<\/strong><\/p>\n \u2018Cos I\u2019m worth it<\/strong><\/p>\n Introduction<\/strong><\/p>\n The engine series are neither technical treatise nor Haynes Manuals.<\/em> This information is readily available in published form or on the net.<\/p>\n Rather our study concentrates on how and why Chapman and his colleagues sourced engines and their contribution to Lotus success and sales.<\/p>\n In his selection of major mechanical components Chapman added both performance to a sophisticated chassis and extraordinary added value.<\/p>\n 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.<\/p>\n Chapman and Lotus practice provides inspiration for all Industrial Designers \/Specialists in their search for urgency and added value.<\/p>\n 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.<\/p>\n We believe that subscribers will be well able from this base line to research specific topics according to their needs.<\/p>\n Subscribers might appreciate complementary A&R pieces:-<\/p>\n Cosworth from the net:-<\/strong><\/p>\n \u201cCosworth<\/strong>[1]<\/a><\/sup> is an automotive engineering<\/a> company founded in London<\/a> in 1958; 60\u00a0years ago\u00a0(1958), specialising in high-performance internal combustion engines<\/a>, powertrain<\/a>, and electronics<\/a>; for automobile racing<\/a> (motorsport) and mainstream automotive<\/a> industries. Cosworth is based in Northampton<\/a>, England, [1]<\/sup><\/a> with North American facilities in Indianapolis<\/a> and Mooresville, North Carolina<\/a>.<\/p>\n Cosworth has collected 176 wins in Formula One<\/a> (F1) as engine supplier, ranking second with most wins behind Ferrari<\/a>.[3]<\/sup><\/a><\/p>\n The company was founded as a British<\/a> racing internal combustion engine<\/a> maker in 1958 by Mike Costin<\/a> and Keith Duckworth<\/a>. Its company name: ‘Cosworth’, was derived as a portmanteau<\/a> of the surnames<\/a> of its two founders (COStin and duckWORTH).<\/p>\n Both of the co-founders were former employees of Lotus Engineering Ltd.<\/a>, and Cosworth initially maintained a strong relationship with Colin Chapman<\/a>; and initial revenues of the company came almost exclusively from Lotus<\/a>. When the company was founded in 1958, Duckworth left Lotus, leaving Costin (who had signed a term-employment contract<\/a> 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<\/a> through 26<\/a> (Elan), as well as leading the Team Lotus<\/a> contingent at foreign races, as evidenced by the 1962 Le Mans Lotus scandal<\/a>.<\/p>\n Initial series production engines (Mk.II<\/a>, Mk.V<\/a>, Mk.VIII<\/a>, and Mk.XIV<\/a>) 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<\/a> engines (Mk.III<\/a>, IV<\/a>, XI<\/a>, and XVII<\/a>) started bringing in non-Lotus revenues, and the establishment of Formula B<\/a> by the Sports Car Club of America<\/a> (SCCA) allowed the financial foundation of Cosworth to be secured by the increased sales of Mk.XIII<\/a>, a pure racing engine based on Lotus TwinCam<\/a>, through its domination of the class. This newly found security enabled the company to distance itself from the Lotus Mk.VII<\/a> and Elan optional road engine assembly business, and allowed its resources to be concentrated on racing engine development.<\/p>\n The first Cosworth-designed cylinder head<\/a> was for SCA series<\/a>; with a single overhead camshaft<\/a> (SOHC) reverse-flow<\/a> configuration, similar to the Coventry Climax FWE<\/a> engine. A real success was achieved with the next gear-driven double overhead camshaft<\/a> (DOHC) four-valve FVA<\/a> in 1966, when Cosworth, with a help from Chapman, convinced Ford<\/a> to purchase the rights to the design, and sign a development contract \u2013 including an eight-cylinder version. This resulted in the DFV<\/a>, which dominated Formula One<\/a> for many years.<\/p>\n 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.<\/p>\n In addition to the above, Cosworth designed and provided the assembly work for Lotus Elan<\/a> Special Equipment<\/a> optional road engines with special camshafts and high compression pistons.<\/p>\n The final model of the above initial series was the MAE<\/strong> in 1965, when new rules were introduced in Formula 3<\/a> allowing up to 1,000 cubic centimetres (61.0\u00a0cu\u00a0in) 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.\u201d<\/p>\n Cosworth engines<\/strong><\/p>\n\n