The DFV is an internal combustion engine that was originally produced by Cosworth for Formula One motor racing. The name is an abbreviation of Double Four Valve, the engine being a V8 development of the earlier four-cylinder FVA, which had four valves per cylinder.
Its development in 1967 for Colin Chapman's Team Lotus was sponsored and funded by major American automotive manufacturer Ford. For many years it was the dominant engine in Formula One, with the whole engine program funded by Ford's European division, Ford Europe and engines badged as "Ford" for Formula One championship races. DFVs were widely available from the late 1960s to the mid 1980s and were used by every specialist team in F1 during this period with the exception of Ferrari, Alfa Romeo, Renault, BRM and Matra, who all designed, produced and ran their own engines. Variants of this engine were also used in other categories of racing, including CART, Formula 3000 and sports car racing.
The engine is a 90°, 2,993 cc V8 with a bore and stroke of 85.67 × 64.90 mm (3.373 × 2.555 in). It reliably produced over 400 bhp, specifically reaching 408 bhp at 9,000 rpm, and of torque at 7,000 rpm. By the end of its Formula 1 career, it achieved over 500 bhp, with a peak of 510 bhp at 11,200 rpm.
The 1983 DFY variant had an updated bore and stroke of 90.00 × 58.83 mm (3.543 × 2.316 in), maintaining a displacement of 2,993 cc. It produced 520–530 bhp at 11,000 rpm and of torque at 8,500 rpm.
Background
In 1965, the Fédération Internationale de l'Automobile, that administered Formula One racing, agreed to raise the series' maximum engine capacity from to from 1966. Up until that point, Colin Chapman's successful Team Lotus cars had relied on power from fast revving Coventry Climax engines, but with the change in regulations Coventry Climax decided for business reasons not to develop a large capacity engine.
Chapman approached Keith Duckworth, previously a gearbox engineer at Lotus but now running his fledgling Cosworth company with Mike Costin, who commented that he could produce a competitive three-litre engine, given a development budget of £100,000. Hayes arranged dinner for Chapman with Ford employee Harley Copp, a British-based American engineer who had backed and engineered Ford's successful entry into NASCAR in the 1950s. Clark took three more wins that season, but reliability problems left him third in the Drivers' Championship, 10 points behind champion Denny Hulme. The progress of the engine was documented in a film produced by the Ford Motor Company's film section, entitled 9 Days in Summer.
Initially, the agreement between Ford, Cosworth and Lotus was binding on all parties, and Ford as the funder had no plans to sell or hire the DFV to any other teams. However, it occurred to Hayes that there was no competition: the Ferrari engine was initially underpowered; the BRM complex and too heavy; the Maserati unreliable; the Honda overweight; while Dan Gurney's Weslake motor was powerful but unreliable. Only Brabham's Repco V8 engine provided a usable combination of power, lightness and reliability, but its age and design left little room for further improvement. Hayes concluded that Ford's name could become tarnished if the Lotus were to continue winning against only lesser opposition, and that they should agree to use the unit in other teams, and hence potentially dominate Formula One.
At the end of 1967, Copp and Hayes gently explained to Chapman that he would no longer have monopoly use of the DFV and in August 1967 it was announced that the power unit would be available for sale, via Cosworth Engineering, to racing teams throughout the world. Hayes released the DFV initially to British team Matra International, headed by Ken Tyrrell with Jackie Stewart as a driver. What followed was a golden age, where teams big or small could buy an engine which was competitive, light, compact, easy to work with and relatively cheap (£7,500 at 1967 prices ). The DFV effectively replaced the Coventry Climax as the standard F1 powerplant for the private (mostly British) teams.
thumb|right|300px|The classic DFV engine – [[Hewland gearbox combination, mounted in the rear of a 1978 Tyrrell 008]]
Lotus, McLaren, Matra, Brabham, March, Surtees, Tyrrell, Hesketh, Lola, Williams, Penske, Wolf and Ligier are just some of the teams to have used the DFV. In 1969 and 1973 every World Championship race was won by DFV-powered cars, with the engine taking a total of 155 wins from 262 races between 1967 and 1985.
The DFV-powered cars won also the Constructor championship, fighting with the Ferrari who won from 1975 to 1977 and in 1979.
