Andrew Noakes "the cosworth DFV" Valves In: 1.32in @ 16 deg Ex: 1.14in @ 16 deg Rod: 5.

23in --------------------------------------Pistons DFV: 85.674 od 20.63pin 20.62 circlips top ring 0.75 second 1.00 oil 4.00 DFVss: 90.000 od 23.81pin 24.00 circlips (alloy sleeves) top ring 1.00 second 1.00 oil 4.00 DFR: 90.000 od 23.81pin 24.00 circlips top ring 1.00 second 1.00 oil 3.00 V3000: 90.000 od 20.63pin 20.62 circlips top ring 1.00 oil 3.00 -------------------------------------Ford Cosworth DFV V8 (1967 to 1982) DFV meaning double four valve Number of cylinders: 8 Configuration: 90 degree V Number of Valves: 32 Number of Camshafts: Double Overhead Cam 155 GP victories Builders: Nicholson McLaren Engines, Hesketh, Engine Developments, Brian Hart Ltd, and Yamaha 5 valve derivative: the OX77. Bore x Stroke: 85.67 x 64.8 (debut form) 1967 Bore x Stroke: 85.67 x 54.0 (DFW) 1968 Bore x Stroke: 85.67 x 57.3 (DFX) 1975 Bore x Stroke: 85.67 x 71.5 (DFL) 1981 Bore x Stroke: 85.67 x 84.5 (also DFL) 1981 Bore x Stroke: 90.00 x 58.8 (DFVss) 1982 Bore x Stroke: XX.XX x XX.X (DFZ 3.5 litre) 1987 Capicity: 2,993 cc Valve angle: 32 degrees Clutch plate: 7.5 inche dia. Block material: LM8WP alloy Early liners: Moly sprayed graphite iron - wet. Later liners: Nikasil sprayed aluminium - wet (3.9 kg advantage) 133 bhp per litre in debut form. 408 bhp @ XXXX rpm (debut form) 415 bhp @ 9500 rpm 440 bhp @ 10,000 rpm 470 bhp @ 10,500 rpm 520 bhp @ 11,300 rpm (DFY) Connecting rods: ?????????136.7mm (ARROW 133)????????????????????????? Big end bore: 52.9mm Wrist pin: 15/16" Big end width: 22.0mm Small end width 24.300 Bolt Size 3/8 UNF Length: 549mm Width: 673mm Height: 556mm ----------------------------------------------Cosworth DFV 1973 Engine Specification COSWORTH TYPE DFV 1973 FORD 3 LITRE FORMULA ONE ENGINE Capacity: 182.64 cu.in. Bore: 3.373 Stroke: 2.550 2993cc 85.6 mm 64.8 mm Compression ratio: 11 to 1 (approx.) Configuration: 90 Vee 8

HP rating: 450 bhp @ 10 500 rpm (min) Torque: 245 lb. ft @ 8 500 rpm (min) Cylinder numbering: L.H. BANK 8 7 6 5 REAR FRONT 4 3 2 1 R.H.BANK IMPORTANT DIMENSIONS: Crankshaft: End float .004 / .009 Main journal dia. 2.3755 / 2.3750 Conn rod journal dia. 1.9375 / 1.9370 Connecting rods: End float (big end) .006 / . 012 Gudgeon pins: End float .001 interference .001 clearance Piston rings: Gaps on all rings .017 /.022 Valve timing: Inlet valves fully open 102o a.t.d.c Exhaust valves fully open 102o b.t.d.c Valve lift: . 410 less tappet clearance Tappet clearance: . 009 / . 010 inlet (Cold) . 015 / . 016 exhaust Valve springs: See drawings Nos. DA 0622, DA 0623, DA 0624 and DA 0625 for identification and f itting details of valve spring arrangements. Any cylinder head may be fitted with any a rrangement, since no change in machining details is involved, but it is not recommended that different arrangements be used on the same cylinder head. DA 0625 is the current arrangeme nt. Cosworth DFV 1973 Engine Specification Oil filter: Use only paper element, Cosworth Part No PP 0404 (see Torque Settings). Fuel injection timing: No 1 starts to inject at 30o A.T.D.C No4 firing Ignition: Firing order 1- 8 3 6 4 5 2 7 Ignition timing is set at 7 000 rpm on test, approx. 35o B.T.D.C. This should no t be altered, but if it has been, the following procedure should be adopted. Unscrew the banjo on No 1 cylinder fuel outlet and carefully remove the banjo bo dy from the fuel metering unit, N.B. when replacing, this should be tightened to 90 100 lb. in. (the sealing is by 0 rings). Remove excessive fuel and turn the engine in the direction of normal rotation until the inner rotor port just starts to crack open. This point should be 30o A.T.D.C. No 4 cylinder firing. Fit the distributor rotor arm shaft with the slot at the b ottom one of the two positions possible. Fit the distributor housing, turn the engine backwards 90o 1 00o and then forward again, to take up the timing gear backlash, to 35o B.T.D.C (the engine f lywheel is marked T.D.C 30o, 35o and 40o before T.D.C, the datum point being the sump split line on the right hand side of the engine). Fit the distributor drum so that the red spo t is in the nearest of the four possible settings to the mark on the distributor housing near the L. T. electrical

