Product Code Database
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.The Power and the Glory: A Century of Motor Racing by Ivan Rendall Published 1991 BBC Books
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.
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.
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. 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. 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:
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 pricesHilton, Christopher (2002) Ken Tyrrell – Portrait of a Motor Racing Giant p38 Haynes Publishing or about £90,000 in 2005 money EH.net How much is that worth today? ). The DFV effectively replaced the Coventry Climax as the standard F1 powerplant for the private (mostly British) teams.
Team Lotus, McLaren, Matra, Brabham, March, Surtees, Tyrrell Racing, Hesketh Racing, Lola Cars, Williams, Penske Racing, Wolf and Equipe 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 Scuderia 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 profileHughes, Mark (2004) The Unofficial Complete Encyclopedia of Formula 1, p. 55, Lorenz Books, 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 Turbocharger 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, Hockenheimring 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.Hughes, Mark (2004) The Unofficial Complete Encyclopedia of Formula 1, p. 62, Lorenz Books, 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 .
1976 saw a slightly faster pace for the Mirage and the DFV-powered De Cadenet Lola Cars, 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.
The DFW is 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 Raceway 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 Team Lotus after the Scottish people'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.
The engine did however have a second brief lease of life in sportscar racing, when the FIA announced plans to transition towards using 3.5 L F1-style engines in Group C in the early 1990s. In 1990 Spice Engineering adapted its existing Group C design to take a 3.5L DFZ instead of the previously used 3.3 L DFL engine. However the new engine caused significant problems due to vibration, which resulted in the breakage of components and a significant increase in running costs - Gordon Spice estimated that the DFZ-powered car was about four times more expensive to run than the DFL-engined one. 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.
The DFR enjoyed success in 1988 with Benetton. The team was the best performed non-turbo team of the season finishing third in the Constructors' Championship behind Ferrari (turbo) and the all-conquering McLaren-Honda. Thierry Boutsen recorded five podium finishes and Alessandro Nannini scored two podiums. The DFR was also the most powerful non-turbo of the season with a reported . This compared to the 590 of the DFZ and the new Judd V8 with a reported . This still lagged behind the Honda and Ferrari turbos which were producing over each.
The 3.5 L DFR engine was later used in the Allard J2X-C Group C sports car, in 1992.
Duckworth had been a guest of the Vels Parnelli team during the Pocono victory, as Parnelli Jones and Vel Miletich wanted to establish the team as the North American distributor for the turbocharged, Indycar-specification engine. However, shortly after the maiden race victory Cosworth poached two key engineers from the Parnelli team and set up facilities in Torrance, California, to develop and market the engine themselves. Henceforth it became known as the DFX. It went on to dominate American Indy car racing in much the same way the DFV had dominated Formula One. The engine won the Indianapolis 500 ten consecutive years from 1978 until 1987, as well as winning all USAC and Champ Car championships between 1977 and 1987 except for one. For a brief time in the early 1980s, some of the DFX engines were Rebadging as Ford Performance. The DFX powered 81 consecutive Indy car victories from 1981 to 1986, and 153 victories total. By the time it was replaced, the DFX was developing over .
Ford responded by commissioning Cosworth to redesign the DFX to include a number of DFR improvements. In 1989, they introduced an updated "short stroke" version of the Indy car engine which would be referred to as the " DFS" ("S" for short stroke)., and the Nikasil Aluminium liners, adopted on DFY in 1983.
The engine was fielded by two teams in its first season: Kraco Racing (Bobby Rahal) and Dick Simon Racing (Arie Luyendyk), and its development was an effort to regain dominance of the sport. At Indy, neither car qualified in the front two rows, but both started in the top ten. On race day, both drivers dropped out with engine failures. Rahal won one race in 1989 at the Meadowlands. However, the Kraco team merged with Galles Racing at season's end, dropped the program, and switched to Chevrolets.
In 1990, the factory development was continued by Scott Brayton and Dominic Dobson, but neither won any races. The engine was utilized by other CART teams in 1991–1992, and was retired after the introduction of the Ford Cosworth XB with only one victory, that being Rahal's in 1989.
In August 1982, a turbocharged version of this engine was tested briefly on the Brands Hatch Circuit mounted on a Ford C100.
The P86 had a bore of 85.6mm and a stroke of 64.8mm, giving a capacity of 746cc. A timing belt was used to drive the cams, rather than the gear train used on the DFV. The P86 shared the same combustion chamber, head designs, pistons and rods from the DFV.
