Coventry Climax

Coventry Climax was a British forklift truck, fire

Coventry Climax
pump, racing, and other speciality engine
manufacturer.

History Limited company

Company
type
Pre WWI Industry Speciality machinery and engine
manufacture
The company was started in 1903 as Lee Stroyer,
Predecessor Johnson & Smith Ltd.
but two years later, following the departure of
Stroyer, it was relocated to Paynes Lane, Coventry, Founded 1903
and renamed as Coventry-Simplex by H. Pelham Defunct 1986 (Coventry Climax Holdings
Lee,[1] a former Daimler employee, who saw a Ltd)
need for competition in the nascent piston engine Fate Purchased by Jaguar Cars,
market. businesses merged by British
Leyland or divested
An early user was GWK, who produced over Successor Kalmar Climax (forklift business)
1,000 light cars with Coventry-Simplex two-
Headquarters Coventry
cylinder engines between 1911 and 1915. Just
before the First World War, a Coventry-Simplex Key people Lee Stroyer,
engine was used by Lionel Martin to power the Henry Pelham Lee,
first Aston Martin car.[2] Ernest Shackleton Leonard Pelham Lee
selected Coventry-Simplex to power the tractors Walter Hassan,
that were to be used in his Imperial Trans-Antarctic Harry Mundy,
Expedition of 1914. Peter Windsor Smith

Hundreds of Coventry-Simplex engines were manufactured during

Coventry Climax as a
the First World War to be used in generating sets for searchlights.
Formula One engine
manufacturer
Post WWI Formula One World
In 1919, Pelham Lee acquired an existing company, Johnson & Championship career
Smith Ltd, and changed its name to Coventry Climax Engines Ltd First entry 1957 Monaco
with premises at East Street, Coventry. [Board of Trade Certificate, Grand Prix
Herbert Collection, Coventry] (Coventry Simplex continued under Last entry 1969 Canadian
separate management). Grand Prix
Races entered 97 (96 starts)
Throughout the 1920s and 1930s, the company supplied engines to
many companies manufacturing light cars such as Abbey, AJS, Chassis Cooper, Lotus,
Albatross, Ashton-Evans, Bayliss-Thomas, Clyno, Crossley, Fry, BRM, JBW,
Crouch, GWK, Marendaz, Morgan, Triumph, Swift, Standard, and Ferguson, Gilby,
Waverley Cars of London. In the early 1930s, the company also Emeryson, Lola,
supplied engines for buses, and in 1935 supplied the 'L' engine to Brabham,
David Brown tractors for the 550 Model A, being a collaborative Scirocco, LDS,
venture with Ferguson.[3] In the 1920s, the company moved to Eagle, Shannon
Friars Road, Coventry, and in the late 1930s, they also acquired the Constructors' 4 (1959, 1960,
former Riley premises on Widdrington Road, Coventry. Championships 1963, 1965)

With the closure of Swift in 1931, the company was left with a Drivers' 4 (1959, 1960,

stock of engines that were converted to drive electric generators, a Championships 1963, 1965)

field in which they had experience from building WW1 searchlight Race victories 40
generators. They also started to make engine driven pumps, and Podiums 104
mounted on a trailer as a mobile fire fighting appliance this was to Points 684
be a great success. The economic problems of the 1930s hit the
Pole positions 44
business hard, and Leonard Pelham Lee, who had taken over from
his father, created a separate division of the company for the fire Fastest laps 44
pumps. While the motor car engine business suffered during the
recession, the mobile fire pump division of Coventry Climax became a
great success, particularly during the late 1930s and this continued during
the war.

Another diversification was into commercial vehicle engines. This started in

1929 with the launch of a large (5.8 litre) six-cylinder side-valve petrol
engine intended for buses and trucks,[4] and was followed in 1931 by a six-
cylindered 6.8 litre petrol engine of inlet over exhaust (IOE) design,[5] and
a 4-cylinder engine in 1932. In 1934 Commercial Motor referred to the
'popular Coventry Climax engines' as the six-cylindered L6 and the four-
cylindered B4 – the latter being of 'especially modern design with wet
liners'.[6] Examples of vehicles using the engines include the 1932 Karrier Coventry Climax Godiva fire
pump in a Green Goddess
Bantam refuse truck, and the 1935 Gilford Motors CF176 coach.

Going into the war, Coventry Climax used their marine diesel experience to
further develop and build the Armstrong Whitworth supercharged H30 multifuel engine for military use.
This has been fitted as an auxiliary engine in the British Chieftain and Challenger battle tanks and Rapier
anti-aircraft missile systems.

Post WWII
In the late 1940s, the company shifted away from automobile engines and into other markets, including
marine diesels, and forklift trucks – plus continuing to make their very successful fire pumps. In 1946, the
ET199 forklift was announced, which the company claimed was the first British-produced forklift truck.
The ET199 was designed to carry a 4,000 lb (1,800 kg) load with a 24-inch (610 mm) load centre, and with
a 9 ft (2.7 m) lift height.[7]

In 1950, Harry Mundy joined Coventry Climax, and a new lightweight all-aluminium overhead camshaft
engine was developed in response to the government's ambitious requisition outline asking for a portable
fire pump that was capable of pumping double the amount of water specified in the previous outline, with
half the weight.
This was designated the FW for "Feather Weight". The engine was
displayed at the Motor Show in London and attracted attention from
the motor racing fraternity for its very high "horsepower per pound
of weight". With strong persuasions at the show, including those by
Cyril Kieft (who had Stirling Moss as an F3 driver) and a young
Colin Chapman, Lee concluded that success in competition could
lead to more customers for the company, and so the team designed
the FWA, a Feather Weight engine for Automobiles.