leads outlet. With the drum clockwise against the natural spring pressure in the fully advanced position, slacken the three distributor housing lock nuts and rotate the housing until the timing marks on the drum and casing line up exactly. Tighten the lock nuts in this posi tion; any slight adjustment may be made by means of the adjuster screw mechanism on top of the ho using. INSTALLATION AND RUNNING DATA: See also Drawing Nos. DA 0662 and DA 0774 Engine mountings: The top mounting 5/16 UNF bolts should have washers (Part No DA 0017) against th e magnesium cover, carefully tightened to 16-18 lb. Ft. to avoid crushing the magn esium alloy. On lower mounting points, flat washers of .06 min thickness must be used under th e chassis bolt heads. The lower front mounting is marked RT (right top). If the lower front mounting is removed, it should be replaced with the letters RT towards the top of the engine. Oil system: See Drawings Nos. DA 0506 and DA 0626. 1971 ENGINES ARE FITTED WITH A NEW TYPE OF Oil Scavenge Pump (Part No KK 0084, which requires some new pipework as shown on DA 0626). Pressure when hot 70 psi min. 80/90 psi at normal running spe eds. Care must be taken to allow the engine oil to reach 50oC before exceeding 7 000 rpm as bearing failure may follow running at high speeds with cold oil. Max oil temps 1 00oC (measure in tank). Cosworth DFV 1973 Engine Specification If oil pressure cannot be maintained at above 70 psi using Cosworth approved oil , it is possible that too much air is being drawn from the oil tank, and the de-aeration system on oil returning from the scavenge pumps should be improved. Oil tanks should allow for approximate consumption of 6 pints during a G.P. Fuel system: See Drawing No DA0327 this system has proved itself in service. The fuel cam is set to the correct angle during assembly and test, and should no t be altered. See auxiliary Data Sheet for alternative fuel cams at high altitude circuits. (D 50151) Fuel should be 101o octane (M.M.) min. The mechanical pump driveshaft seal must be lubricated each time the engine is i nstalled, via the hole on the tope of the driveshaft housing sealed by the small plastic plug. Oil should be gently fed into this hole until it comes out of the other small hole away. Replac e the plug afterwards. Electrical systems: See Drawing Nos. DA0471 and DA0359 Current engines use DA0471 (Thyristor Speed Limiter). The engine must be connect ed to a Negative Earth (ground) system. It is advised that all electrical connections are smeared with silicon grease (w e suggest Midland Silicons MS4) especially when the engine operated in wet conditions.