The advent of ground effect aerodynamics on the F1 scene in 1977 provided a new lease of life for the now decade-old engine. The principle relied on Venturi tunnels on the underside of the car to create low pressure regions and thus additional downforce. Previously, teams running Ferrari and Alfa-Romeo flat-12 engines had enjoyed a handling advantage due to the low centre of gravity in such a configuration. However, for ground effect, the wide engine was completely the opposite of what was required as the cylinder heads protruded into the area where the Venturi tunnels should have been.
In contrast, the V-configuration of the Cosworth engine angled the cylinders upwards and left ample space under the car for the necessary under-body profile which massively increased downforce and gave more efficient aero balance, thus increasing cornering potential and straight line speed. Ground effect British cars and DFV engines effectively killed off the V12/flat 12 engines of Ferrari and Alfa Romeo which many pundits had believed in the mid-1970s would dominate F1 well into the mid-1980s. Drivers Mario Andretti in , Alan Jones in , Nelson Piquet in and Keke Rosberg in used a combination of British ground effect chassis and a DFV engine to claim the Drivers' Championship while DFV-powered cars took the Formula 1 Constructors' World Championship in 1978, 1980 and 1981.
The onset of the turbo era in the early 1980s put an end to the DFV's F1 activities, as even with modifications the 15-year-old engine could not hope to compete with the vast power being put out by the new 1.5-litre turbocharged engines. However, in the early days of turbo F1 cars (1979–1982) the Renault, Ferrari and Toleman were unable to offer consistent opposition to the Cosworth DFV British teams. The early turbo Renault, though powerful (particularly so on high altitude tracks such as Interlagos, Kyalami, Jarama, Dijon-Prenois and the Österreichring) were much heavier, cumbersome, complicated and significantly, much more unreliable than the British Cosworth DFV teams.
The extra power and torque of a turbo engine put much more strain on the gearbox, driveshafts and brakes on the Renaults and Ferraris, and during the early 1980s the sight of a Renault or Ferrari wilting under the strain of its extra power was a common sight. The turbo engine was also hampered by "throttle lag", a delay in throttle response which made the turbo cars very slow on tight, twisty circuits such as Monaco, Long Beach, Zolder, Montreal, Brands Hatch and Detroit, whereas the normally-aspirated Cosworth DFV enjoyed pin-sharp response and accuracy. Also, the light and agile British cars exploited ground-effect technology so well that even on fast tracks such as Buenos Aires, Silverstone, Hockenheim the DFV engine was able to win. For a few years, between 1977 when Renault debuted the powerful but unreliable turbo engine and 1982 when the DFV-powered teams began to negotiate deals for turbo engines of their own, a competitive equilibrium was established. Michele Alboreto took the DFV's last F1 win in a Tyrrell at the in 1983, and Martin Brundle was the last person to race in F1 with a DFV, also in a Tyrrell at the in 1985.
Some Cosworth-using constructors developed their engines in house during a Grand Prix season, such as John Nicholson's Nicholson McLaren operation or Williams F1 using John Judd's workshops to uprate the standard 480 BHP that the DFV was producing in the late 1970s/early 1980s. Uprated pistons, camshafts and valves meant Williams and McLaren's DFVs were producing over 510BHP at around 11,000RPM by the early 1980s, which meant the power deficit to the turbocharged Renaults and Ferraris was only around 30–40BHP in race trim. Since a DFV only needed a 190-litre fuel tank, compared to the 220+ litre sized fuel tank required by a turbo engine, it meant the power to weight ratio of a McLaren MP4 or Williams FW07/08 with their specialist DFV engines were comparable to their turbocharged opponents, albeit with better fuel consumption and much less strain on the rear tyres, gearboxes and rear axle, meaning softer compounds could be used and last longer by both Williams and McLaren, which gave a significant benefit to both grip and tyre durability.
As of mid-1982, 375 engines had been built. The cost of a complete engine at that time, purchased directly from Cosworth, was £27,296, approximately .