The first Coventry Climax racing engine appeared at the 1954 24

Hours of Le Mans in the front of one of two Kieft 1100 sports
racers, but both cars (one with an MG engine) failed to finish the Coventry Climax ET 199 (1949
race due to problems unrelated to the engines. The FWA became model)
popular in sportscar racing and was followed by the Mark II and
then by the FWB, which had a capacity of nearly 1.5-litres. The
new Formula Two regulations suited the 1.5-litre engine, and it
quickly became the engine to have in F2 racing. By 1957, the first
Climax engines began to appear in Formula One in the back of
Cooper chassis.

Initially, these were FWBs, but the FPF engine followed. Stirling Kieft 1100 at 1954 24 Hours of Le
Mans
Moss scored the company's first Formula One victory in Argentina
in 1958, using a 2-litre version of the engine. In general terms,
however, the engines were not powerful enough to compete with the 2.5-litre machinery, and it was not
until the 2.5-litre version of the FPF arrived in 1959 that Jack Brabham was able to win the world
championship in a Cooper-Climax. At the same time, the company produced the FWE engine for Lotus
Elite, and this enjoyed considerable success in sports car racing, with a series of class wins at the Le Mans
events in the early 1960s.

In 1961, there was a new 1.5-litre formula, and the FPF engine was given a new lease on life, although the
company began work on a V8 engine, designated the FWMV, and this became competitive in 1962
predominantly in Lotus, Cooper, Brabham, and Lola chassis, with Jim Clark's Lotus outstandingly the most
successful. There were a total of 22 Grand Prix victories before 1966 with crossplane, flat-plane, two- and
four-valve versions of the FWMV. When the new, 3-litre, formula was introduced, Coventry Climax
decided not to build engines for the new formula and withdrew from racing after the unsuccessful FWMW
project, with the exception of the new 2-Litre version of the FWMV.

Also, in the early 1960s, Coventry Climax was approached by Rootes to mass-produce FWMAs for use in
a compact family car project called Apex with an all-aluminium alloy overhead cam engine combined with
a full-synchromesh aluminium transaxle. This combination was considered very radical at the time,
especially the synchromesh on all forward gears, which had been declared 'impossible' by Alec Issigonis of
BMC Mini fame. The adoption to mass-production was successful, and the project came out to the market
as the 875cc Hillman Imp totaling over 400,000 units made by 1976, including the later 998cc version.

Final years
At Earls Court in 1962, Coventry Climax chairman, Leonard Pelham Lee announced the withdrawal from
building Formula 1 engines, stating that the company was losing money and not gaining enough publicity
from their involvement.[8] Nonetheless, Coventry Climax remained in Formula One until they were unable
to come up with a new engine for the three-litre formula. The company was purchased by Jaguar Cars in
1963, which itself merged with the British Motor Corporation (BMC) in 1966 to form British Motor
Holdings (BMH).

In May 1964, the Royal Automobile Club presented the Dewar Trophy, which is given at the
recommendation of RAC's Technical and Engineering Committee for the most outstanding British
achievement in the automotive field, to Leonard Pelham Lee. The citation reads: "Awarded to Coventry
Climax Engines Ltd. for the design, development, and production of engines which have brought British
cars to the forefront in the field of Grand Prix racing." The history of this trophy dates back to 1906. The
last time the Dewar Trophy was awarded before 1964, the recipient was Alec Issigonis for British Motor
Corporation (BMC) in 1959 on the design and production of the ADO15 Mini.

BMH merged with the Leyland Motor Corporation in 1968 to form the British Leyland Motor Corporation,
which was then nationalised in 1975 as British Leyland (BL). Coventry Climax became part of the British
Leyland Special Products Division, alongside Alvis, Aveling-Barford, and others. At the end of 1978, BL
brought together Coventry Climax Limited, Leyland Vehicles Limited (trucks, buses, and tractors), Alvis
Limited (military vehicles), and Self-Changing Gears Limited (heavy-duty transmissions) into a new group
called BL Commercial Vehicles (BLCV) under managing director David Abell.

In the early 1970s, the fire pump business was sold back into private ownership, and the Godiva Fire
Pumps company was formed in Warwick. In 1977 Coventry Climax acquired the Warrington forklift truck
business of Rubery Owen Conveyancer, renaming it Climax Conveyancer.

In 1982 BL sold off the Coventry Climax forklift truck business back into private ownership to Coventry
Climax Holdings Limited. Sir Emmanuel Kaye, also chairman and a major shareholder of Lansing Bagnall
at the time, formed the company, independent of his other interests for the purpose of acquiring Coventry
Climax.