Norton specified that the P86 must run through a single carburettor source, which led to a 360° firing interval, with both pistons rising and falling as a pair. As this led to increased vibration, a dual counterbalancing system was developed, in conjunction with a heavy flywheel. In an engine weighing 195lb, 75lb of that was a rotating mass inside, which was a lot of inertia to be driven.
The P86 had downdraught ports like the DFV, but used two Amal carburettors, rather than the fuel injection of the DFV. The carburettors and angle in relation hampered fuel delivery and power output.
Dyno testing showed that the P86 developed 90hp, down on the projected 100hp, while the massive amount of rotating weight inside the engine (counter balancers and flywheel) hindered throttle response. The overall weight of the engine meant that it was never going to be as light as equivalent engines from Japanese manufacturers. The belt driven timing system was inaccurate, while the belts themselves were fragile and prone to breaking.
The P86 was fitted in a Norton 'frameless' chassis that made its racing debut in 1975, but results were poor, due to the lack of power. When Norton Villiers Triumph was split up in 1976, an offshoot company called NVT Engineering disbanded the testing and racing departments, and the existing bikes and spare engines (30 in total) were sold off.
The P86 made a brief comeback 10 years later at the 1986 Battle of the Twins, held at the Daytona International Speedway. The Quantel entry featured one of the surviving P86 engines – reworked, fitted with fuel injection and bored out to 823cc. Ridden by Paul Lewis, the Quantel finished 2nd, and would win the event in 1988 ridden by Roger Marshall.
Formula One Drivers' Champions (12):
Formula One Constructors' Champions (10):
Le Mans 24 Hours winners (2):
Formula 3000 Champions (6):
DFX turbocharged 2.65-litre 90° V8
Indy 500 winners (10):
USAC Champions (3):
Champ Car Champions (9):
| + | ||||||||||||||||||
| Jim Clark | 1 | 6 | Ret | 1 | Ret | Ret | 3 | 1 | 1 | |||||||||
| Graham Hill | Ret | Ret | Ret | Ret | Ret | 4 | Ret | 2 | Ret | |||||||||
| Eppie Wietzes | DSQ | |||||||||||||||||
| Giancarlo Baghetti | Ret | |||||||||||||||||
| Moisés Solana | Ret | Ret | ||||||||||||||||
| Jim Clark | 1 | |||||||||||||||||
| Graham Hill | 2 | |||||||||||||||||
| Gold Leaf Team Lotus | Team Lotus 49 Team Lotus 49B | 1 | 1 | Ret | 9 | Ret | Ret | 2 | Ret | 4 | 2 | 1 | ||||||
| Jackie Oliver | Ret | 5 | NC | DNS | Ret | 11 | Ret | Ret | DNS | 3 | ||||||||
| Mario Andretti | DNS | Ret | ||||||||||||||||
| Bill Brack | Ret | |||||||||||||||||
| Moisés Solana | Ret | |||||||||||||||||
| Rob Walker Racing Team | Jo Siffert | Ret | Ret | 7 | Ret | 11 | 1 | Ret | Ret | Ret | 5 | 6 | ||||||
| McLaren | McLaren M7A | Denny Hulme | 2 | 5 | Ret | Ret | 5 | 4 | 7 | 1 | 1 | Ret | Ret !rowspan=3 style="background:#DFDFDF;" | 49 !rowspan=3 style="background:#DFDFDF;" | 2nd | |||
| Bruce McLaren | Ret | Ret | 1 | Ret | 8 | 7 | 13 | Ret | 2 | 6 | 2 | |||||||
| Anglo American Racers | Dan Gurney | Ret | 4 | Ret | ||||||||||||||
