.Editors sketch of Cosworth SCA
The SCA series [edit] details from net:
“A year before the introduction of the MAE, the single overhead cam two valve SCA was introduced. It was a 997 cc engine based on Ford Cortina 116E block that was designed for Formula 2, and featured the first totally Cosworth-designed head, Laystall forged crankshaft, steel main bearing caps and pistons with only one compression ring and one oil scraper ring each. Cylinder head to block sealing was by a head gasket incorporating Cooper Rings. The basic configuration was quite similar to Coventry Climax FWE on Lotus Elite including its SOHC reverse-flow design, except for a series of 7 spur gears (1 on crank, 2 intermediary gears on 2 fixed shafts mounted on the front cover back plate, 1 on the 116E camshaft used as a jackshaft, 2 on a common fixed shaft in the head, 1 on the camshaft) driving a 5 bearing camshaft and the Ford 5 main bearing iron block. The intake ports and the oil scavenge pickup for dry sump lubrication were canted 25 degrees, so they faced straight up and down, respectively, when the engine is mounted 25 degrees from vertical to the right for a lower center of gravity.
The SCA initially had two 40DCM2 Weber twin-choke downdraft sand-cast carburetors mounted on top to produce 115 hp, which was replaced by Lucas fuel injection in 1966, eventually reaching 140 hp.
Longer stroke SCB was built to compare against 1498 cc Mk.XVI, and upon proving its superior power against the Mundy-designed 2 valve crossflow DOHC head, it acted as the benchmark for the development of FVA to measure the benefits and shortcomings of a four valve crossflow DOHC design. It was the results of this four valve development work that formed the basis for many of the Cosworth engines that followed.
A larger 85 mm bore SCC with the same short-stroke 5 bearing crankshaft as the SCA was built and sold for SCCA 1.1 Litre sports car class.
| Type | Year | Block | Displacement | Claimed | Description | Mainly For |
| SCA | 1964 | 116E | 997 cc | 115–140 bhp | Gear-driven SOHC, reverse-flow | Formula Two |
| SCB | 1964 | 116E | 1498cc | 175 bhp | Experimental | Development of FVA |
| SCC | 1965 | 116E | 1098cc | 135 bhp | SCA with larger bore | North American sports car racing |
Figure 7.editors sketch
The FVA series [edit]- from the net:-
“The Cortina Crossflow block was also the basis for the FVA (Four Valve Type A), an F2 engine introduced in 1966, and developed under the same contract as the DFV, for the new 1.6-litre engine rules. This engine featured 16 valves operated by twin overhead camshafts driven by a train of 9 gears. The metering unit for the Lucas mechanical fuel injection was rotated by a toothed belt from the gear-driven inlet cam, while the exhaust cam directly drove an alternator on the rear of the head. It produced 225 bhp (168 kW) at 9000 rpm. This engine dominated the category until 1971, and was also used in sports car racing in 1.8 Litre form as the FVC.
The cylinder head on the FVA pioneered many of Duckworth’s ideas that would be used on the DFV and a mule for the 8 cylinder engine development, FVB, was built. However, the distance between the two camshafts and the valve inclination angle were larger than on DFV for the series.
The larger displacement FVD was designed and released for endurance racing in 1975, that displaced 1,975 cc (120.5 cu in) on the aluminium block developed for BDG. The FVD produced only 275 bhp (205 kW), down from the 325 hp (242 kW) that other twin-cam four cylinders such as the Hart 420S produced but was more reliable. One was campaigned in the CanAm series in 1978 in the Osprey SR-1, built and driven by Dan Hartill.
| Type | Year | Block | Displacement | Claimed | Description | Mainly For |
| FVA | 1966 | 116E | 1598 cc | 218–225 bhp | Gear-driven DOHC, crossflow, four valve | Formula Two |
| FVB | 1967 | 116E | 1498 cc | 200 bhp | Experimental | DFV development |
| FVC | 1969 | 116E | 1790 cc | 235 bhp | FVA with larger bore | 2 L Sports car racing |
| FVD | 1975 | BDG/Aluminium | 1975 cc | 275 bhp | FVC with yet larger bore on aluminium block | 2 L Sports car racing |
Learning Opportunities
Our learning /educational opportunities are intended to be challenging thought provoking and requiring additional research and/or analysis.