In 1986 Coventry Climax went into receivership and was acquired by Cronin Tubular. In 1990, a further
change of ownership came with the engine business being sold to Horstman Defence Systems of Bath,
Somerset, thus breaking the link with Coventry. Kalmar Industries acquired the forklift truck interests of
Coventry Climax in 1985. The company traded as "Kalmar Climax" for a few years but is now trading as
Kalmar Industries Ltd.[9] The 'Coventry Climax logo trademark is the property of Canadian Peter Schömer,
based in Chichester.[10]

Engines

Design
Within the complicated corporate lineage, the reputation of Coventry Climax as a top-rate engine designer-
builder is largely credited to Walter Hassan and Harry Mundy, who designed and developed the FW
together. The following design aspects are credited to these two people, except the last two items, in which
Peter Windsor Smith played a considerable role in place of Mundy, who left the firm in 1955 and returned
in 1963.
 Designed as a fire engine component, one unique requirement the Feather Weight fulfilled
was the ability to be run at nearly full-throttle without a proper warm-up. This required careful
attention to lubrication and thermal expansion rates on its parts, which translated into
legendary durability in rough racing environments at the price of high oil consumption.
Another technical significance of the FW series, which was carried over to the FWM, is an
interpretation of Harry Ricardo's intake turbulence theory,[11] whereby intake and exhaust
valves are tilted to the same side of the engine where the intake and exhaust ports are
located. In the SOHC reverse-flow cylinder head design, where valves are actuated directly
under the camshaft, and where the intake and exhaust ports are located fore and aft of the
cylinder bore centre, this arrangement allows intake and exhaust flows to encourage a swirl
in the same rotational direction in the combustion chamber going into and coming out of the
cylinder.
Later crossflow DOHC FPF designs incorporated the same concept in a completely different
arrangement, where the tracts in the intake manifold are connected to the intake ports in a
staggered manner, in a somewhat corkscrew fashion, to create the turbulence by the intake
flow.
The FWMV had an unusually small exhaust valve size to intake valve size ratio for an
increased intake flow speed for the same reason. At one time, the FWMV's exhaust valve
size (1.37") exceeded the inlet valve size (1.35") on the most successful Mk.4 version.
Separately, the FWMV Mk.III and Mk.4 became famous for proving that flatplane crankshaft
design is more advantageous for a racing V8 than a crossplane, in spite of the engineering
theories at the time suggesting otherwise. Flatplane crankshafts became the norm in V8
racing engine designs from the 1970s on.

F Type
At the Olympia Motor Show (in 1923) Coventry Climax listed four F-type 4-cylinder water cooled
engines.[12] All had 100 mm stroke, and the bores were 59, 63, 66 and 69 mm. The GWK car had featured
in Coventry Climax adverts from late 1920 with a Coventry Climax 10.8 hp 4-cylinder engine, the same
horsepower rating as the 66 mm bore F type.[13] The engines were available either separate or in unit
construction with a three speed gearbox.[14]

ET 2
Also displayed at the 1923 Olympia Motor Show was a twin cylinder 2-stroke engine. The bore was
80 mm and the stroke 85 mm.[12][14]

CX
The main engine of interest at the 1923 show was the new 6-cylinder CX engine. This had 61 mm bore and
100 mm stroke, and was rated at 13.8 hp.[14] The same six-cylinder engine appeared in the Waverley car at
the 1925 Olympia motor show. The engine size had increased to 1990cc (16 hp rating), with overhead
valves and Lanchester style vibration damper, it was coupled to a 4-speed Meadows gearbox.[15]

OC
At first, the OC was made with a capacity of 1122 cc as a straight-
four using a bore of 63 mm and stroke of 90 mm with overhead
inlet and side exhaust valves, producing 34 bhp (25 kW). It was
introduced in the early 1930s and also built under licence by
Triumph.

MC
The OC engine had morphed into the MC engine by 1933. It
Type OC engine in a Crossley 10 hp
looked virtually identical, but there were internal differences. It was
still 1122 cc, I.O.E., and four cylinders inline, but for example, the
camshaft was different, as were the cam followers. The timing marks on the flywheel are now observed
from the top of the engine rather than the underside (OC engine). Carburation was variable, from the side
draught Solex, via the down draught SU, to the progressive choke down draught and larger side draught
SU system on Triumph engines. Water-cooled by thermosyphon with no water pump or fan.

JM
A six-cylinder version of the MC engine, the JM, was made with a capacity of 1476 cc developing 42 bhp
(31 kW). The JMC version had its capacity increased to 1640 cc by increasing the bore to 63 mm and
produced 48 bhp (36 kW). It was different from the 4 cylinder engine in that it had both a water pump and
an oil filter, whereas the 4 cylinder engine relied on thermosyphon alone and no oil filter.

FW
The FW 38 hp 1020 cc straight-four SOHC was designed by
Hassan and Mundy as the motive unit for a portable service fire
pump which was supplied to the government under three contracts
totaling over 150,000 units. This engine was revolutionary in its
lightness, with a bare weight of 180 pounds, combined with the
maintenance-free valve adjustment using shims under an overhead
camshaft.

In 1953 it was adapted for automotive racing as the 1098 cc FWA 1098cc FWA installed in a Lotus 17
retaining the cast crank three main bearing construction of the FW
but with a distributor ignition in place of a magneto, a different
camshaft, and a higher, 9.8:1 compression ratio. With a bore of
2.85 inches and a stroke of 2.625 inches, it produced 71 hp
(53 kW) and was first used at Le Mans in 1954 by Kieft Cars. After
the FWA was introduced, the FW was renamed to FWP (Pump).

