Stanley Gillen [Ford of GB Managing Director] observed: –<\/p>\n
“we are convinced that the success which British cars and engines have achieved in F1 world championships have assisted the entire British motor industry in its exports drive……..<\/em><\/p>\n The prestige which accrues from F1 world championship victory benefits us all” <\/em><\/p>\n Introduction<\/strong><\/p>\n This is brief introduction \/overview of Lotus and F2.<\/p>\n In future we will examine individual models in more detail.<\/p>\n F2 did not perhaps receive the same attention from Chapman as given to F1.<\/p>\n Some evidence suggests commercial considerations reduced competitiveness.<\/p>\n The editors believe the Cosworth engines made a significant contribution.<\/p>\n Jim Clark drove both F1 and 2 Lotus and tragically died racing a F2 car.<\/p>\n The Lotus 48 retailed at \u00a35,000.<\/p>\n Subscribers might like to see the directly relevant and integrated A&R pieces that complement and help structure this article:-<\/p>\n F2: From wiki: –<\/strong><\/p>\n “The 1.6-litre era, and driver grading (1967\u20131971)edit<\/a><\/strong><\/p>\n For 1967, the FIA<\/a> increased the maximum engine capacity to 1600cc.[2]<\/sup><\/a> With the “return to power” of Formula One the gap between Formula One and Formula Two was felt to be too wide, and the introduction of new 1600cc production-based engine regulations for Formula Two restored the category to its intended role as a feeder series for Formula One. The FIA<\/a> also introduced the European Formula Two Championship<\/a> in 1967. Ickx, driving a Matra<\/a> MS5, won the inaugural championship by 11 points from the Australian, Frank Gardner<\/a>.<\/p>\n The most popular 1600cc engine was the Cosworth<\/a> FVA, the sixteen-valve head on a four-cylinder Cortina<\/a> block that was effectively the “proof of concept” for the legendary DFV. The 1967 FVA gave 220 bhp (160 kW; 220 PS) at 9000 rpm. Other units also appeared, including a four-cylinder BMW<\/a> and a V6 Dino<\/a> Ferrari<\/a>.<\/p>\n Nevertheless, many Formula One drivers continued to drive the smaller and lighter cars on non-championship weekends, and some Grand Prix grids (notably in Germany, where the long circuit at the N\u00fcrburgring<\/a> could cope with large entries) would be a mix of Formula One and Formula Two cars. Jacky Ickx<\/a> made his Grand Prix debut there in a Formula Two car, qualifying with the fifth fastest time overall. Forced to start behind even the slower Formula One cars, Ickx quickly forced his way back into a points position, only to be forced to retire with broken suspension. Jim Clark<\/a>, regarded as one of the greatest race drivers of all time, was killed in a Formula Two race early in 1968, at the Hockenheimring<\/a>.