| Tyrrell Racing | Matra Sports MS9 | Jackie Stewart | Ret | !rowspan=4 style="background:#FFDF9F;" 45 !rowspan=4 style="background:#FFDF9F;" | 3rd | |||||||||||||
| Matra Sports MS10 | 4 | 1 | 3 | 6 | 1 | Ret | 6 | 1 | 7 | |||||||||
| Jean-Pierre Beltoise | 5 | |||||||||||||||||
| Johnny Servoz-Gavin | Ret | 2 | Ret | Ret | ||||||||||||||
| Jackie Stewart | 1 | 1 | Ret | 1 | 1 | 1 | 2 | 1 | Ret | Ret | 4 | |||||||
| Jean-Pierre Beltoise | 6 | 3 | Ret | 8 | 2 | 9 | 12 | 3 | 4 | Ret | 5 | |||||||
| Johnny Servoz-Gavin | 6 | NC | 8 | |||||||||||||||
| Brabham | Brabham BT26A | Jack Brabham | Ret | Ret | Ret | 6 | Ret | 2 | 4 | 3 !rowspan=4 style="background:#DFDFDF;" | 49 (51) !rowspan=4 style="background:#DFDFDF;" | 2nd | ||||||
| Jacky Ickx | Ret | 6 | Ret | 5 | 3 | 2 | 1 | 10 | 1 | Ret | 2 | |||||||
| Frank Williams Racing Cars | Piers Courage | Ret | 2 | Ret | Ret | 5 | Ret | 5 | Ret | 2 | 10 | |||||||
| Silvio Moser Racing Team | Brabham BT24 | Silvio Moser | Ret | Ret | 7 | Ret | Ret | 6 | 11 | |||||||||
| Gold Leaf Team Lotus | Team Lotus 49B Team Lotus 63 | Graham Hill | 2 | Ret | 1 | 7 | 6 | 7 | 4 | 9 | Ret | Ret | !rowspan=10 style="background:#FFDF9F;" 47 !rowspan=10 style="background:#FFDF9F;" | 3rd | ||||
| Jochen Rindt | Ret | Ret | Ret | Ret | 4 | Ret | 2 | 3 | 1 | Ret | ||||||||
| Mario Andretti | Ret | Ret | Ret | |||||||||||||||
| Richard Attwood | 4 | |||||||||||||||||
| John Miles | Ret | 10 | Ret | Ret | Ret | |||||||||||||
| Rob Walker Racing Team | Team Lotus 49B | Jo Siffert | 4 | Ret | 3 | 2 | 9 | 8 | 11 | 8 | Ret | Ret | Ret | |||||
| Team Gunston | Team Lotus 49 | John Love | Ret | |||||||||||||||
| Ecurie Bonnier | Team Lotus 63 | Jo Bonnier | Ret | |||||||||||||||
| Team Lotus 49B | Ret | |||||||||||||||||
| Pete Lovely | Pete Lovely | 7 | Ret | 9 | ||||||||||||||
| McLaren | McLaren M7A McLaren M7B McLaren M7C | Denny Hulme | 3 | 4 | 6 | 4 | 8 | Ret | Ret | 7 | Ret | Ret | 1 !rowspan=5 | 38 (40) !rowspan=5 | 4th | |||
| Bruce McLaren | 5 | 2 | 5 | Ret | 4 | 3 | 3 | 4 | 5 | DNS | DNS | |||||||
| McLaren M9A | Derek Bell | Ret | ||||||||||||||||
| Team Lawson | McLaren M7A | Basil van Rooyen | Ret | |||||||||||||||
| Antique Automobiles | McLaren M7B | Vic Elford | 10 | 5 | 6 | Ret | ||||||||||||
| Jochen Rindt | 13 | Ret | 1 | Ret | 1 | 1 | 1 | 1 | Ret | DNS | ||||||||
| John Miles | 5 | DNQ | DNQ | Ret | 7 | 8 | Ret | Ret | Ret | DNS | ||||||||
| Emerson Fittipaldi | 8 | 4 | 15 | DNS | 1 | Ret | ||||||||||||
| Reine Wisell | 3 | NC | ||||||||||||||||
| Team Lotus | Alex Soler-Roig | DNQ | ||||||||||||||||
| Team Lotus | DNS | DNQ | ||||||||||||||||
| Rob Walker Racing Team | Team Lotus 49C Team Lotus 72C | Graham Hill | 6 | 4 | ||||||||||||||
| Brooke Bond Oxo Racing – Rob Walker | 5 | Ret | NC | 10 | 6 | Ret | DNS | NC | Ret | Ret | ||||||||
| Team Gunston | Team Lotus 49 | John Love | 8 | |||||||||||||||
| Scuderia Scribante | Team Lotus 49C | Dave Charlton | 12 | |||||||||||||||
| Pete Lovely | Team Lotus 49B | Pete Lovely | DNQ | DNQ | NC | DNQ | ||||||||||||
| Tyrrell Racing | March 701 | Jackie Stewart | 3 | 1 | Ret | Ret | 2 | 9 | Ret | Ret | Ret | 2 | !rowspan=9 style="background:#FFDF9F;" 48 !rowspan=9 style="background:#FFDF9F;" | 3rd | ||||