These opportunities are particularly designed for a museum/education centre location where visitors would be able to enjoy access to all the structured resources available in conjunction with any concurrent exhibition.
In this instance we suggest the following might be appropriate:-
- Examine quotations from Keith Duckworth –what do they reveal?
- Which F1 marques used Cosworth engines?
- What was Cosworth involvement in US racing?
- What is Cosworth’s contribution to British and International motor racing?
- What is the engineering and management principles at Cosworth?
- Benchmark Cosworth engines
- Which iconic British road cars did Cosworth help create?
Exhibitions, Education and Economics
In the museum context the editors believe that commercial considerations are both necessary and complementary with its educational objectives.
For these reasons our suggested outline Business Plan includes provision for promoting products and services which share Chapman’s ideals of mechanical efficiency and sustainability. In addition we propose merchandising that explain and interprets the social and cultural context of Chapman’s designs in period. It’s suggested there will be catalogue for on line purchasing.
The Following might be educational and entertaining: –
- Cosworth: The Powers that Be
- Cosworth: People and Power
- Cosworth: Never ending Development
- Cosworth: Road Cars
- Cosworth: Power, Potential and Practicality
- Cosworth: First Principles
- Cosworth: The Search for Power
- Costin and Duckworth: Engine Drivers
- Costin and Duckworth at Lotus, Hornsey
- Cosworth: Partners in Power
- Cosworth: The Power and the Glory
Conclusion
The Cosworth engine powered the Lotus
It therefore powered racing and road cars.
It was a superb piece of industrial design; functional, highly effective and competitive.
It was successful in racing gaining publicity and a generation chassis designers.
The engine was attractive to owners and generated sales. Exports were possible because of the international spares availability.
These specialist engines were robust, inexpensive, widely available and spawned aftermarket components industry. Furthermore they helped facilitate competition and design diversification. Thus, assisting and elevating British motor racing: design, engineering, manufacture and of course drivers.
Cosworth is one of the world’s greatest specialist engine manufacturers.
They gave Lotus reputational benefit and of course underpinned sales.
As we have noted Cosworth engines powered Lotus road and race cars.
The Lotus brand iconic status is very much tied up with Cosworth.
The engine has continuing legacy and relevance and being such a significant piece of industrial design is fully worthy of analysis and appreciation.
Added value is an extremely important of Industrial Design, Chapman exploited to maximum effect and its principles are significant for a young entrepeneurswith low capital wishing to enter the market.
Appendix: Cosworth engine types from net etc. :-
| Type | Year | Size | Output | Description |
| Mk I | 1959 | 997cc | — | Experimental, unsold, tried out Duckworth’s radical cam design ideas |
| Mk II | 1960 | 997cc | 75 Bhp. | First Cosworth production engine, Formula Junior, A2 cam, initiated Lotus connection |
| Mk III | 1960 | 997cc | 85-90 Bhp. | Formula Junior engine, A3 cam, stronger bottom end, optional dry sump |
| Mk IV | 1961 | 1098cc | 90-95 Bhp. | Formula Junior, bored out Mk III |
| Mk V | 1962 | 1340cc | 80 Bhp. | First road car engine, lightly modified 109E for Lotus Seven |