<\/p>\n The “invasion” of Formula One drivers in Formula Two ranks (a situation similar to that of buschwhacking<\/a> in modern-day NASCAR<\/a>) was permitted because of the unique grading system used. Any driver with an A<\/em> grading was not permitted to score championship points. A driver gained an A<\/em> rating via various means (that changed somewhat over the years), such as finishing in the points in two Grand Prix events or the top three in two World Sports Car<\/a> events. The annual Formula Two champion was also granted an A<\/em> rating for one year, and a Formula One World Champion was A<\/em> graded for five. This system permitted less experienced drivers to work towards the championship and forward their careers, while allowing senior drivers to keep their hand in during the long breaks between Grands Prix of the time.<\/p>\n In the early years of the 1600cc formula, Brabham and Lotus were the most numerous constructors, although Ferrari intermittently entered a works team, as did BMW (with Lola<\/a> and Dornier<\/a>-built chassis). A number of smaller constructors such as Matra and Tecno were successful. Chevron<\/a> also provided cars. The French firm Matra won the three first editions of the European championship, with Tecno winning the fourth.”<\/p>\n Roger Taylor image of Type 59<\/p>\n Lotus F2 cars <\/strong><\/p>\n Year Model\/Type no<\/p>\n 1957 12<\/p>\n 1964 32<\/p>\n 1965 35<\/p>\n 1967 41B<\/p>\n 1968 48<\/p>\n 1968 58<\/p>\n 1969 59B<\/p>\n 1973 74<\/p>\n [see selected specifications below]<\/p>\n Ford Cosworth engine <\/strong>[specification from “Lotus Coventry Climax and Cosworth engines” ]<\/p>\n The Cosworth engine was built around the Ford Cortina 1500 block. Which had 5 main bearings. It was rugged and conventional. The Cosworth engine was retailed for what we believe to be \u00a32,500 or $7,000 in period.<\/p>\n On the test bed on one occasion producing 202 bhp at 8,500 rpm.<\/p>\n It was compact unit and an estimated weight was between 260-265 lbs. Which included starter and clutch.<\/p>\n The engine grew out as direct product of DFV programme.<\/p>\n It’s believed these other marques adopted the Cosworth engine included: –<\/p>\n Lotus F2 specifications from Taylor<\/strong><\/p>\n Learning Opportunities<\/strong><\/p>\n Our learning \/educational opportunities are intended to be challenging thought provoking and requiring additional research and\/or analysis.<\/p>\n 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.<\/p>\n In this instance we suggest the following might be appropriate:-<\/p>\n Exhibitions, Education and Economics<\/strong><\/p>\n In the museum context the editors believe that commercial considerations are both necessary and complementary with its educational objectives.<\/p>\n For these reasons our suggested outline Business Plan includes provision for promoting products and services which share Chapman\u2019s ideals of mechanical efficiency and sustainability. In addition we propose merchandising that explain and interprets the technical, social and cultural context of Chapman\u2019s designs in period. It\u2019s suggested there will be catalogue for on line purchasing.<\/p>\n In this instance we suggest the following might be appropriate:-<\/p>\n Conclusion<\/strong><\/p>\n Assessing Lotus in F2 is not easy at it involves rule change, specifications and engine capacity. The editors draw these limited interpretations: –<\/p>\n We concur with the remarks made by Stanley Gillen particularly the importance of Lotus to the outcomes. We believe the principle still applies and for this reason campaign for a dedicated Lotus Museum.