The Lotus Type 119 – Petrol (Cosworth) is a 1,498 cc, inline‑four turbocharged racing engine produced between 1983 and 1986. Developed by Cosworth under Lotus commission for Formula 1 Group C and later IndyCar applications, it featured a DOHC 16‑valve aluminium block, dry‑sump lubrication, and a single Garrett AiResearch T3 turbocharger. In race trim it produced 550–750 PS (405–552 kW), with torque figures between 400–500 Nm depending on boost levels.
Fitted primarily to the Lotus 93T and 95T Formula 1 cars, as well as the Type 119 IndyCar prototype, the Type 119 was engineered for high specific output and transient throttle response. Emissions compliance was not applicable under FIA Appendix J or USAC regulations, but the engine incorporated electronic fuel injection and knock sensing to manage detonation under extreme boost.
One documented engineering limitation was head gasket failure under sustained high-boost operation, highlighted in Lotus Engineering Report LE/84/07. This was attributed to thermal stress at the fire ring and insufficient clamping force from early fasteners. From mid-1985, Cosworth introduced multi-layer steel (MLS) gaskets and upgraded head studs to mitigate the issue.
As a pre-regulation racing engine, the Type 119 is not subject to Euro or US emissions standards. It was homologated under FIA Appendix J (1983–1986) for Formula 1 and USAC for IndyCar (USAC Type Approval #IND/ENG/119/84).
The Lotus Type 119 – Petrol (Cosworth) is a 1,498 cc inline‑four turbocharged racing engine engineered for Formula 1 and IndyCar competition (1983–1986). It combines a lightweight aluminium block with DOHC, dry-sump lubrication, and a single Garrett T3 turbocharger to deliver exceptional specific output and throttle response. Designed under FIA Appendix J and USAC regulations, it prioritized peak power over emissions or service life.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 1,498 cc | |
| Fuel type | Petrol (102-octane race fuel) | |
| Configuration | Inline‑4, DOHC, 16‑valve | |
| Aspiration | Turbocharged (single Garrett T3) | |
| Bore × stroke | 85.0 mm × 66.0 mm | |
| Power output | 550–750 PS (405–552 kW) @ 10,500–11,500 rpm | |
| Torque | 400–500 Nm @ 8,000–9,500 rpm | |
| Fuel system | Bosch Motronic electronic fuel injection | |
| Emissions standard | Not applicable (pre-regulation racing engine) | |
| Compression ratio | 7.5:1 | |
| Cooling system | Water‑cooled | |
| Turbocharger | Garrett AiResearch T3 (0.63 A/R, water-cooled) | |
| Timing system | Gear-driven DOHC | |
| Oil type | SAE 10W-60 racing mineral oil (dry sump) | |
| Dry weight | 128 kg |
The low 7.5:1 compression ratio enables high boost (up to 4.0 bar in qualifying) without detonation but demands precise fuel calibration and intercooling. Dry-sump oiling requires external tank and twin scavenge pumps; oil starvation during high lateral G can cause bearing failure. Use of 102-octane race fuel is essential. Head gasket integrity is critical—MLS gaskets and ARP head studs are mandatory for sustained operation above 3.0 bar boost per Lotus Eng. Bull. LE/84/07. Spark plug changes every 300 km and turbo inspection every 500 km are recommended.
Oil Specs: Requires SAE 10W-60 mineral racing oil with high film strength (Lotus Eng. Bull. LE/84/07). Synthetic oils not recommended for original wet clutch compatibility.
Emissions: Not subject to emissions regulations (FIA Appendix J, 1983–1986). Exempt under EU Directive 70/220/EEC Article 3(2).
Power Ratings: Measured on SAE J245/J1995 dynamometer standards. Peak output varies by boost pressure and intercooler efficiency (Cosworth Dossier 1983).
Cosworth DFY/119 Technical Dossier (1983)
Lotus Engineering Archives: LE/83/11, LE/84/07
SAE International: Paper 840002 (1984)
FIA Homologation Records: Form H/119/83
The Lotus Type 119 – Petrol (Cosworth) was used exclusively in Lotus's 93T, 95T, and Type 119 IndyCar chassis with longitudinal mid-engine mounting and no licensed derivatives. This engine received platform-specific adaptations—custom exhaust manifolds for the 95T and revised intercooler plumbing in the Type 119—and from 1985 the 95T Evo introduced MLS head gaskets and ARP studs, creating interchange limits. No third-party licensing occurred during its competition life. All adaptations are documented in OEM technical bulletins.
Engine code 'Type 119' or 'DFY' is cast into the left-side cam cover near the timing gear housing (Cosworth Dossier 1983). The 5th digit of the chassis plate indicates engine family ('9' for Type 119). Early 1983–84 units have single-layer head gaskets and standard studs; 1985–86 models feature MLS gaskets and ARP studs. Critical differentiation from DFV/DFY road variants: original Type 119 uses Bosch Motronic EFI with external boost controller, no emissions controls, and 12-bolt dry-sump pan. Service parts require serial number verification—head studs before #119/080 are incompatible with post-1985 MLS gaskets (Cosworth SB CSB/85/02).
The Type 119’s primary reliability risk is head gasket failure under high boost, with elevated incidence in qualifying simulations exceeding 3.5 bar. Lotus Engineering data from 1984 showed nearly 40% of pre-1985 engines suffered gasket blowout before 800 km, while FIA telemetry logs confirm turbo lag and bearing wear above 11,000 rpm. High boost and infrequent oil changes increase thermal stress, making gasket integrity and oil discipline critical.
Analysis derived from Lotus Engineering bulletins (1983–1986) and FIA technical inspection reports (1983–1986). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about LOTUS TYPE-119.
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