| Mk VI | 1962 | 1340cc | 105 Bhp. | Mk V racing version, very few made as displacement not suitable for any racing formula |
| Mk VII | 1962 | 1475cc | 120 Bhp. | Bored out Mk VI to get closer to 1.5 Litre class limit, still 3 main |
| Mk VIII | 1963 | 1498cc | 90 Bhp. | Similar to Mk V but based on 5 main 116E, many sold, used in Lotus Seven |
| Mk IX | 1963 | 1498cc | 120-125 Bhp. | Racing version of Mk VIII |
| Mk X | 1963 | 1498cc | — | One-off experimental version of Lotus twincam |
| Mk XI | 1963 | 1098cc | 100-110 Bhp. | Updated Formula Junior engine, made magic 100 bhp/litre, big seller, 109E block |
| Mk XII | 1963 | 1594cc | 140 Bhp. | Racing version of Lotus twincam, dry sump, stock rods and crank |
| Mk XIII | 1963 | 1594cc | 140 Bhp. | Formula B racing twincam, upgraded Mk XII with steel rods and crank |
| Mk XIV | 1963 | 1498cc | 100 Bhp. | Developed Mk VIII for Lotus Seven |
| Mk XV | 1963 | 1594cc | 140 Bhp. | Racing twincam, wet sumped for Cortina, close to XIII |
| Mk XVI | 1963 | 1498cc | 140 Bhp. | Racing twincam, spec of Mk XIII for 1.5 litre limit |
| Mk XVII | 1964 | 1098cc | 120 Bhp. | Modified Junior engine with downdraft inlets brazed onto cast iron head, few made |
| MAE | 1965 | 997cc | 100 Bhp. | Formula 3 engine, single downdraft, many sold as kits |
Appendix
| Mk IX | 1963 | 1498cc | 120-125 Bhp. | Racing version of Mk VIII |
| Mk X | 1963 | 1498cc | — | One-off experimental version of Lotus twincam |
| Mk XI | 1963 | 1098cc | 100-110 Bhp. | Updated Formula Junior engine, made magic 100 bhp/litre, big seller, 109E block |
| Mk XII | 1963 | 1594cc | 140 Bhp. | Racing version of Lotus twincam, dry sump, stock rods and crank |
| Mk XIII | 1963 | 1594cc | 140 Bhp. | Formula B racing twincam, upgraded Mk XII with steel rods and crank |
| Mk XIV | 1963 | 1498cc | 100 Bhp. | Developed Mk VIII for Lotus Seven |
| Mk XV | 1963 | 1594cc | 140 Bhp. | Racing twincam, wet sumped for Cortina, close to XIII |
| Mk XVI | 1963 | 1498cc | 140 Bhp. | Racing twincam, spec of Mk XIII for 1.5 litre limit |
| Mk XVII | 1964 | 1098cc | 120 Bhp. | Modified Junior engine with downdraft inlets brazed onto cast iron head, few made |
| MAE | 1965 | 997cc | 100 Bhp. | Formula 3 engine, single downdraft, many sold as kits |
| Type | Year | Size | Output | Description |
| FVA | 1966 | 1598cc | 218 Bhp. | Formula 2, first Cosworth four-valve narrow angle head, 5 main 116E block, gear drive cams, won every championship 1967-71 |
| FVB | 1967 | 1500cc | 200 Bhp. | Experimental version of FVA to aid DFV development |
| FVC | 1969 | 1790cc | 235 Bhp. | Long-stroke FVA for Under 2 litre sports cars, won championship twice |
| FVD | 1975 | 1975cc | 275 Bhp. | Experimental, used BDG bore/stroke |
| Type | Year | Size | Output | Description |
| SCA | 1964 | 997cc | 115-140 Bhp. | Formula 2, first Cosworth designed head, aluminum, 116E block, 5 main |
| SCB | 1964 | 1498cc | 175 Bhp. | Experimental only |
| SCC | 1965 | 1098cc | 135 Bhp. | Bored out SCA for North American Sports Car racing, Many SCAs converted to SCCs, chain drive cam |
| Type | Year | Size | Output | Description |
| BDA | 1969 | 1601cc | 120 Bhp. | Belt Drive layout similar to FVA on taller Kent block |
| BDB | 1970 | 1700cc | 200 Bhp. | Escort RS1600 rally engine, sold as kits |
| BDC | 1970 | 1700cc | 230 Bhp. | Injected BDB for Group 2 Escort RS1600, also kits |
| BDD | 1971 | 1600cc | 200 Bhp. | Definitive Formula Atlantic Motor, also kits |