| Johnny Servoz-Gavin | Ret | 5 | DNQ | |||||||||||||||
| François Cevert | Ret | 11 | 7 | 7 | Ret | 6 | 9 | Ret | Ret | |||||||||
| March Engineering | Chris Amon | Ret | Ret | Ret | 2 | Ret | 2 | 5 | Ret | 8 | 7 | 3 | 5 | 4 | ||||
| Jo Siffert | 10 | DNQ | 8 | 7 | Ret | Ret | Ret | 8 | 9 | Ret | Ret | 9 | Ret | |||||
| STP Corporation | Mario Andretti | Ret | 3 | Ret | Ret | Ret | ||||||||||||
| Antique Automobiles Racing Team | Ronnie Peterson | 7 | NC | |||||||||||||||
| Colin Crabbe Racing | 9 | Ret | 9 | Ret | Ret | NC | 11 | |||||||||||
| Hubert Hahne | Hubert Hahne | DNQ | ||||||||||||||||
| Brabham | Brabham BT33 | Jack Brabham | 1 | Ret | 2 | Ret | 11 | 3 | 2 | Ret | 13 | Ret | Ret | 10 | Ret !rowspan=5 | 35 !rowspan=5 | 4th | |
| Brabham | Rolf Stommelen | Ret | Ret | DNQ | 5 | DNQ | 7 | DNS | 5 | 3 | 5 | Ret | 12 | Ret | ||||
| Team Gunston | Brabham BT26A | Peter de Klerk | 11 | |||||||||||||||
| Tom Wheatcroft | Derek Bell | Ret | ||||||||||||||||
| Gus Hutchison | Gus Hutchison | Ret | ||||||||||||||||
| McLaren | McLaren M14A | Denny Hulme | 2 | Ret | 4 | 4 | 3 | 3 | Ret | 4 | Ret | 7 | 3 !rowspan=6 | 35 !rowspan=6 | 5th | |||
| Bruce McLaren | Ret | 2 | Ret | |||||||||||||||
| Peter Gethin | Ret | Ret | 10 | NC | 6 | 14 | Ret | |||||||||||
| Dan Gurney | Ret | 6 | Ret | |||||||||||||||
| Ecurie Bonnier | McLaren M7C | Jo Bonnier | DNQ | Ret | ||||||||||||||
| Team Surtees | John Surtees | Ret | Ret | Ret | 6 | |||||||||||||
| Surtees TS7 | Ret | 9 | Ret | Ret | 5 | Ret | 8 !rowspan=2 | 3 !rowspan=2 | 8th | |||||||||
| Derek Bell | 6 | |||||||||||||||||
| Frank Williams Racing Cars | De Tomaso 505/38 | Piers Courage | Ret | DNS | NC | Ret | Ret | !rowspan=3 0 !rowspan=3 | — | |||||||||
| Brian Redman | DNS | DNQ | ||||||||||||||||
| Tim Schenken | Ret | Ret | NC | Ret | ||||||||||||||
| Tyrrell Racing | Tyrrell Racing 001 | Jackie Stewart | Ret | Ret | Ret ! 0 ! — | |||||||||||||
| Silvio Moser Racing Team | Bellasi | Silvio Moser | DNQ | DNQ | DNQ | Ret | DNQ | ! 0 ! — | ||||||||||
| Jackie Stewart | 2 | 1 | 1 | 11 | 1 | 1 | 1 | Ret | Ret | 1 | 5 | |||||||
| François Cevert | Ret | 7 | Ret | Ret | 2 | 10 | 2 | Ret | 3 | 6 | 1 | |||||||
| Peter Revson | Ret | |||||||||||||||||
| STP March Racing Team | March 711 | Ronnie Peterson | 10 | Ret | 2 | 4 | 2 | 5 | 8 | 2 | 2 | 3 !rowspan=12 | 33 (34) !rowspan=12 | 4th | ||||
| Alex Soler-Roig | Ret | Ret | DNQ | Ret | Ret | |||||||||||||
| Nanni Galli | DNS | 11 | Ret | 16 | Ret | |||||||||||||
| Niki Lauda | Ret | |||||||||||||||||
| Mike Beuttler | NC | |||||||||||||||||
| Clarke-Mordaunt-Guthrie Racing | Ret | DSQ | NC | Ret | ||||||||||||||
| Frank Williams Racing Cars | March 701 March 711 | Henri Pescarolo | 11 | DNS | 8 | 13 | Ret | 4 | Ret | 6 | Ret | DNS | Ret | |||||
| Max Jean | NC | |||||||||||||||||
| Team Gunston | March 701 | John Love | Ret | |||||||||||||||
| Gene Mason Racing | March 711 | Skip Barber | DNQ | NC | Ret | NC | ||||||||||||
| Jo Siffert | March 701 | François Mazet | 13 | |||||||||||||||