<\/p>\n Reference:<\/strong><\/p>\n ISBN:<\/p>\n ISBN:<\/p>\n ISBN:<\/p>\n ISBN:<\/p>\n 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.<\/em><\/p>\n","protected":false},"excerpt":{"rendered":" Lotus and Formula 2 Stanley Gillen [Ford of GB Managing Director] observed: – “we are convinced that the success which British cars and engines have achieved in F1 world championships have assisted the entire British motor industry in its exports drive…….. The prestige which accrues from F1 world championship victory benefits us all” Introduction This […]<\/p>\n","protected":false},"author":1,"featured_media":0,"parent":282,"menu_order":0,"comment_status":"closed","ping_status":"closed","template":"","meta":{"_mi_skip_tracking":false,"footnotes":""},"_links":{"self":[{"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=\/wp\/v2\/pages\/2415"}],"collection":[{"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=\/wp\/v2\/pages"}],"about":[{"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=\/wp\/v2\/types\/page"}],"author":[{"embeddable":true,"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=\/wp\/v2\/users\/1"}],"replies":[{"embeddable":true,"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=%2Fwp%2Fv2%2Fcomments&post=2415"}],"version-history":[{"count":1,"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=\/wp\/v2\/pages\/2415\/revisions"}],"predecessor-version":[{"id":2418,"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=\/wp\/v2\/pages\/2415\/revisions\/2418"}],"up":[{"embeddable":true,"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=\/wp\/v2\/pages\/282"}],"wp:attachment":[{"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=%2Fwp%2Fv2%2Fmedia&parent=2415"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}\n
![\"th?&id=HN\"](\"http:\/\/colinchapmanmuseum.org.uk\/wp-content\/uploads\/2017\/12\/thandidhn.jpeg\")
<\/p>\n![](\"http:\/\/colinchapmanmuseum.org.uk\/wp-content\/uploads\/2017\/12\/word-image-6.jpeg\")
Ford Cosworth FVA engine<\/strong><\/p>\n\n\n
\n General<\/td>\n General<\/td>\n<\/tr>\n \n <\/td>\n based on Ford 116E\u00a0,block<\/td>\n<\/tr>\n \n Bore\/stroke<\/td>\n 85.73×69.14mm<\/td>\n<\/tr>\n \n Power Output<\/td>\n Over 200bhp<\/td>\n<\/tr>\n \n Cost<\/td>\n \u00a32,500\/$7,000<\/td>\n<\/tr>\n \n Crankshaft<\/td>\n Nitride steel, lead indium bearing inserts<\/td>\n<\/tr>\n \n Clutch<\/td>\n 7.25.Borg&Beck twin plate diaphram<\/td>\n<\/tr>\n \n <\/td>\n with sintered discs<\/td>\n<\/tr>\n \n Head<\/td>\n Light alloy double ohc<\/td>\n<\/tr>\n \n Camshafts<\/td>\n Chilled cast iron …5 bearing .gear driven<\/td>\n<\/tr>\n \n Valves<\/td>\n 2inlet,2 exhaust per cyl. inverted cup type<\/td>\n<\/tr>\n \n <\/td>\n tappets…double helical springs<\/td>\n<\/tr>\n \n Pistons<\/td>\n forged light alloy ..pot type.. recessed in top<\/td>\n<\/tr>\n \n <\/td>\n for valve clearance<\/td>\n<\/tr>\n \n Rods<\/td>\n steel, lead indium bearing inserts<\/td>\n<\/tr>\n \n Lubrication<\/td>\n dry sump system with combined scavenge<\/td>\n<\/tr>\n \n <\/td>\n and pressure pumps<\/td>\n<\/tr>\n \n Ignition<\/td>\n Coil distributor. Alternator ..1 x10mm spark<\/td>\n<\/tr>\n \n <\/td>\n plug per cyl.