| BDE | 1972 | 1790cc | 245 Bhp. | Formula 2 first stretch to 2 litre rules, bigger bore, injection |
| BDF | 1972 | 1927cc | 270 Bhp. | Formula 2 next stretch, liners brazed in to cast iron block, very successful |
| BDG | 1973 | 1975cc | 275 Bhp. | Formula 2 and rally, development of BDF, later with aluminum block |
| BDH | 1973 | 1300cc | 190 Bhp. | Group 2 Sports cars, shorter stroke on shorter block |
| BDJ | 1974 | 1098cc | 150 Bhp. | Formula C, short stroke version for SCCA |
| BDK | none | — | — | reserved for forgotten project |
| BDL | ? | ? | ? | experimental turbo |
| BDM | 1975 | 1599cc | 225 Bhp. | Formula Atlantic, big valve, injected BDD |
| BDN | 1977 | 1600cc | 210 Bhp. | Formula Atlantic, Canadian Atlantic sealed motors this year only, sold as kits |
| BDO | none | — | — | not allocated |
| BDP | 1984 | 1975cc | 245 Bhp. | Sprint car, aluminum block, BDG bore/stroke, injected, methanol |
| BDQ | none | — | — | not allocated |
| BDR | 1983 | 1601cc | 120 Bhp. | BDA kits for Caterham Super Sevens, also 1.7 litre and 150, 170 Bhp. |
| BDT | 1981 | 1778cc | 200 Bhp. | RS1700T turbo, aluminum block, kits for JQF |
| “ | 1981 | 1803cc | 250 Bhp. | RS200 BDT units redesigned, rebuilt, and enlarged |
| BDT-E | 1986 | 2137cc | 500 Bhp. | Evolution BDT by Brian Hart, Ltd. |
| Modified Ford 105E OHV Family | ||||
| Type | Year | Size | Output | Description |
| Mk I | 1959 | 997cc | — | Experimental, unsold, tried out Duckworth’s radical cam design ideas |
| Mk II | 1960 | 997cc | 75 Bhp. | First Cosworth production engine, Formula Junior, A2 cam, initiated Lotus connection |
| Mk III | 1960 | 997cc | 85-90 Bhp. | Formula Junior engine, A3 cam, stronger bottom end, optional dry sump |
| Mk IV | 1961 | 1098cc | 90-95 Bhp. | Formula Junior, bored out Mk III |
| Mk V | 1962 | 1340cc | 80 Bhp. | First road car engine, lightly modified 109E for Lotus Seven |
| Mk VI | 1962 | 1340cc | 105 Bhp. | Mk V racing version, very few made as displacement not suitable for any racing formula |
| Mk VII | 1962 | 1475cc | 120 Bhp. | Bored out Mk VI to get closer to 1.5 Litre class limit, still 3 main |
| Mk VIII | 1963 | 1498cc | 90 Bhp. | Similar to Mk V but based on 5 main 116E, many sold, used in Lotus Seven |
| Mk IX | 1963 | 1498cc | 120-125 Bhp. | Racing version of Mk VIII |
| Mk X | 1963 | 1498cc | — | One-off experimental version of Lotus twincam |
| Mk XI | 1963 | 1098cc | 100-110 Bhp. | Updated Formula Junior engine, made magic 100 bhp/litre, big seller, 109E block |
| Mk XII | 1963 | 1594cc | 140 Bhp. | Racing version of Lotus twincam, dry sump, stock rods and crank |
| Mk XIII | 1963 | 1594cc | 140 Bhp. | Formula B racing twincam, upgraded Mk XII with steel rods and crank |
| Mk XIV | 1963 | 1498cc | 100 Bhp. | Developed Mk VIII for Lotus Seven |
| Mk XV | 1963 | 1594cc | 140 Bhp. | Racing twincam, wet sumped for Cortina, close to XIII |
| Mk XVI | 1963 | 1498cc | 140 Bhp. | Racing twincam, spec of Mk XIII for 1.5 litre limit |
| Mk XVII | 1964 | 1098cc | 120 Bhp. | Modified Junior engine with downdraft inlets brazed onto cast iron head, few made |
| MAE | 1965 | 997cc | 100 Bhp. | Formula 3 engine, single downdraft, many sold as kits |
JUMP TO: FORD 105E – FVA – DFV – BDA – YBB – OTHERS – TOP
| Single Overhead Cam SCA Family | ||||
| Type | Year | Size | Output | Description |
| SCA | 1964 | 997cc | 115-140 Bhp. | Formula 2, first Cosworth designed head, aluminum, 116E block, 5 main |
| SCB | 1964 | 1498cc | 175 Bhp. | Experimental only |
| SCC | 1965 | 1098cc | 135 Bhp. | Bored out SCA for North American Sports Car racing, Many SCAs converted to SCCs, chain drive cam |