Spark plugs: Autolite PG 403 or equivalent. Before removal, clear all dirt from recess. Use special pliers to remove H.T/ le ads do not pull directly on leads. Always put a small amount of graphite grease (or equival ent) on Sparking Plug threads before fitting. Throttle linkage: Each brass-bodied ball Joint Part No. PP 0251 is especially assembled to its con trol rod in order that the ball is held captive in the joint. It is imperative that a contro l-rod is not unscrewed from its ball-joint. We advise that the joints be regularly lubricated with oil. 1974 engines are fitted with special steel ball joints Part No DA 0638. These ar e assembled for minimum play when new, and lubricated with Anti-scuffing paste. After some use they may require to be re-adjusted and re-lubricated: we recommend that new split pin s be used on re-assembly. 1975 engines have steel ball joints. DA 0781 LH thread and DA 0782 RH thread If spares are required for the throttle-linkage, it is important to specify the type of Ball Joint in use. The four throttle return springs are not designed to return car cable, pedal etc . and will require supplement to suit each installation. Cosworth DFV 1973 Engine Specification General: The engine must not be allowed to idle under 2 000 rpm or excessive cam and tapp et wear may be experienced. The rev limit is governed by the control system with is set to cut out above 10 500 rpm. When driving, the maximum speed should not exceed 10 500 rpm at any time. If a Smith s Chronometric tacho-head is fitted, the specification the head is 4:1 clo ckwise . Summary of drawings applicable: DA0662 Engine General Assy (2 Shts) DA0643 Wiring Diagram Tyristor DA0774 Starter Assy DA0625 Valve Assy (German) DA0327 Fuel System DA0653 Exhaust System DA0626 Oil System DA 0724 Cooling System STARTING FROM COLD AND WARMING UP: Set mixture datum pin to full rich, switch on electric fuel pump, fully open thr ottle and crank form 3 4 seconds, with starter motor. Ease off throttle to approximately 1/3 ope n and switch on ignition whilst engine is still being cranked. Close throttle when engine fires. Observe that oil pressure has come up, adjust rpm 2 300 and hold steady at this rpm or a reading near this which gives a minimum mechanical clatter. The electric fuel pu mp should now be switched off since the mechanical pump is designed to take over at above 2 000 rpm. If this procedure had been followed, several serious engine failures might have been averted since failure of any one of the auxiliary pumps usually to mechanical fuel pump

failures, which thus stops the engine. As soon as the water temperature gauge needle is off its stop, i.e. 30C increase rpm to between 4 000 and 4 500, again choosing a point where clatter minimised. Turn mi xtureadjusting pin to the middle notch to weaken mixture. Keep rpm steady till water temperature is 60 70C and oil temperature is rising. COLD WHEATHER CONDITIONS: It has been found that some fuel metering unit failures have been attributable t o attempting to start the engine in very cold weather. We therefore suggest that when the genera l engine temperature is below 5C, the metering unit is warmed before any attempt is made t o rotate it. STRIPPING AND ASSEMBLY NOTES: It is of the utmost importance that a torque wrench is used on all assembly work . We recommend that only a Bending beam type be used. The cylinder head side stud nuts must be release before the main head nuts are r eleased. The cylinder head nuts must be replaced gradually and evenly, starting from the centre and working towards the outside. The same procedure must be followed form the cam co vers and crank case lower-half stud nuts. Order of tightening 7 3 1 5 9 Front Rear For head and sump 8 4 2 6 10 Cosworth DFV 1973 Engine Specification For camshaft removal, take of breather (pre 1970 engines). Tacho drive and spind le and cam covers. Remove cams from only one bank at a time. R.H. Bank: Turn engine to T.D.C. No 1 cylinder Line up timing gears with marks on cover Remove cams, N.B. take care that cam lifts Evenly, otherwise the front end locating Flange will be broken. L.H. Bank: Turn engine 450 in direction of engine rotation From No 1 T.D.C. to No 5 T.D.C. Line up marks as above. Remove cams. When replacing, make sure correct marks line up as above, and that the gear mach as the cam is lowered. N.B. Cam must be pulled down evenly. Before the cylinder heads can be removed, the alternator/distributor/metering un it assembly must be removed. It is suggested that the engine be rotated until T.D.C. No 1 firing. The UNC plu g near the alternator air-inlet gauze should then be removed, and the engine turned slightl y so that the nearest gap between the alternator drive gear teeth is directly below this plugh ole. A pointed UNC screw should then be used to lock the gear in position. Care must be taken n ot to rotate the engine while this screw is in place. Mark the position of the flywhee l so that the distributor assembly may be replaced in the same position. Remove the high-press ure petrol

