Wednesday, June 15
The first drawing for DFV – Flywheel
Housing and Starter Details, Rear View
– is completed as an aid to Lotus. The
integration process has begun.
Thursday, June 23
Duckworth, no great fan of lawyers, finally
signs a simplified contract. In actual fact,
he writes it and Ford signs. The sticking
point has been his wish to keep the
intellectual rights and sell the DFV at his
discretion. He agrees to the exclusive
supply before Jan. 1, 1968 of five
engines to Team Lotus.
Friday, July 8
Cosworth’s second and third drawings –
Rear Suspension Pick-up Points and Front
Bottom Engine Mounting – are further
aids to integration.
Thursday, July 14
Lotus completes its first drawing of the
Type 49 – Proposed Gearbox Layout
for 1967 F1 (Discussion Only).
DFV’s design is complete and there is
surprisingly little carry-over from FVA.
Even its inclined valve angle has been
narrowed (32deg), creating a shallower
pent roof in order to raise compression
while retaining flat-topped pistons within
a smaller swept volume. Duckworth
returns to the factory to oversee its build.
Sunday, Oct. 2
Clark wins the United States Grand Prix
at Watkins Glen in Phillippe’s stop-gap
Type 43 design. This remains the only
victory for BRM’s massively complex
H16 engine, the antithesis of the DFV.
Drawn by Mike Hall, Roy Jones and Peter
Stemp, sufficient parts emerge from
Ben Rood’s machine shop at Cosworth
for George Duckett to “accelerate” the
build of DFV “701.”
Lotus, meanwhile, completes its move
to a purpose-built factory at Hethel, a
former WWII bomber base in Norfolk.
Snetterton, May 23, 1967: Graham Hill (MAIN,
with Colin Chapman and Keith Duckworth)
gave the Lotus 49 and the DFV their one and
only meaningful test just two weeks prior to its
Dutch GP debut. (ABOVE RIGHT) Clark hangs
back in the early laps at Zandvoort. (RIGHT)
The 49’s ZF gearbox wasn’t as adaptable as
the Hewland ’box that replaced it in the 49B.
1967 LOTUS 49-FORD
Conceived by Colin Chapman and drawn by Maurice Phillippe,
the Lotus 49 (BELOW, Graham Hill’s 1967 German Grand
Prix machine) was an exercise in elegance and simplicity.
A FULLY-STRESSED TRENDSETTER
The Lotus 49 wasn’t the first F1 car with its engine as a fully-stressed member, but it started a trend that quickly became
the norm – albeit with notable exceptions, such as BMW’s
cradle-mounted, 1.5-liter, turbo M12/13, which won the
1983 F1 drivers’ title with Brabham and Nelson Piquet.
COAXING OUT THE HORSES
The 2,993cc, 90-degree V8
Cosworth DFV made 408hp at
9,000rpm in its original 1967
guise. By the time of its final
GP win in ’ 83, specialist DFV
tuners were getting as much
as 510hp at 11,200rpm from
the venerable lump.
FORMULA 1: LOTUS 49-FORD