JUMP TO: FORD 105E – SCA – DFV – BDA – YBB – OTHERS – TOP
| Twin Cam, 16 Valve FVA Family | ||||
| Type | Year | Size | Output | Description |
| FVA | 1966 | 1598cc | 218 Bhp. | Formula 2, first Cosworth four-valve narrow angle head, 5 main 116E block, gear drive cams, won every championship 1967-71 |
| FVB | 1967 | 1500cc | 200 Bhp. | Experimental version of FVA to aid DFV development |
| FVC | 1969 | 1790cc | 235 Bhp. | Long-stroke FVA for Under 2 litre sports cars, won championship twice |
| FVD | 1975 | 1975cc | 275 Bhp. | Experimental, used BDG bore/stroke |
JUMP TO: FORD 105E – SCA – FVA – BDA – YBB – OTHERS – TOP
| DFV V-8 Family | ||||
| Type | Year | Size | Output | Description |
| DFV | 1967 | 2993cc | 405Bhp. | The most successful GP engine of all time, 155 victories 1967-83, the first engine completely designed by Cosworth |
| DFW | 1968 | 2491cc | 358 Bhp. | Short stroke DFV for Lotus in the Tasman, engines converted back to DFVs |
| DFX | 1975 | 2645cc | 840 Bhp. | Short stroke Indy turbo engine, boost limited to 80 in. |
| “ | 1986 | “ | 700 Bhp. | Rules reduced boost to 48 in., the most successful Indy engine of the 80s |
| DFL | 1981 | 3955cc | 540Bhp. | Group C endurance version, larger bore and stroke |
| “ | 1981 | 3298cc | 490 Bhp. | short stroke DFL for C2 cars |
| DFV | 1982 | 2993cc | 500 Bhp. | Short Stroke DFV, DFL bore, better power for F1 |
| DFY | 1982 | 2993cc | 500-520 Bhp. | Further development of short stroke DFV with narrower valve angle heads, F1 only |
| DFV (F3000) | 1986 | 2993cc | 420 Bhp. | Special for Formula 3000, rev limited to 9000 |
| DFZ | 1987 | 3495cc | 560 Bhp. | Post turbo-era F1 3.5 aspro |
| DFR | 1988 | 3495cc | 595+ Bhp. | Fully updated F1 DFZ, new heads, Benneton for ’88, widely used ’89 |
| DFS | 1988-89 | 2645cc | no spec | Modernized DFX for CART/Indy using DFR experience |
JUMP TO: FORD 105E – SCA – FVA – DFV – YBB – OTHERS – TOP
| Twin Cam, Four Valve BDA Family | ||||
| Type | Year | Size | Output | Description |
| BDA | 1969 | 1601cc | 120 Bhp. | Belt Drive layout similar to FVA on taller Kent block |
| BDB | 1970 | 1700cc | 200 Bhp. | Escort RS1600 rally engine, sold as kits |
| BDC | 1970 | 1700cc | 230 Bhp. | Injected BDB for Group 2 Escort RS1600, also kits |
| BDD | 1971 | 1600cc | 200 Bhp. | Definitive Formula Atlantic Motor, also kits |
| BDE | 1972 | 1790cc | 245 Bhp. | Formula 2 first stretch to 2 litre rules, bigger bore, injection |
| BDF | 1972 | 1927cc | 270 Bhp. | Formula 2 next stretch, liners brazed in to cast iron block, very successful |
| BDG | 1973 | 1975cc | 275 Bhp. | Formula 2 and rally, development of BDF, later with aluminum block |
| BDH | 1973 | 1300cc | 190 Bhp. | Group 2 Sports cars, shorter stroke on shorter block |
| BDJ | 1974 | 1098cc | 150 Bhp. | Formula C, short stroke version for SCCA |
| BDK | none | — | — | reserved for forgotten project |
| BDL | ? | ? | ? | experimental turbo |
| BDM | 1975 | 1599cc | 225 Bhp. | Formula Atlantic, big valve, injected BDD |
| BDN | 1977 | 1600cc | 210 Bhp. | Formula Atlantic, Canadian Atlantic sealed motors this year only, sold as kits |
| BDO | none | — | — | not allocated |
| BDP | 1984 | 1975cc | 245 Bhp. | Sprint car, aluminum block, BDG bore/stroke, injected, methanol |
| BDQ | none | — | — | not allocated |
| BDR | 1983 | 1601cc | 120 Bhp. | BDA kits for Caterham Super Sevens, also 1.7 litre and 150, 170 Bhp. |
| BDT | 1981 | 1778cc | 200 Bhp. | RS1700T turbo, aluminum block, kits for JQF |