Other formulae
Sportscar racing
The DFV was used in sportscar racing with some modest success. The design of the crankshaft caused vibrations that resulted in reliability problems in endurance racing. In 1968, new rules for the Sports Prototype class limited engine displacement to 3 litres and Ford (UK) sponsored the DFV-powered Ford P68 as their entry under the new rules. However, this car, and its derived sister the P69, failed to finish a single race during the two seasons that they competed. In 1971 a DFV-powered Ligier JS3 was able to finish first and second in two short-distance events, the best DFV-powered Sports Prototype showings to date, but was only able to achieve a non-classified finish at Le Mans after mechanical troubles. The next years would show that even that unsatisfactory result was beating the odds. The DFV came into wider use in 1972, when all purpose-built racers fell under the 3-litre engine limit. Eric Broadley's Lola, having previously focused on the 2-litre smaller class, designed their T280 model fitted with a Cosworth engine, which was very fast though it often failed to finish. Thirteen starts of DFV-powered vehicles at the Le Mans 24 Hours during 1972–74 yielded three finishes, two of which failed to complete 300 laps. The best result for DFV-powered vehicles at Le Mans was in 1975, when fuel consumption rules had the field using low power tuning and slower engine speeds, which slowed the race pace and mitigated the DFV's vibration problem. The top three finishers were powered by DFVs, with the Gulf-sponsored Mirage driven by Jacky Ickx and Derek Bell finishing first.
1976 saw a slightly faster pace for the Mirage and the DFV-powered De Cadenet Lola, but they were eclipsed by the new turbocharged Porsche 936, driven by Ickx and Gijs van Lennep, in first place. After two years with DFV-powered vehicles failing to run competitive distances, a DFV-powered Rondeau was the surprise winner in the 1980 race. Jean Rondeau and Jean-Pierre Jaussaud nursed a two lap lead over the Jacky Ickx / Reinhold Joest Porsche 908/80 charging back from earlier mechanical setbacks. Another Rondeau occupied the third spot, nine laps behind the winner. In 1981 Rondeau slightly improved on the pace of the previous year but, as in 1976, DFV-powered vehicles were again outclassed by a Porsche 936, driven this time by the old Mirage winning team of Ickx and Bell. The 1981 distance result, 340 laps, was the best ever achieved with the DFV. The DFV faded from relevance over 1982–1984, showing just two finishes of over 300 laps from fourteen starts at Le Mans.
Australian race driver Bap Romano used an ex-F1 Cosworth DFV engine (formerly used by McLaren) in his Australian designed and built Kaditcha Group A Sports Car through 1983 and 1984 in the Australian Sports Car Championships. After finishing 6th in the 1983 ASCC, winning the final round of the series, he would go on to dominate the 1984 championship. The renamed Romano WE84 won four of the five rounds and in all bar heat two of the opening round when the car was a non-starter due to an accident in the first heat, scored fastest lap while also sitting on pole for every round. The DFV in the Romano was later replaced in late 1984 by the Cosworth DFL engine.
Use of post-DFV variants
1982 saw the introduction of 3.3 and 3.9 litre DFLs, endurance racing versions of the DFV, in the World Endurance Championship. That year, the 3.3 litre variant powered the new Rondeau M382 to three podium finishes with a win in the 1000 km Monza event and a strong second place standing behind Porsche in season points. The DFLs proved insufficiently reliable for C1 class racing at the 24 Hours of Le Mans, achieving only three finishes in 34 starts during 1982–1984, with none achieving 300 laps. After 1982 the DFLs were never reliable or competitive in the C1 class and finished consistently behind C2 cars at Le Mans. The 3.9 litre version was completely rejected by 1985. The last start for a DFL in the C1 class at Le Mans was in 1988. 1984 saw success for the 3.3 litre version in the fuel-restricted C2 class, where low power tuning mitigated its reliability issues, with two class wins on the World Championship circuit. The 3.3 litre DFL became the most used engine of the C2 class, achieving four class championships, five class wins at Le Mans between 1985 and 1990 and the best distance of any Cosworth engine at Le Mans, at 351 laps, in 1988. Reliability of the C2 class was still considered unsatisfactory, however, and as the 1980s ended, the issue led the FIA to seek a new formula to replace the C2 class. 1989 saw the introduction of the 3.5 litre DFZ variant as a C1 class engine. It had the honor of being the first Cosworth engine to finish ahead of the C2 winner at Le Mans, but it was an inconsistent finisher and not competitive within the C1 class. It proved a consistent finisher and winner in the FIA Cup class, the low powered replacement of the C2 class, in 1992. The 3.5 litre DFR variant yielded more consistent results as a C1 engine for the Spice team in 1990 and the Euro Racing team in 1991, with two third-place finishes for the former, but they were never able to challenge the Peugeots, Jaguars and Sauber Mercedes for the top spot.