pipe linking manifolds, throttle cross shaft etc. After removing the four retain ing screws, the unit may be taken out by sliding it towards the rear of the engine, off the quil lshaft splines. On re-assembly it is imperative that the distributor unit is replaced with the c orrect splines in engagement or the fuel and ignition timing will be wrong. Use anti-scuffing past e on splines. Do not strip the throttle assembly whilst the manifold is fitted to the engine, or rollers may fall down the inlet tract. The centre distance of the timing gears is very critical, and nothing should be done which affect them. If idler gears are removed it is essential that they go back on the same bank as they were when removed, otherwise the gear backlash may be altered and cause gea r failure. Note. The six external main-bearing stud nuts should be tightened to a proving to rque , released, and then re-tightened to the final assembly torque. Crankshaft Bungs If the crankshaft oil galleries are threaded, they should be bunged with a steel bung, Part No DA 0605 (see special data sheet B50219) Later crankshafts have plain reamed galleries. The earliest of these having 5/8 dia. Reamed galleries using bungs Part No DA 063 4 (or DA 0635) with circlips Part No PP 0981. Current crankshafts have 15mm dia. Reamed galleries using Bungs Part No DA 0645 with circlips DA 0652. Tool No MT 0247 is required to insert and extract Bungs Part No DA 0634, DA 0635 and DA 0645. Cosworth DFV 1973 Engine Specification CARE TO BE TAKEN WITH: All O rings connected with oil pressure pump and scavenge pump. Particular care to be taken with O ring fitted to oil pressure pump inlet flange. Damage to this O ring lowing suction of air- will give low oil pressure reading and possible lead to bearing failure. When refitting cylinder heads, ensure that all O rings and seals are in place, esp ecially the O ring between the head and cam carrier for camshaft oil feed. New compression sea ls should be used on re-assembly. Special washer Part No DA 0272 the flat face must go against the Magnesium Cam C over. Torque settings: Engine oil on thread and underhead, unless otherwise stated. Big End Bolts 41 42lb ft Anti scuffing paste under head engine oil on threads Main bearing stud nuts (6 External) 50lb ft Initially for proving, 43 45lb ft Final assembly Main Cap Stud Nuts (Tapered Dowel Type) 43 45lb ft Main Cap Side Stud Nuts 5/16 UN 13 14lb ft Main Cap 7/16 UNC screws 53 55lb ft Main Cap Side 5/16 UNC screw 18 20lb ft

al

Cylinder Block Side Stud Nuts 13 14lb ft (Cad plated bright) Sump Sideplate 10 32 UNF screws 25lb in Loctite B underhead Cylinder Head Stud Nuts 48 50lb ft Cylinder Head Side Stud Nuts 13 14lb ft (Cad plated bright) Cam Cap Stud Nuts 13 14lb ft Cam Carrier Cover Stud Nuts 16 18lb ft Flywheel Bolts 53 55lb ft Clutch Bolts Nuts 13 15lb ft Front Eng. Mtg. 5/16 Screws 18 - 20lb ft Front Eng. Mtg. 3/8 Screws 34 36lb ft Cam Cover 10 32 UNF Screws 32 35lb ft Metering Unit Outlet Banjo Bolts 90 100lb ft Injectors 6lb ft Sparking Plugs 9lb ft Graphite grease under head and on thread Oil Filter Bowl 4 6lb ft after initial tightening to 10lbft and slackening Cosworth DFV 1973 Engine Specification Mechanical Fuel Pump. Non return Valve Hsg. 8lb ft Alternator Drive Quill 30 32lb ft Loctite A under head and on threads All UNC Soc Cap Hd Screws 46 48lb in See separate sheet for stud fitting details ---------------------------------------Cosworth DFR 3500cc Engine Specification 1 COSWORTH DFR 3.5ltr FORMULA 1 ENGINE 1989/90 Capacity: 3494cc Bore: 3.543 Stroke: 2.703 213.22cu in. 90.0mm 68.6mm Compression ratio: 12.5 : 1 (approx.) Configuration: 90 degree V8 Firing order: 1 8 3 6 4 5 2 7 Maximum rpm: 11,000 Cylinder numbering: Front l.h. bank 5 1 r.h. bank 6 2 7 3 8 4 Rear IMPORTANT DIMENSIONS Crankshaft End float .0090 / .0110 DFR89 Main journal dia. 2.3750 / 2.3755 DFR90sb Main journal dia. 2.1255 / 2.1259 Con rod journal dia. 1.9370 / 1.9375 Connecting rods: End float (big end) .006 / .012 Piston rings: Gaps on all rings .010 / .016 Valve timing: Inlet valves fully open 99o a.t.d.c. Exhaust valves fully open 102o b.t.d.c. Valve lift: Exhaust, less tappet clearance .410 Inlet, less tappet clearance .460 Tappet clearance: Exhaust (cold) .015 / .016 Inlet (cold) .009 / .010 Piston squish heights: Below the outer raised land on cylinder block .025 / .027 Cylinder head sealing rings: Stand off measured from outer raised land on cylinder block .002 Cosworth DFR 3500cc Engine Specification 2 ENGINE MOUNTINGS: DRAWING DR4570 (LOW SUMP)