| “ | 1981 | 1803cc | 250 Bhp. | RS200 BDT units redesigned, rebuilt, and enlarged |
| BDT-E | 1986 | 2137cc | 500 Bhp. | Evolution BDT by Brian Hart, Ltd. |
JUMP TO: FORD 105E – SCA – FVA – DFV – BDA – OTHERS – TOP
| YB Series Ford Sierra Engine | ||||
| Type | Year | Size | Output | Description |
| YAA | 1984 | 1993cc | ? | In-house project, 16 valve, twin cam belt drive on Pinto block for small manufacturers, 3 built |
| YBA | 1984 | 1993cc | 200 Bhp. | Prototype YBB, 10 built |
| YBB | 1985 | 1993cc | 204 Bhp. | Turbo YAA commissioned by Ford for Sierra RS Cosworth, 5000 built for homologation |
| YBC | 1986 | 1993cc | 280-300Bhp. | Group A rally engine |
| YBD | 1987 | 1993cc | 225 Bhp. | Evolution YBB used in Sierra RS500, more turbo, 8 injectors, 500 Bhp in race tune |
| YBE | 1987 | 1993cc | — | Ford Industrial Customer Engine, non-Cosworth covers, used in Panther Solo |
| YBF | 1987 | 1993cc | 400+ Bhp. | Race version of YBD |
| YBG | 1989 | 1993cc | 207 Bhp. | U.S. emissions capable model |
| YBH | 1989 | — | — | not yet disclosed |
| YBJ | 1989 | 1993cc | 207 Bhp. | Similar to YBG, emissions engine |
JUMP TO: FORD 105E – SCA – FVA – DFV – BDA – YBB – TOP
| Other Engines | ||||
| Type | Year | Size | Output | Description |
| EAA | 1972 | 1995cc | 275 Bhp. | Chevrolet Vega, Formula 2 and Sports Cars, only successful in latter, used Vega alloy block, head similar to BD series, belt drive, productionized and built by Chevy in 122 BHP for Cosworth Vega of the 70s |
| GAA | 1973 | 3412cc | 440 Bhp. | Ford “Essex” V6 Race Engine, Capri/Granada block, 4 valve twincam belt drive heads, Group 2 touring and Formula 5000, 100 kits sold by Ford Motorsports |
| JAA | 1974 | 750cc | 65 Bhp. | Norton-Villiers parallel twin Motorcycle Engine, DFV-like head layout, patron hit trouble and only 30 built |
| JBB | 1975 | 750cc | 95-110 Bhp. | Racing Version of JAA, later injected |
| KAA | 1978 | 2410cc | 240-275 Bhp. | Opel Ascona 400/Manta 400, used Opel Diesel block, 16 valve twincam for Group 4, injected for road at 140 Bhp, Webers for competition |
| OAA | 1979 | 1600cc | 170 Bhp. | Formula SuperVee engine, based on single overhead cam Golf |
| WAA | 1984 | 2297cc | 187 Bhp. | Mercedes-Benz, twincam conversion on M102 4 cylinder, originally for competition, then for road use in 190E 2.3-16 |
| WAB | 1988 | 2498cc | 195 Bhp. | Mercedes, increased displacement for ’89 model year |
| WAC | 1989 | 2490cc | 330 Bhp. | Mercedes, Group A short stroke ’89 touring car racing |
| GBA | 1986-87 | 1497cc | 750-1000 Bhp. | Formula 1, Turbo V6 Ford, Benetton get 1000 Bhp with fuel in ’87 |
| DBA | 1987 | 3000cc | 370 Bhp. | GM-Pontiac, Cosworth 4 valve twincam head on production block, chain drive cams, kits |
| KBA | 1987 | 1998cc | 156 Bhp. | Vauxhall-Opel, 16 valve twincam conversion of midrange engine, fitted to many models |
| HB | 1989 | 3500cc | 600+ Bhp. | Formula 1, 75 degree V8 for Benetton ’89 and customers |
This index has been put together from a variety of sources to whom we are grateful.
Please inform us of any errors or omissions via email inquiry@race-cars.com .
Reference:
Ford Anglia 105 E.Kaberry.Pearson.1967
Cosworth .Robson.Patrick Stephens.1995.
ISBN:1852605030
First Principles:Burr.Veloce.
ISBN:9781845845285
Please note the editors of the A&R attempt to give the broadest spectrum of references but not all are available for consultation in an article. However by noting their existence it may assist students in their research.
*Items in italics non A&R library books.