| Shell Arnold Team | Jean-Pierre Jarier | NC | ||||||||||||||||
| Gold Leaf Team Lotus | Team Lotus 72C Team Lotus 72D | Emerson Fittipaldi | Ret | Ret | 5 | 3 | 3 | Ret | 2 | 7 | NC !rowspan=5 | 21 !rowspan=5 | 5th | |||||
| Reine Wisell | 4 | NC | Ret | DSQ | 6 | 8 | 4 | 5 | Ret | |||||||||
| Dave Charlton | Ret | |||||||||||||||||
| Villiger Cigar Team Herbert Müller | Team Lotus 72 | Herbert Müller | DNA | |||||||||||||||
| Pete Lovely | Team Lotus 69 | Pete Lovely | NC | NC | ||||||||||||||
| McLaren | McLaren M14A McLaren M19A | Denny Hulme | 6 | 5 | 4 | 12 | Ret | Ret | Ret | Ret | 4 | Ret !rowspan=7 | 10 !rowspan=7 | 6th | ||||
| Peter Gethin | Ret | 8 | Ret | NC | 9 | Ret | Ret | |||||||||||
| Jackie Oliver | Ret | 9 | 7 | |||||||||||||||
| Ecurie Bonnier | McLaren M7C | Jo Bonnier | Ret | DNQ | DNS | 10 | 16 | |||||||||||
| Helmut Marko | DNS | |||||||||||||||||
| Team Penske | McLaren M19A | Mark Donohue | 3 | DNS | ||||||||||||||
| David Hobbs | 10 | |||||||||||||||||
| Brooke Bond Oxo Team Surtees | Surtees TS7 Surtees TS9 | John Surtees | Ret | 11 | 7 | 5 | 8 | 6 | 7 | Ret | Ret | 11 | 17 !rowspan=8 | 8 !rowspan=8 | 8th | |||
| Auto Motor und Sport Team Surtees | Rolf Stommelen | 12 | Ret | 6 | DSQ | 11 | 5 | 10 | 7 | DNS | Ret | |||||||
| Team Surtees | Brian Redman | 7 | ||||||||||||||||
| Derek Bell | Ret | |||||||||||||||||
| Mike Hailwood | 4 | 15 | ||||||||||||||||
| Sam Posey | Ret | |||||||||||||||||
| Gijs van Lennep | DNS | |||||||||||||||||
| Stichting Autoraces Nederland | Surtees TS7 | 8 | ||||||||||||||||
| Brabham | Brabham BT33 Brabham BT34 | Graham Hill | 9 | Ret | Ret | 10 | Ret | Ret | 9 | 5 | Ret | Ret | 7 !rowspan=5 | 5 !rowspan=5 | 9th | |||
| Dave Charlton | Ret | |||||||||||||||||
| Tim Schenken | 9 | 10 | Ret | 12 | 12 | 6 | 3 | Ret | Ret | Ret | ||||||||
| Team Gunston | Brabham BT26A | Jackie Pretorius | Ret | |||||||||||||||
| Ecurie Evergreen | Brabham BT33 | Chris Craft | DNQ | Ret | ||||||||||||||
| Jolly Club | Bellasi | Silvio Moser | Ret | ! 0 ! — | ||||||||||||||
| Emerson Fittipaldi | Ret | 2 | 1 | 3 | 1 | 2 | 1 | Ret | 1 | 1 | Ret | 11 | ||||||
| David Walker | DSQ | 10 | 9 | 14 | 14 | 18 | Ret | Ret | Ret | Ret | ||||||||
| Reine Wisell | Ret | 10 | ||||||||||||||||
| Scribante Lucky Strike | Dave Charlton | Ret | DNQ | Ret | Ret | |||||||||||||
| Elf Aquitaine Tyrrell Racing | Tyrrell Racing 002 Tyrrell Racing 003 Tyrrell Racing 004 Tyrrell Racing 005 Tyrrell Racing 006 | Jackie Stewart | 1 | Ret | Ret | 4 | 1 | 2 | 11 | 7 | Ret | 1 | 1 !rowspan=3 style="background:#DFDFDF;" | 51 !rowspan=3 style="background:#DFDFDF;" | 2nd | |||
| François Cevert | Ret | 9 | Ret | NC | 2 | 4 | Ret | 10 | 9 | Ret | Ret | 2 | ||||||
| Patrick Depailler | NC | 7 | ||||||||||||||||
| McLaren | McLaren M19A McLaren M19C | Denny Hulme | 2 | 1 | Ret | 15 | 3 | 7 | 5 | Ret | 2 | 3 | 3 | 3 !rowspan=4 style="background:#FFDF9F;" | 47 (49) !rowspan=4 style="background:#FFDF9F;" | 3rd | ||
| Peter Revson | Ret | 3 | 5 | 7 | 3 | 3 | 4 | 2 | 18 | |||||||||
| Brian Redman | 5 | 9 | 5 | |||||||||||||||
| Jody Scheckter | 9 |
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