The larger bore (3 inches) and longer stroke (3.15 inches) 1460 cc
FWB engine followed; it retained the FWA head but had a forged
steel crank and produced a nominal 108 bhp (81 kW). The most
significant of the series was the FWE which used the FWB bore
Lotus Elite for which the FWE (E for
size and the FWA stroke for a displacement of 1216 cc. In exchange Elite) was developed
for a 1,000 unit purchase agreement signed by Chapman, it was
specifically designed with forged steel crank for the Lotus Elite but became a favourite with a number of
sports car racing firms for its racing durability and high power-to-weight ratio.

FWE Stage I – 10:1 compression ratio, single 1-1/2" SU H4 carburetor on cast iron intake
and exhaust manifold, 75 bhp at 6100rpm
FWE Stage II – Dual 1-1/2" SU H4 carburetors on alloy manifold, standard on Series 2 Elite,
80 bhp at 6100rpm
FWE Stage III (Super 95) – 10.5:1 compression ratio, dual twin-choke Weber 40DCOE,
95 bhp at 7000rpm
FWE Super 100 – Five-bearing high lift camshaft, steel timing gear, ported head, 100 bhp
FWE Super 105 – 11:1 compression ratio, racing exhaust manifold, 105 bhp
Other FW variants included a short-stroke (1.78 inches) steel crank version of the FWA named the 744 cc
FWC, as used by Dan Gurney early in his career in US club racing. The objective of this engine was for
Lotus to campaign for the 750 cc Le Mans Index of Performance prize in 1957, three engines were made
for this purpose, and they won the prize. Lotus also campaigned the FWC at Le Mans in 1958.

The FWE powered Lotus Elites won their class six times and the Index of Thermal Efficiency once during
the 24 Hours of Le Mans. The FW series engines in modified forms also powered Lotus Eleven cars which
took three class wins at Le Mans and one Index of Performance win.

In 1966–67, Fisher-Pierce of America imported an 85 hp version of the FWB with twin-carburetors to be

mounted vertically in their outboard marine unit. This boat engine came out to the market as Bearcat 85.

FPE (the 'Godiva')

Commission Sportive Internationale announced in 1952 that 2.5L naturally aspirated engines would be a
part of Formula One regulation starting 1954. Walter Hassan and especially Harry Mundy having their roots
deeply in the racing field, started discussions and preliminary designs of a 2.5L 8 Cylinder GP engine in
1952 without a formal directive from the father and son Pelham Lees. Because this project was a pure
racing engine from the beginning, which was in stark contrast to the corporate product history up to FWA,
the engine was named FPE for Fire Pump Engine (Eight according to another lore) by the playful minds of
Hassan and Mundy.

After the corporate blessing was given to the project with the name 'Godiva', this DOHC, 90-degree, steel
crossplane crank V8 engine was built in 1954 for an F1 Kieft with the intention to use the fuel injection
system made by Skinners Union (SU).

However, this fuel injection system, is designed for aeroplane engines, was found not to have the means to
enrich the mixture for acceleration, which is not suitable for automobile use. FPE initially showed 240 bhp
using Weber carburettors, but the press at the time reported the rumoured fuel-injected Mercedes 2.5L GP
engine is quoted as producing more than 300 bhp, and a corporate decision was made not to release FPE to
Kieft in light of the lack of proper fuel injection, leaving the Kieft F1 project, as well as other prospective
users, HWM and Connaught, high and dry.[16]

There were reports to the effect that the engine was not run because of fears about the rumoured power of
other 2.5L GP engines, but shortly after, John Cooper brought a race-winning, works Maserati F1 engine he
had on loan into Coventry Climax, where it produced 225 bhp running on the same dynamometer upon
 which the FPE had made 264 bhp after some development.[17]

Ultimately, development on the engine was abandoned in favour of

2.5L FPE Godiva with Weber
Carburetors finally installed in the
original 1954 Kieft chassis after
being separated for 48 years.
focusing on the FPF engine, which was already proven competitive
in 1.5L form with side-draft Weber carburetors in the F2 races, and
the entire stock of parts was sold to Andrew Getley in the mid-
1960s. When the Formula One regulation changed to 3 Litres for
1966, Mr. Getley permitted Paul Emery to rebuild one FPE to
3 Litre format and fit it into a one-off Shannon steel monocoque
chassis to make the Shannon F1 car named SH1 driven by Trevor
Taylor at 1966 British Grand Prix. Bored out to 3 Litres and
Tecalemit Jackson fuel injection installed, this Emery-built FPE
produced 312 bhp on the dynamometer at Chrysler's Kew
facility.[18]

Remnants of other FPE parts were much later found by the then-owner of 1954 Kieft F1 chassis, Gordon
and Martyn Chapman, in an air-raid cellar in the abandoned building which used to belong to Bill Lacey (of
Power Engines Ltd., a Coventry Climax specialist) near the main entrance of Silverstone Circuit, including
3 blocks, 2 cranks, 16 cylinder heads, 20-some cam covers (carriers?), two card boxes full of timing gears
and camshafts, which all belonged to "Doc Murfield" who had purchased the parts from Andrew Getley in
1968-69 and had entrusted them to Bill Lacey.[19]

These parts were assembled into two engines under the ownership of Gordon Chapman and then under Bill
Morris, who bought the engine parts and the Kieft chassis after Gordon Chapman's death. One engine was
sold by Chapman to the then-owner of Shannon SH1, and this FPE is said to be in Austria together with
Shannon SH1.[18] Another using two of the later type twin spark plug heads in the stock, was run in the
original 1954 Kieft-Climax V8 Grand Prix chassis with downdraft Weber 40IDF carburetors when they
were finally mated, and the construction finished on 21 September 2002 at VSCC Silverstone Meeting, and
this car was campaigned in VSCC events for the next 10 years.