For top front mounting details see sheet 1, ref holes G. To avoid crushing the m agnesium cam cover when fitting the front top engine mountings, position load spreading w ashers, part number DA0017, in the spot facing on the underside of the cam covers. Using 5/16 unf bolts carefully tighten to 16 18lbs ft. For top rear mounting details see sheet 2, ref holes F. Each cam cover has 4off unc helicoiled mounting holes located on the rear, torque fixing bolts to 8 10lbs ft . For lower front engine mounting details refer to sheet 4. ENGINE MOUNTINGS: DRAWING DA5141 (TALL SUMP) Use load spreading washers, part number DA0017, as required on front and rear mo unting points. WATER SYSTEM: DRAWING DR4571 The engine contains 6.3 litres of water. Maximum water flow is 360 litres per minute (79.2 imp. galls.) with a 1 bar pres sure drop across the external water system at 11,000rpm. Maximum water temperature measured at the cylinder head outlet is 100o centigrad e, with a 30psi cap fitted to the header tank. OIL SYSTEM: DRAWING DR4572 The oil tank capacity must be large enough to allow for an oil consumption of 4. 55 litres during a grand prix. Maximum oil temperature is 100o centigrade measured in the oil tank. Oil pressure is 3.5 4.0 bar. Care must be taken to allow the oil temperature to reach 50o centigrade before e xceeding 7000rpm. Bearing failure may occur if the engine speed exceeds 7000rpm with cold oil. FUEL SYSTEM: DRAWING DR4574 Fuel is delivered via a Cosworth mechanical submerged fuel pump to 8 solenoid in jectors at a fuel pressure of 5 bar. ELECTRONIC MANAGEMENT: Fuel injection duration and ignition timing are dependent upon information fed i nto the e.c.u. by the three primary sensors on the engine. 1. Throttle position sensor (t.p.s) 2. Crankshaft sensor 3. Phase sensor (half speed) Cosworth DFR 3500cc Engine Specification 3 ELECTRICAL SYSTEM: Earths must be connected directly to the battery. All connections etc. must be w aterproof during wet conditions. Refer to the installation drawings for all other recommen dations. SPARK PLUGS: Champion G54V, part number PP0162, always smear the spark plug threads with grap hogen prior to installation and torque to 9lbs. ft. Use special pliers to remove h.t.leads, gripping the moulded spark plug boot. Do not pull directly on the lead. Due to the tight fit of the plug lead into the distributor cap it is not advisab le to change the

leads from cap to cap. STORAGE: Valve springs in engines which have their camshafts installed might fail prematu rely if the springs are left compressed for a prolonged period of time, i.e. camshaft lobe n ear or at full lift. Therefore it is important that the crankshaft is rotated through 180o in t he direction of rotation, at least once per week. SETTING UP PROCEDURES: T.P.S set at 5o, throttles closed with a .010 slide gap. Crankshaft trigger set at 20o b.t.d.c, compression stroke No. 1. Phase trigger set at 45o b.t.d.c, compression stroke No. 1. The T.P.S can be set by using either the Cosworth engineering console, part numb er DR3487, or the Cosworth sensor calibrator, part number DA3055 with lead DR9072. See drawing number DR4954 to set the throttles and / or T.P.S using the Cosworth engineering console. SENSOR CALIBRATOR: Setting the crankshaft trigger: 1. Rotate the engine to 20o b.t.d.c compression stroke No. 1 2. Connect the sensor to the calibrator lead marked CRANK . 3. Depress the ON button and slowly rotate the crankshaft trigger disc in the dire ction of rotation until the red l.e.d. marked Hall pick up switches from on to off. Tigh ten the retaining bolt to 70lbs ft. and recheck the point at which the l.e.d. is swi tched. Setting the phase trigger: 1. Rotate the engine to 45o b.t.d.c, compression stroke No. 1. 2. Connect the sensor to the calibrator lead marked CAM . 3. Depress the ON button and slowly rotate the phase trigger in the direction of rotation until the red l.e.d. switched from on to off. Tighten the retaining bol t to 35lbs ft. and recheck. Cosworth DFR 3500cc Engine Specification 4 NOTE: The red l.e.d. switches from on to off when the sensors see the transition o f the trigger from metal to air. Setting the t.p.s 1. Ensure the slides are correctly set. 2. With the slides in the closed position connect the t.p.s to the calibrator le ad marked TPS . 3. Depress the ON button and slowly rotate the body of the t.p.s until the green l .e.d. marked 5 6o comes on. Carefully tighten the securing nuts. Check that the remaining LEDs are activated as the throttles are slowly opened. Recheck closed throttle. RECHARGING THE SENSOR CALIBRATOR: For optimum recharging of the internal Ni-Cad batteries, ensure that the batteri es are fully discharged. Then recharge by connecting the sensor lead marked RECHARGE to a 12 vo lt battery or suitable 12 volt power supply. A full recharge will take 10 12 hours. Charging plug connections Terminal 2 = negative Terminal 3 = 12 volts positive FUEL CALIBRATOR: Percentage variations in the fuelling to suit ambient conditions is obtained by

