The DFV is an internal combustion engine that was originally produced by Cosworth for Formula One motor racing. Named Four Valve because of the four valves per cylinder, and Double as it was a V8 development of the earlier, four-cylinder FVA (four valve type A engine), making it a Double Four Valve engine.[1]

Its development in 1967 for Colin Chapman's Team Lotus was sponsored by Ford. For many years it was the dominant engine in Formula One, and it was also used in other categories, including CART, Formula 3000 and Sportscar racing.

The engine was a 90°, 2,993 cc V8, with bore & stroke of 85.67 x 64.897 mm (3.373 x 2.555 in) producing over 400 bhp (408 bhp at 9,000 rpm, 270 ft·lbf (370 N·m) torque at 7,000 rpm was quoted) from the start, reaching over 500 bhp (510 bhp at 11,200 rpm was quoted) by the end of its Formula 1 career. The 1983 DFY variant had a revised bore and stroke of 90 x 59 mm (3.543 x 2.316 in) giving 2,993 cc and 520–530 bhp at 11,000 rpm, 280 ft·lbf (380 N·m) torque at 8,500 rpm.

n 1965, the Fédération Internationale de l'Automobile, that administered Formula One racing, agreed to raise the series' maximum engine capacity from 1.5 litres (92 cu in) to 3.0 litres (183 cu in) 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.[2]

Chapman approached the Ford Motor Company and David Brown of Aston Martin for funding, each without initial success. Chapman then approached Ford of Britain's public relations chief, former journalist Walter Hayes, with whom he had developed a close working relationship from the early 1960s. Since Hayes had joined Ford in 1962 the pair had previously collaborated in the production of the successful Lotus Cortina, introduced in 1963.[2] 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.[2] Hayes and Copp developed a business plan, which was backed by Ford UK's new chairman Stanley Gillen, and approved by Ford's Detroit head office as a two-part plan.

The project was revealed by Hayes in a PR launch in Detroit at the end of 1965, but the engine was not ready until the third race of the 1967 season, on the 4 June at Zandvoort, but its debut proved electric. Graham Hill, who was in the team at the specific request of Ford and Hayes,[2] put his DFV-powered Lotus 49 on pole position by half a second and led for the first 10 laps but was then sidelined by a broken gear in the camshaft drive. Team-mate Jim Clark moved up through the field in his identical car and came home to win. However, this dominant performance belied a serious fault in the timing gear.[3] 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 underpowered; the BRM complex and too heavy; the Maserati unreliable; the Honda overweight; while Dan Gurney's Weslake motor was powerful but unreliable.[4] Only Brabham's Repco V8 engine provided a usable combination of power 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.[5] Hayes released the DFV initially to French team Matra, 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[6] or about £90,000 in 2005 money[7]). The DFV effectively replaced the Coventry Climax as the standard F1 powerplant for the private (mostly British) teams.


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