Four sets of period-correct Weber 40DCNL carburetors were installed on the FPE during the 10 years, and
the car, one spare chassis, and the FPE parts were sold in a lot at Bonhams Chichester auction on 15
September 2012 for £185,000.

FPF
The FPF was a double
overhead cam all-
aluminium four-cylinder
that was essentially half of
the above FPE V8 engine,
which was designed as a
pure racing engine from the
outset. Designed in 1955 1961 Cooper T54, the first rear-
2.5L FPF in Lotus 18 and becoming available in engine Indy car, with 2.75L FPF
1956,[20] it had gear-driven
camshafts, steel alloy cylinder sleeves, and individual oil scavenge as well as pressure feed pumps for a dry
sump system. Carburetion was by two twin-choke Weber DCO side-draft carburettors.

It started life as a 1,475 cc Formula Two engine by enlarging the 2.95 in bore of the FPE to 3.2 in with the
slightly increased 2.8 in (71 mm) stroke,[21] and was gradually enlarged for use in Formula One.

A 1,964 cc (3.4" x 3.3") version took Stirling Moss and Maurice Trintignant to Cooper's first two Grand
Prix victories against 2.5 L opposition in 1958. After the interim 2,207 cc (3.5" x 3.5") version, a larger
block was cast to result in 2,467 cc (3.7" x 3.5") in 1958, and then to a full-sized 2,497 cc (3.7" x
90 mm[a]) in 1960.[b] Jack Brabham won the World Championship of Drivers in both 1959 and 1960
driving FPF powered Coopers.

The FPF with a larger block (to accommodate larger bores) was then adapted to the new 1.5-litre Formula
One of 1961 as 1,499.8 cc (82 mm x 71 mm) FPF Mk.II and won three World Championship Grand Prix
races in that year. In addition, capacity was increased to 2,751 cc (96 mm x 95 mm) for the Indianapolis
500[22] and this larger variant was also utilised for sports car racing,[22] the Intercontinental Formula[23] and
Formula Libre racing. It also served as a stopgap in the new 3.0 L Formula One regulation, which went into
effect in 1966. The old 2,497 cc FPF gained a new lease of life in 1964 with the introduction of the Tasman
Formula and the Australian National Formula, both of which had a maximum engine capacity of 2.5 litres.

FPF versions

Model Size Power Notes

1956 FPF 1475 cc 4 cyl 3.20" × 2.80" 141 bhp (105 kW) at 7300 rpm for F2

1957 FPF 1964 cc 4 cyl 3.40" × 3.30" 175 bhp (130 kW) at 6500rpm for F1

1958 FPF 2207 cc 4 cyl 3.50" × 3.50" Smaller block

1958 FPF 2467 cc 4 cyl 3.70" × 3.50" 220 bhp (160 kW) at 6500rpm Larger block for F1

2497 cc 4 cyl 3.70" × 239 bhp (180 kW) at

1960 FPF for F1
90 mm[a]} 6750rpm.[b][24]
2751 cc 4 cyl 96 mm × Indianapolis and Formula
1961 FPF
95 mm Libre

1961 FPF 1499.8 cc 4 cyl 82 mm ×

151 bhp (113 kW) at 7500rpm for F1
Mk.II 71 mm

FWM
The FW was designed in response to the British Government's Ministry of Defence (MoD) requisition
outline issued in 1950, specifying a water pump and petrol engine combination to deliver 350 gallons of
water per minute at 100 psi, with 35 to 40 bhp at the weight of 350 pounds or less. The successful bid by a
portable pump driven by the 38 bhp FW mounted in a steel pipe frame resulted in a 5000 unit supply
contract in 1952.

By 1956, 1460 cc FWB was adapted back to a higher output fire pump engine as FWBP with good results,
and led to the realisation that the newer 35 hp general purpose engine specification by the government
(including for Search Lights and Generator Sets) could be met with a smaller displacement engine. This
resulted in the development of SOHC 654 cc (2.35" bore x 2.25" stroke) FWM in 1957, which basically
was a smaller and lighter version of FWP with many detailed differences that reflect the improvements and
cost-cutting as well as weight-saving measures found in the development of FWA, FWB, and FWE. The
differences include:

Deletion of the intermediary shaft (Jackshaft) making the cam drive a single stage chain as
opposed to FW series' two stage gear/chain set up. This made the camshaft turn in the same
direction as the crank.
Conrod big end part line was made horizontal, as opposed to the previous diagonal.
The number of cylinder head studs was reduced from 18 to 10.[25]

Evolution
FWM was then developed into an automotive engine as FWMA of 742 cc with larger 2.45" bore and 2.4"
stroke in 1959. Several versions of FWMD diesel utility engines, including a marine version, followed, and
then a chain-driven DOHC 2 valves per cylinder crossflow cylinder head was developed and became the
FWMC, succeeding FWC as the all-out racing engine for the 750cc class. FWMC became known for the
unusually loud and high-pitched exhaust note when installed in a specially made super-light version of
Lotus Elite run by UDT Laystall at 1961 Le Mans 24 Hours. It was this 4 cylinder DOHC FWMC that was
used as the basis to develop the successful FWMV V8.