using the fuel calibrator, part number DA8693. The adjustment required is calculated by the following: 100 . bd . (273+16) -100 = % correction 1013 . (273+t) where: bd = barometric pressure for the day in millibars. t = temperature for the day in degress centigrade. CYLINDER LINERS AND SEALING RINGS: Fitting cylinder liners: Heat the block to 110o centigrade, lubricate the liner o.rings with a silicone g rease (M.S.4 or similar), taking care to remove the excess. Run a fillet of R.T.V (silastic or s imilar) around the radius between the seating flange and liner wall, at 45o covering - of the seati ng flange width, and smear silastic on the lands adjacent to the liner o.rings as shown on page 7. Fit an individual liner into each hot cylinder block and immediately pull the li ner down. Each liner must be held at the full clamping torque of 65lbs ft. for 1 2 minutes to e nsure that the silastic has been correctly displaced. i.e. a thin film of silastic under the liner seating flange, with a fillet of si lastic filling the small annulus between the liner wall and cylinder liner location. Cosworth DFR 3500cc Engine Specification 5 NOTE: Before selecting a new set of cylinder sealing rings it is important that the li ners are seated correctly. If you have not fitted liners in this manner before carry out a few t est runs to ensure that your results are repeatable, and that the silastic has been displaced as sh own. Selecting sealing rings: Allow the block to cool down to room temperature. With the liners clamped down m easure the depth of the sealing ring recess, relative to the outer raised land of the cylin der block, at four points around the top of each liner. i.e. front, rear and both sides. Then add .002 to determine the thickness of each individual head joint. Ensure th at the difference between the combined heights of adjacent liners and sealing rings, re lative to the cylinder block does not exceed .0005 . These solid joints are reusable and should only be replaced if they show signs o f damage or if the liner is replaced. See page 8, 9 & 10 for clamping tool recommendations. Cosworth DFR 3500cc Engine Specification 6 Cosworth DFR 3500cc Engine Specification 7 Cosworth DFR 3500cc Engine Specification 8 Cosworth DFR 3500cc Engine Specification 9 Cosworth DFR 3500cc Engine Specification 10 FITTING PROCEDURE FOR DFR INTERMEDIATE MAIN CAPS 1. Lightly oil the tapered sleeve and refit to its dowel, orientate the slot tow ards the front of the engine and gently nip the 6 / 32 sch to prevent rotation of the sleeve. 2. Apply a thin film of a.s.p to the main cap (cap to sump mating face). Fit the correct main