Formula 3000
The DFV was also the engine for which the Formula 3000 series was created in 1985, and thus it won every race that year. The DFV and its variants continued racing in F3000 for a decade, Pedro Lamy taking the last win for a DFV in top-class motorsport, at Pau in 1993, its 65th F3000 win in 123 races.
Variants
DFW
The first variant produced from the DFV was a reduced-capacity unit for the Australia and New Zealand-based Tasman Series races of 1968–69. The changes between the DFV and DFW specification were limited to a reduced stroke, taking capacity to 2491 cc and reducing power output from the DFV's in to ~ (after winning the Surfers Paradise round of the 1968 Tasman Series, Jim Clark told that other than lacking the top end power of the DFV, there really wasn't a big difference in performance between the DFV and DFW). In Tasman Series racing, other 2.5L engines that the DFW was generally up against were the Australian made Repco V8, the Alfa Romeo V8 (as seen in Alfa's T33/2 endurance racing sports car), a 2.5L version of the BRM V8 engine, the 2.4L Ferrari V6, and the older 2.5L Coventry Climax FPF, the Australian versions of which were actually made under licence by Repco. On tighter tracks such as Wigram (NZ) and Warwick Farm (AUS), there was also the smaller capacity () Cosworth FVA to contend with.
The DFW was the smallest capacity variant of the DFV that was officially produced by Cosworth. The engine was a direct replacement for its DFV parent in Lotus 49s. The small engine proved just as competitive as the larger version; and Jim Clark took four race victories in 1968, though Clark also noted after the Surfers round on a track that suited higher powered cars, the lower power of the DFW was not quite suited to the full size Lotus 49T built for Formula One (highlighting the lack of top end punch along with the heavier F1 car, for the first half of the Surfers race Clark was in a dogfight for the lead with the smaller, more nimble Formula 2 chassis Ferrari of Chris Amon and its V6 engine, a scenario they would repeat when Clark beat Amon by just 0.1 seconds to win the 1968 Australian Grand Prix at another noted power circuit, Sandown in Melbourne). The DFW also saw one win for Piers Courage driving a Brabham BT24 for Frank Williams Racing, and two victories for Jochen Rindt in the 1969 Tasman Series (Rindt had replaced Clark at Lotus after the Scotsman's tragic death in a Formula 2 race at Hockenheim just over a month after winning the Tasman in 1968). Derek Bell drove a DFW version of the Brabham BT26 to second place in the 1970 New Zealand Grand Prix, and for the 1971 Tasman Series previous champion Chris Amon drove a DFW-powered version of his current Formula One chassis, the March 701, to another podium finish, but in both years the Formula One-derived engine was largely outmatched by Formula 5000 entrants with their 5.0L Repco-Holden and Chevrolet V8's producing some in 1971.
After the demise of the 2.5L component of the Tasman Formula following the 1971 season, the four DFW engines were converted back to DFV specification.
Formula One
The DFV had three major upgrades over its life in the top formula, with the development of first the DFY and then the DFZ, followed by a major redesign to produce the final DFR type.
DFY
With the introduction of turbocharged engines towards the end of the 1970s, Cosworth's naturally aspirated DFV began to lose its predominance. In an attempt to recover some of the performance deficit Cosworth designer Mario Illien reconfigured the cylinder aspect ratio to allow the engine to rev more freely, and combined this with a narrow-angle valve set-up and Nikasil Aluminium liners. The changes upped power output to ~520 bhp,
| oilsystem = Dry sump
| weight =
| fuelsystem = Electronic and mechanical indirect fuel injection
| fueltype = Gasoline
The announcement at end of the season that turbocharged cars would be banned from , and the introduction of the Jim Clark Cup and Colin Chapman Trophy championships for naturally aspirated cars for , prompted Cosworth to revive their elderly engine design. This resulted in the DFZ, essentially an updated version of the final DFY design. However, the capacity increase for the new 3.5L naturally aspirated formula running alongside the 1.5L turbos in 1987 allowed Cosworth to increase the power output of the unit to . The DFZ was successfully used in FIA Cup class racing in 1992, with that low-powered class being the last appearance of the DFV family in sportscar racing.