However, coinciding with the promotion of Peter Windsor Smith as the Chief Engineer (reporting to Walter
Hassan) in 1960, Coventry Climax reverted (as in OC and JM engines) to using the metric system for
specifying piston and crankshaft sizes, so FWMV cylinder dimensions were 63 mm (2.4803 in) bore and
60 mm (2.3622 in) stroke, ending up having almost no parts interchangeability to FWMC despite having an
extremely similar design.[26] To streamline production, the 63 mm × 60 mm sizes were later applied back to
the 4 cylinder engine to form the 748 cc FWMB with the same cylinder head as the FWMA.

FWMV
The 1.5-litre FWMV V8, developed from FWMC using a
crossplane crankshaft, was designed in 1960 and ran for the first
time in May 1961. It produced 174 bhp (130 kW) from 11.5:1
compression ratio and made its debut on Cooper T58 at 1961
German GP in August. Initial developments resulted in 181 bhp
(135 kW) at 8500rpm soon after, but Jack Brabham at Cooper and
Stirling Moss at Rob Walker Racing Team suffered over-heating
problems while enjoying a great amount of power for the rest of the
season. FWMV Mk.III on Lotus 24

The problem was diagnosed to originate in the thermal expansion

rate of the cylinder sleeve causing the Cooper Ring in between the block and the head to leak. With this
problem solved in the Mk.II 186 bhp version, having a larger 1.35" intake valves (1.30" previously),
FWMV started to score GP victories, ending the 1962 season with 3 wins for Lotus, 1 win for Cooper, 5
second places and 4 third places, in addition to 7 pole positions and 6 fastest laps.

For 1963, Coventry Climax was able to convince Lucas to supply the cogged belt-driven fuel injection
system originally developed for BRM with then-unique sliding throttle plates with four round intake bores
cut out. With the larger bore (from 63 mm to 68 mm) and shorter stroke (60 mm to 51.5 mm) compared to
Mk.II, notable changes include the increase in conrod length (from
4.2" to 5.1" centre to centre, with a shorter piston crown height)
and the switch from crossplane to flat-plane crankshaft, which
surprisingly did not increase vibration in the higher RPM range
because the longer conrod length counteracted the increase in
secondary vibration inherent in flatplane design.

The flat-plane crank was adopted partly due to Rob Walker's

proposed successor to the 4WD Ferguson P99 Formula 1 having a
FWMV Mk.4 on Cooper T66
front engine layout, which could not accommodate exhaust pipes
that merge with pipes from exhaust ports on the opposing banks on
crossplane arrangement, but this project did not materialise. Later, such an elaborate crossplane exhaust
system became known as "bundle of snakes" on the Ford GT40, but was a feature of FWMV Mk.I and
Mk.II.

This Mk.III developed 195 bhp (145 kW) at 9500rpm, propelling Jim Clark, Lotus 25 and Team Lotus to 7
wins, 7 pole positions, 6 fastest laps, and the World Championship title.

Mk.4 was developed for 1964 with yet larger bore (72.4 mm) and shorter stroke (45.5 mm) with a larger
exhaust valve (from 1.237" to 1.37") and 12:1 compression ratio to result in 200 bhp (149 kW) at 9750rpm.
One-off Mk.5 was made with a larger inlet valve (from 1.35" to 1.40") for 203 bhp (151 kW), which was
delivered to Lotus and said to be used by Clark in the 1964 season. Mk.4 and Mk.5 scored five wins (three
by Clark for Lotus, two by Gurney for Brabham), seven pole positions, and seven fastest laps.

A one-off 4 valve Mk.6 had 1.04" intake and 0.935" exhaust valves, new pistons, cylinder sleeves and
crankshaft, and had gear driven camshafts as opposed to the previous chain drive. This engine made
212 bhp (158 kW) at 10300rpm and went to Lotus during 1965. Another 4 valve one-off, Mk.7, was built
with 1.107" intake and 1.043" exhaust and all the new Mk.6 parts for 213 bhp (159 kW) at 10500rpm, and
was delivered to Brabham. However, these engines started showing reliability problems.[27]

Except for these two one-off 4 valve engines with characteristic ribbed cam covers, all the FWMVs used in
1965 season were 2 valve Mk.5 or earlier versions with various levels of upgrade. This was because
Coventry Climax had started the FWMW flat-16 project, which was finally announced at the beginning of
1965, and had more than a handful in things needed to be developed or solved, so the 4 valve configuration
on FWMV did not get completely developed nor did reach a series production. However, Jim Clark was
able to win 6 championship races (3 with Mk.6), 6 pole positions and 6 fastest laps to become the 1965
World Champion.

At the end of the 1965 season, the failure of FWMW project left Coventry Climax with no 3 litre successor
to FWMV for the next season, so a 2 Litre version of FWMV was assembled using Mk.4 bore (72.40 mm)
and Mk.II stroke (60.00 mm) and was used by Lotus in 1966 as a stopgap until 3 litre BRM H-16 engines
became available but with little success. However, Jim Clark won the 1967 Tasman Series with this engine
in his Lotus 33.

Overall, FWMV powered Cooper, Lotus and Brabham Formula One cars won 22 World Championship
Grand Prix races.
FWMW
By the middle of the 1962 season, Peter Windsor Smith and Walter Hassan were convinced that the only
viable route to more power was through higher revs, and the decision was made, partly in light of Harry
Mundy's experiences on the 1.5-Litre supercharged BRM V16, to develop a 1.5-Litre flat-16 designated the
FWMW. Design work started in 1963, and a prototype was running on the bench in late 1964 with two
flatplane flat-8 cranks end-to-end, shrunk-fit to a central spur gear at 90 degrees phase shift to each other[c].