<\/td>\n<\/tr>\n \n Fuel injection<\/td>\n Lucas Mk.II with mechanical pump and<\/td>\n<\/tr>\n \n <\/td>\n metering unit driven by toothed rubber belts<\/td>\n<\/tr>\n \n Accessory drives<\/td>\n Gear-driven at front and rear of head<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n \n
\n\n
\n Model <\/strong><\/td>\n Model <\/strong><\/td>\n Model <\/strong><\/td>\n<\/tr>\n \n Function<\/td>\n F2<\/td>\n F2&1<\/td>\n<\/tr>\n \n Year<\/td>\n 1967<\/td>\n 1968<\/td>\n<\/tr>\n \n Volume<\/td>\n 4<\/td>\n 1<\/td>\n<\/tr>\n \n Engine<\/td>\n Cosworth Ford FVA dohc<\/td>\n Ford Cosworth DFW&FVA<\/td>\n<\/tr>\n \n C.C.<\/td>\n 1599<\/td>\n 2498&1598<\/td>\n<\/tr>\n \n Carburation<\/td>\n Lucas fuel injection<\/td>\n Lucas fuel injection<\/td>\n<\/tr>\n \n Power Output bhp<\/td>\n 220<\/td>\n 425&225<\/td>\n<\/tr>\n \n Transmission<\/td>\n ZF Ds12<\/td>\n ZF5DS12&Hewland FT200<\/td>\n<\/tr>\n \n Chassis<\/td>\n full monocoque centre section<\/td>\n Steel monocoque<\/td>\n<\/tr>\n \n <\/td>\n space frame rear carrying engine<\/td>\n <\/td>\n<\/tr>\n \n Body<\/td>\n GRP<\/td>\n integral centre section nose<\/td>\n<\/tr>\n \n <\/td>\n <\/td>\n cone, engine cover<\/td>\n<\/tr>\n \n Front Suspension<\/td>\n fabricated cantilever top w\/b<\/td>\n de Dion front sub frame twin<\/td>\n<\/tr>\n \n <\/td>\n lower w\/b inboard c.s\/damper<\/td>\n radius rods c.s\/damper<\/td>\n<\/tr>\n \n <\/td>\n <\/td>\n <\/td>\n<\/tr>\n \n Rear Suspension<\/td>\n reverse lower w\/b,top link<\/td>\n de Dion rear sub frame twin<\/td>\n<\/tr>\n \n <\/td>\n twin radius rods c.s\/damper<\/td>\n radius rods c.s\/damper<\/td>\n<\/tr>\n \n Brakes F\/R<\/td>\n outboard Girling disc<\/td>\n 12-inch outboard ventilated disc<\/td>\n<\/tr>\n \n Wheels F\/R<\/td>\n 13×8,13×10 or 12<\/td>\n 13x10and 13×12<\/td>\n<\/tr>\n \n Tyres F\/R<\/td>\n 7.00×13 \/10.00×13<\/td>\n 8.00×13\/10×13<\/td>\n<\/tr>\n \n Length [inches]<\/td>\n 149.5<\/td>\n 152<\/td>\n<\/tr>\n \n Width [inches]<\/td>\n 68<\/td>\n 70<\/td>\n<\/tr>\n \n Height [inches]<\/td>\n 30<\/td>\n 31<\/td>\n<\/tr>\n \n Wheelbase [inches]<\/td>\n 91.75<\/td>\n 96<\/td>\n<\/tr>\n \n Track F\/R [inches]<\/td>\n 58\/58<\/td>\n 50\/54<\/td>\n<\/tr>\n \n Weight -lbs<\/td>\n 926<\/td>\n 950<\/td>\n<\/tr>\n \n Model <\/strong><\/td>\n Type 59<\/strong><\/td>\n Type69<\/strong><\/td>\n<\/tr>\n \n Function<\/td>\n F3&2<\/td>\n Formula 2<\/td>\n<\/tr>\n \n Year<\/td>\n 1969<\/td>\n 1970\/71<\/td>\n<\/tr>\n \n Volume<\/td>\n 44 including F2&FF<\/td>\n 65 including F2&F3<\/td>\n<\/tr>\n \n Engine<\/td>\n Holbay Ford R68<\/td>\n Cosworth FVA\/BDG<\/td>\n<\/tr>\n \n C.C.