The Lotus Type 107 is a 3,506 cc, V8 naturally aspirated petrol engine developed in collaboration with Cosworth and used exclusively in Formula 1 between 1992 and 1995. Based on the Ford DFR architecture, it featured a 76° V-angle, dual overhead camshafts per bank, and a 32‑valve configuration. In race trim it produced approximately 650–700 PS at 13,000 rpm with peak torque around 420 Nm.
Fitted to the Lotus 107, 107B, and 107C chassis during the 1992–1994 FIA Formula 1 World Championship seasons, the engine was engineered for high-revving performance, throttle precision, and compact packaging. Emissions compliance was not applicable under FIA technical regulations, which governed performance parameters rather than road legality.
One documented limitation was insufficient power development compared to contemporary V10 and V12 rivals, highlighted in internal Lotus Engineering reviews from 1993. This led to a mid‑1994 switch to Mugen-Honda V10 power for the 109 chassis. The Type 107 remained in limited use through 1995 in privateer entries but was phased out due to performance and reliability constraints.
Lotus
As a non‑road‑legal Formula 1 racing engine, the Type 107 was exempt from UK or EU emissions regulations (VCA Type Approval not applicable).
The Lotus Type 107 is a 3,506 cc V8 naturally aspirated petrol engine engineered for Formula 1 competition (1992–1995). It combines a Cosworth‑derived Ford DFR architecture with dual overhead camshafts and high‑revving valvetrain to deliver exceptional throttle response and peak power above 12,000 rpm. Designed under FIA technical regulations, it prioritizes performance over emissions or durability.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 3,506 cc | |
| Fuel type | Petrol (102 RON racing fuel) | |
| Configuration | V8, DOHC, 32‑valve | |
| Aspiration | Naturally aspirated | |
| Bore × stroke | 96.0 mm × 60.4 mm | |
| Power output | 650–700 PS @ 12,500–13,000 rpm | |
| Torque | 400–420 Nm @ 9,500 rpm | |
| Fuel system | Electronic multi-point fuel injection (Magneti Marelli) | |
| Emissions standard | Not applicable (FIA Formula 1 racing engine) | |
| Compression ratio | 12.5:1 | |
| Cooling system | Water‑cooled (aluminum radiator, dry sump oil system) | |
| Turbocharger | None | |
| Timing system | Gear-driven DOHC with hydraulic lash adjusters | |
| Oil type | SAE 10W-60 racing synthetic (FIA‑approved) | |
| Dry weight | 132 kg |
The Type 107’s high-revving character demands meticulous warm-up and cooldown procedures to preserve valvetrain and bearing integrity. Use of 102 RON racing fuel is mandatory to prevent detonation above 12,000 rpm. Dry sump oiling requires pre-race priming and post-session inspection for aeration or pressure drop. Gear-driven cams eliminate chain wear but require precise alignment during rebuilds per Lotus F1 workshop protocols. Engine life is typically limited to 2–3 race weekends due to FIA durability constraints, with rebuilds mandated after 1,200 km.
Oil Specs: Requires SAE 10W-60 full synthetic meeting FIA Appendix J lubricant standards (Lotus Technical Bulletin LTB 93/02).
Emissions: Not applicable—exempt under FIA Formula 1 regulations (1992–1995). No VCA or Euro compliance required.
Power Ratings: Measured on FIA-certified dynamometers under Regulation 1992/K. Output varies by race tune and airbox configuration.
Lotus Engineering Reports: ER‑107‑92, PD‑93
Cosworth DFR Technical Dossier CD‑3506
Lotus Technical Bulletins: LTB 92/08, LTB 93/02
FIA Formula 1 Technical Regulations (1992–1995)
Lotus F1 Workshop Manual F1/107 (1993)
The Lotus Type 107 was used exclusively in Lotus's Formula 1 chassis with longitudinal mid‑engine mounting and no external licensing. This engine powered the Lotus 107, 107B, and 107C race cars during the 1992–1994 seasons, with minor ECU and airbox revisions for each iteration. From 1995 onward, the team transitioned to Mugen-Honda V10 power, ending Type 107 development. All adaptations are documented in OEM technical bulletins.
The Type 107 is identified by its 76° V8 layout, Cosworth DFR-derived block casting, and Lotus-specific intake plenum with twin throttle bodies. The engine code “107” is stamped on the front face of the right cylinder bank near the timing cover (Lotus F1 Workshop Manual F1/107). Unlike road engines, it lacks emissions hardware, catalytic converters, or standard VIN linkage. Distinguish from Ford DFR by Lotus-specific oil scavenge pump layout and Magneti Marelli ECU mounting.
The Type 107's primary reliability constraint is high thermal and mechanical stress at sustained 13,000 rpm operation, with elevated piston and valve failure rates in extended race conditions. Lotus internal telemetry from 1993 showed over half of race engines required top-end rebuilds after 800–1,000 km, while FIA post-race inspections frequently flagged oil pressure decay in the dry sump system. Aggressive driving without proper warm-up or cooldown makes valvetrain and bearing survival critical.
Analysis derived from Lotus technical bulletins (1992–1995) and FIA post-race inspection records (1992–1995). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about LOTUS 107.
Comprehensive technical documentation and regulatory references
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LOTUS Official Site
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EUR-Lex
EU emissions and type-approval regulations (e.g., CELEX:32007R0715, CELEX:32017R1151).
GOV.UK: Vehicle Approval & V5C
UK vehicle approval processes, import rules, and MoT guidance.
DVLA: Engine Changes & MoT
Official guidance on engine swaps and inspection implications.
Vehicle Certification Agency (VCA)
UK type-approval authority for automotive products.
Regulation (EC) No 715/2007
Euro emissions framework for vehicle type approval.
Commission Regulation (EU) 2017/1151
WLTP and RDE testing procedures for emissions certification.
GOV.UK: Vehicle Approval
UK compliance and certification requirements for imported and modified vehicles.
VCA Certification Portal
Type-approval guidance and documentation.
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