Work on this project continued through the later years of the 1.5 Litre formula with Lotus and Brabham the
likely recipients. The engine was fairly compact at 30.9" long (only 1" longer than FWMV Mk.4) and
22.6" wide, but there were a number of design issues still to solve before the formula ran out. Not only had
the engine shown no power advantage over the V8 despite its much higher rev limit, but it had mechanical
problems that would have required either a major rework to solve properly or, at the least, the need for
complete engine rebuilds after 3 hours of running.

From the outset, the largest problem was torsional vibration of the crankshaft, which at one time
necessitated a ban on using less than 4000 rpm on the bench. The vibration often caused one or other of the
cranks to shear itself off the central spur gear, resulting in the engine becoming two aphasic flat-8s, or the
parallel quill shaft (driven at 0.8 times the crank speed, located below crank, and in turn driving the
flywheel and ancillaries) overheated and disintegrated.

The central power-take-off system using the parallel shaft was intended to reduce torsional vibration of the
long crankshaft, but destructive vibration appeared no matter what was changed in firing order, crank
counter-weight configuration or crankshaft weight distribution.

As a result, Coventry Climax could not derive revenues from the project, and was further forced to develop
a 2-Litre version of FWMV so that Lotus, who built one Lotus 33 chassis specifically for FWMW, and
were counting on using FWMW's anticipated 3-litre successor, could avoid missing the first races of the
1966 season. Neither the old four-cylinder FPF nor the eight-cylinder FWMV could be enlarged to 3 litres,
and the 11 years old 2.5-Litre FPE parts had been sold off in their entirety and were in the hands of Paul
Emery, who was in the process of enlarging FPE to 3-Litres.

Partly because of this project's grand scale failure, and partly because of Jaguar's take over[d] in 1963,
Coventry Climax could not develop a 3-litre successor to the FWMW, and announced its withdrawal from
the F1 engine business. Its reputation and the long-standing relationship with Team Lotus were seriously
tarnished.

Jaguar V12
Having designed and developed the successful Jaguar XK engine
under the guidance of William Heynes at SS Cars Ltd, Walter Hassan
and the team were tasked to develop a Jaguar 5.0 L DOHC V12
engine when Coventry Climax was purchased by Jaguar in 1963. It
was about this time when Walter Hassan convinced Harry Mundy,
who had left to become the Technical Editor of The Autocar magazine
in 1955 (while there he also designed the Lotus-Ford Twin Cam for
Colin Chapman[28]), to rejoin the team, which now included the
Jaguar XJ13 5 Litre V12
Jaguar engineer, Claude Bailey, who always worked under William
Heynes from the days of XK engine development. William Heynes
was the executive in charge of the team, who retired in July 1969.

This engine was initially conceived in 1954 for the Le Mans 24 Hour
Race by combining two Jaguar XK cylinder heads on a common 60
degree block.[29] The first prototype was assembled in 1964 with LM8
aluminium alloy sand cast block and flanged cast iron liners, EN4A
forged and nitrided 7 main bearing crankshaft for 4994 cc (87 mm × Jaguar 5.3 Litre V12
70 mm). This racing engine, with its intake ports in between the intake
and the exhaust camshafts, came out to be the fuel-injected 5L DOHC
Jaguar XJ13 engine in 1966, but more importantly, it was further developed by the same team into the
series-production 5.3 L SOHC V12 engine.[30] This engine, with characteristically long intake tracts
connecting the four carburetors on the outside of cam covers to the intake ports inside the V angle, came out
to the market on Jaguar E-Type in 1971, on Jaguar XJ12 in 1972, and, together with the later 6.0 L version,
remained in production until 1997.

CFA and CFF

After the designing was finished on the 5.3 L V12 and the Jaguar XJ, Jaguar wanted a modern engine for a
smaller version of XJ. Although Jaguar had gained access to the 2.5 Litre iron block Daimler V8 with the
take over of Daimler in 1960, it was a pushrod engine designed in the 1950s, and was not particularly small
or light as it was based on, and had many common components with, the 4.5 Litre version.

In response, Coventry Climax designed an aluminium crossflow chain-driven SOHC cylinder head
somewhat similar to the 5.3L V12 head, on FWMV Mk.4 block with a stroked crank and wet sump.
Tecalemit-Jackson fuel injection was used for the development of this 2,496 cc CFA V8 that weighed
300 lb, with a bore and stroke of 80.77 mm and 60.96 mm and the engine was installed on Leonard Pelham
Lee's personal Triumph 2000 Estate.

The testing was promising, producing more than 200 bhp at 7,000 rpm in flexible sports-car tune[31] and a
1,812 cc CFF version was prototyped; however, this 1.8 – 2.5 Litre baby XJ project was killed along with
the V8 engines when British Motor Holdings merged with Leyland Motor Corporation in 1968 for the
strategy to eliminate internal competition against what came out to be the Rover SD1.