<\/td>\n 997<\/td>\n 1598 and later 1980<\/td>\n<\/tr>\n \n Carburation<\/td>\n single Weber downdraught<\/td>\n Fuel injection<\/td>\n<\/tr>\n \n Power Output bhp<\/td>\n 117<\/td>\n 230\/265<\/td>\n<\/tr>\n \n Transmission<\/td>\n Hewland Mk.VI<\/td>\n Hewland Mk.VI<\/td>\n<\/tr>\n \n Chassis<\/td>\n multitubular [square] spaceframe<\/td>\n Aluminium monocoque<\/td>\n<\/tr>\n \n <\/td>\n alloy stressed floor<\/td>\n with rear space frame<\/td>\n<\/tr>\n \n Body<\/td>\n GRP<\/td>\n GRP<\/td>\n<\/tr>\n \n <\/td>\n <\/td>\n <\/td>\n<\/tr>\n \n Front Suspension<\/td>\n Unequal length double wishbone<\/td>\n double wishbone csd,ar bar<\/td>\n<\/tr>\n \n <\/td>\n coil spring damper, anti-roll bar<\/td>\n <\/td>\n<\/tr>\n \n <\/td>\n <\/td>\n <\/td>\n<\/tr>\n \n Rear Suspension<\/td>\n reversed lower wishbone, top<\/td>\n reversed lower wishbone, top<\/td>\n<\/tr>\n \n <\/td>\n link, twin rad’rods,csd,a.r.bar<\/td>\n single top link, twin rad’rods,csd,<\/td>\n<\/tr>\n \n <\/td>\n <\/td>\n <\/td>\n<\/tr>\n \n Brakes F\/R<\/td>\n 10.25-inch outboard Girling disc<\/td>\n 10.25\/10approx. outboard<\/td>\n<\/tr>\n \n Wheels F\/R<\/td>\n 13×8\/13×10<\/td>\n 13×10\/13×14<\/td>\n<\/tr>\n \n Tyres F\/R<\/td>\n 7.50×13\/ 9.50×10<\/td>\n 8.00×13\/11.50×13<\/td>\n<\/tr>\n \n Length [inches]<\/td>\n 144<\/td>\n 150<\/td>\n<\/tr>\n \n Width [inches]<\/td>\n 69.5<\/td>\n 72<\/td>\n<\/tr>\n \n Height [inches]<\/td>\n 24.5<\/td>\n 37<\/td>\n<\/tr>\n \n Wheelbase [inches]<\/td>\n 92.75<\/td>\n 92.5<\/td>\n<\/tr>\n \n Track F\/R [inches]<\/td>\n 56\/56<\/td>\n 57\/58<\/td>\n<\/tr>\n \n Weight -lbs<\/td>\n 881<\/td>\n 720<\/td>\n<\/tr>\n \n Model <\/strong><\/td>\n Type 74<\/td>\n <\/td>\n<\/tr>\n \n Function<\/td>\n Formula 2<\/td>\n <\/td>\n<\/tr>\n \n Year<\/td>\n 1973<\/td>\n <\/td>\n<\/tr>\n \n Volume<\/td>\n 2<\/td>\n <\/td>\n<\/tr>\n \n Engine<\/td>\n Lotus Novamotor<\/td>\n <\/td>\n<\/tr>\n \n C.C.<\/td>\n 1973<\/td>\n <\/td>\n<\/tr>\n \n Carburation<\/td>\n fuel injection<\/td>\n <\/td>\n<\/tr>\n \n Power Output bhp<\/td>\n 275<\/td>\n <\/td>\n<\/tr>\n \n Transmission<\/td>\n Hewland FG400<\/td>\n <\/td>\n<\/tr>\n \n Chassis<\/td>\n aluminium monocoque<\/td>\n <\/td>\n<\/tr>\n \n <\/td>\n <\/td>\n <\/td>\n<\/tr>\n \n Body<\/td>\n GRP<\/td>\n <\/td>\n<\/tr>\n \n <\/td>\n <\/td>\n <\/td>\n<\/tr>\n \n Front Suspension<\/td>\n double wishbone, torsion bar arb<\/td>\n <\/td>\n<\/tr>\n \n <\/td>\n <\/td>\n <\/td>\n<\/tr>\n \n <\/td>\n <\/td>\n <\/td>\n<\/tr>\n \n Rear Suspension<\/td>\n twin lower, single upper link<\/td>\n <\/td>\n<\/tr>\n \n <\/td>\n twin radius arms cs damper arbar<\/td>\n <\/td>\n<\/tr>\n \n <\/td>\n <\/td>\n <\/td>\n<\/tr>\n \n Brakes F\/R<\/td>\n outboard\/inboard ventilated<\/td>\n <\/td>\n<\/tr>\n \n <\/td>\n Girling disc<\/td>\n <\/td>\n<\/tr>\n \n Wheels F\/R<\/td>\n 13×10\/13×15<\/td>\n <\/td>\n<\/tr>\n \n Tyres F\/R<\/td>\n 8.20×13\/13.10×13<\/td>\n <\/td>\n<\/tr>\n \n Length [inches]<\/td>\n 160<\/td>\n <\/td>\n<\/tr>\n \n Width [inches]<\/td>\n 74<\/td>\n <\/td>\n<\/tr>\n \n Height [inches]<\/td>\n 36<\/td>\n <\/td>\n<\/tr>\n \n Wheelbase [inches]<\/td>\n 95.5<\/td>\n <\/td>\n<\/tr>\n \n Track F\/R [inches]<\/td>\n 58\/59<\/td>\n <\/td>\n<\/tr>\n \n Weight -lbs<\/td>\n 1078<\/td>\n <\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n \n
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