bearing cap and place a .004 feeler strip between the cap and block on both sides , outboard of the 5 / 16 studs. 3. Fit the 3 / 8 and 5 / 16 washers, lightly oil the stud threads and washer fac es, gently and evenly tighten the 3 / 8 unf nuts until the main cap lightly grips the .004 feele r strips. 4. Tighten the 6 / 32 sch, using a standard allen key only, and remove both .004 feeler strips. 5. Torque the 3 / 8 unf nuts to 15lbs ft, then the 5 / 16 unf nuts to 13 14lbs f t. 6. Finally tighten the 3 / 8 unf nuts to 43 45lbs ft. Cosworth DFR 3500cc Engine Specification 11 Cosworth DFR 3500cc Engine Specification 12 Cosworth DFR 3500cc Engine Specification 13 TIGHTENING SEQUENCE FOR CYLINDER HEADS AND SUMP: Seal the lower crankcase to block mating faces with a thin film of wellseal appl ied to the block face. The cylinder head should be fitted dry. Ensure that the main cylinder head or lower crankcase 3 / 8 unf nuts are fully t orqued before tightening the 5 /16 unf side stud nuts. Tightening sequence, 3 / 8 unf nuts: 7 3 1 5 9 Front Rear 8 4 2 6 10 Then tighten the side nuts to 13 14lbs ft, starting from one end and work your w ay around the component in numerical sequence. DFR SERVICE ITEMS: The following is a list of items of which have a service life i.e. components that are replaced after a prescribed amount of running time. REBUILD ENGINE AFTER 500 MILES. COMPONENT MILES COMMENTS Pistons 500 Valve springs 500 Water transfer tube Retaining washers 500 Throttle rose joints 500 Throttle position sensor 500 1st & 2nd compound gear bearings 500 The condition of the piston rings and liners should be carefully checked. But do not use old cylinder liners with new rings or vice-versa. If the engine has been subjected to 12,000rpm or more then it must be removed fr om the chassis and given a full rebuild. The following is a list of components which must be replaced during the next reb uild, irrespective of its service life, if the indicated rpm has been reached or excee ded. Cosworth DFR 3500cc Engine Specification 14 COMPONENT RPM Inlet valves 11400 All valve springs 11400 Exhaust valves 11600

Valve spring retainers 12000 Big end bolts 12000 OTHER WORK IF THE ENGINE REACHES OR EXCEEDS 12000RPM Check con rods for twist and bends, limits .0025 over a 6 mandrel, do not attempt to straighten rods. Overhaul the second compound gear. DFR TORQUE SETTINGS: NOTE: Engine oil on threads and underhead unless otherwise stated. Main cap stud nuts 3 / 8 unf 43 45lb ft. Main cap stud nuts 5 / 16 unf 13 14lb ft. Big end bolts 41 42lb ft. * Main bearing stud nuts 3 / 8 unf 43 45lb ft. Sump side nuts 5 / 16 unf 13 14lb ft. Cylinder head stud nuts 3 / 8 unf 48 50lb ft. Cylinder head side stud nuts 5 / 16 unf 13 14lb ft. Cam cap stud nuts 5 / 16 unf 13 15lb ft. Cam gear socket caps 1 / 4 unf 16 18lb ft. Cam cover socket caps 10 32 32 35lb ins. Alternator drive quill 27 29lb ft. * Rotor arm carrier soc. Cap 12lb ins. Phase trigger bolt 35lb ft. Flywheel bolts 53 55lb ft. * Crankshaft trigger bolt 70lb ft. Clutch bolt nuts 13 15lb ft. Auxiliary pump pulleys 40lb ft. 2nd compound pulley 32lb ft. All unc soc. Caps 46 48lb ins. Cosworth DFR 3500cc Engine Specification 15 * NOTES: Big end bolts: use anti scuffing paste under head, engine oil on threads. Flywheel bolts: do not use Loctite. Alternator quill: use Loctite 602 on threads, torque up using a Cosworth adaptor . Screw bungs in cylinder head are fitted with silastic. SUMMARY OF AVAILABLE DRAWINGS: MECHANICAL INSTALLATION DRAWINGS: DR4570 Engine installation (low sump) DR5141 Engine installation (tall sump, sportscar) DR4571 Water system DR4572 Oil system DR4573 Exhaust system DR4574 Fuel system DR4575 Submerged fuel pump DR5287 Injector & trumpet assembly ELECTRICAL INSTALLATION DRAWINGS: DR4576 Engine loom DR4577 Chassis loom DR4578 Dashboard loom DR4579 E.C.U installation DR4580 Rectifier/regulator installation DR4581 Battery installation DR5175 Single coil ignition installation DFR ASSEMBLY DRAWINGS: DA1746 Crank gear fitting DA4951 Crankshaft assembly DA1575 Bevel gearbox assembly DZ3548 Alternator assembly DR4178 Submerged fuel pump assembly DR4954 Cross shaft / control rods

Cosworth DFR 3500cc Engine Specification 16 DR5095 Throttle assembly lh replaced by DR5211/DR5212 DR5096 Throttle assembly rh DR5117 LHS auxiliaries (tall sump) DR5118 RHS auxiliaries (tall sump) DR5178 LHS auxiliaries (low sump) DR5179 RHS auxiliaries (low sump) DR5211 Throttle assembly lh DR5212 Throttle assembly rh --------------------------------------------