F1 engines
The F1 engines were as follows (bore and stroke figures 1960 2.5 litre 4 cyl in a Cooper T53
are unified in inches on Metric designs for comparison):
0:00 / 0:00

1954 FPE 2492cc V-8 2.95 x 2.78125"

264 bhp (197 kW)@7900rpm Godiva Problems playing this file? See media help.
1956 FPF 1475cc 4 cyl 3.20 x 2.80" 141 bhp
(105 kW)@7300rpm for F2, ran in GP races
1957 FPF 1964cc 4 cyl 3.40 x 3.30" 175 bhp (130 kW)@6500rpm
1958 FPF 2207cc 4 cyl 3.50 x 3.50" power figures unknown
1958 FPF 2467cc 4 cyl 3.70 x 3.50" 220 bhp (160 kW)@6500rpm
1960 FPF 2497cc 4 cyl 3.70 x 3.54" 239 bhp (178 kW)@6750rpm[24]
 1961 FPF 2751cc 4 cyl 3.78 x 3.74" Indianapolis and Formula Libre
1961 FPF Mk.II 1499.8cc 4 cyl 3.23 x 2.80" 151 bhp (113 kW)@7500rpm
1961 FWMV Mk.I 1496cc V-8 2.48 x 2.36" 181 bhp (135 kW)@8500rpm Crossplane crank
1962 FWMV Mk.II 1496cc V-8 2.48 x 2.36" 186 bhp (139 kW)@8500rpm 1.35" Intake,
Crossplane
1963 FWMV Mk.III 1496cc V-8 2.675 x 2.03" 195 bhp (145 kW)@9500rpm Fuel injection,
Flatplane
1964 FWMV Mk.4 1499cc V-8 2.85 x 1.79" 200 bhp (150 kW)@9750rpm 1.37" Exhaust,
Flatplane
1964 FWMV Mk.5 1499cc V-8 2.85 x 1.79" 203 bhp (151 kW)@9750rpm 1.4" Intake, Lotus
1965 FWMV Mk.6 1499cc V-8 2.85 x 1.79" 212 bhp (158 kW)@10300rpm 4 valve/cyl, Lotus
1965 FWMV Mk.7 1499cc V-8 2.85 x 1.79" 213 bhp (159 kW)@10500rpm 4 valve/cyl, 1.107"
Intake, Brabham
1966 FWMV Mk.8 1976cc V-8 2.85 x 2.36" 244 bhp (182 kW)@8900rpm 2 valve/cyl, Lotus,
Bonnier
1964 FWMW 1495cc F-16 2.13 x 1.60" 209 bhp (156 kW)@12000rpm 2 valve/cyl[32]

Formula One legacy

In the period 1958–1965, Climax-powered cars won 40 (out of 75) World Championship Grands Prix,
were runners-up on another 8 occasions, and won 59 non-championship races. The last win for a Climax-
powered car in an international event was Mike Spence's win in the non-championship 1966 South African
Grand Prix, driving a Lotus 33. The last entries for Climax-powered cars in a World Championship Grand
Prix were at the 1969 Canadian Grand Prix, where John Cordts' Brabham retired with an oil leak and Al
Pease in an Eagle was disqualified for driving too slowly.
 World Championship Formula One wins
Year Race Entrant Driver Chassis Engine

Argentine Grand Prix Stirling Moss Cooper T43

R.R.C. Walker Racing
1958 Maurice FPF
Monaco Grand Prix Team Cooper T45
Trintignant
Monaco Grand Prix
Cooper Car Company Jack Brabham
British Grand Prix

Portuguese Grand Prix R.R.C. Walker Racing

1959 Stirling Moss Cooper T51 FPF
Italian Grand Prix Team

United States Grand

Cooper Car Company Bruce McLaren
Prix

Argentine Grand Prix Cooper Car Company Bruce McLaren Cooper T51
R.R.C. Walker Racing
Monaco Grand Prix Stirling Moss Lotus 18
Team

Dutch Grand Prix

Belgian Grand Prix

1960 FPF
French Grand Prix Cooper Car Company Jack Brabham Cooper T53

British Grand Prix

Portuguese Grand Prix

United States Grand R.R.C. Walker Racing
Stirling Moss Lotus 18
Prix Team

Monaco Grand Prix R.R.C. Walker Racing Lotus 18

Stirling Moss
German Grand Prix Team Lotus 18/21 FPF Mk
1961
II
United States Grand
Team Lotus Innes Ireland Lotus 21
Prix

Monaco Grand Prix Cooper Car Company Bruce McLaren Cooper T60
Belgian Grand Prix
1962 British Grand Prix FWMV
Team Lotus Jim Clark Lotus 25
United States Grand
Prix
Belgian Grand Prix

Dutch Grand Prix

French Grand Prix

British Grand Prix
1963 Team Lotus Jim Clark Lotus 25 FWMV
Italian Grand Prix

Mexican Grand Prix

South African Grand
Prix

1964 Dutch Grand Prix FWMV

Team Lotus Jim Clark Lotus 25
Belgian Grand Prix
 Brabham Racing Brabham
French Grand Prix Dan Gurney
Organisation BT7
British Grand Prix Team Lotus Jim Clark Lotus 25

Brabham Racing Brabham

Mexican Grand Prix Dan Gurney
Organisation BT7

South African Grand

Prix Lotus 33
Belgian Grand Prix

1965 French Grand Prix Team Lotus Jim Clark Lotus 25 FWMV
British Grand Prix
Dutch Grand Prix Lotus 33

German Grand Prix

Climax-powered vehicles
Some notable Coventry Climax-powered cars:

1911 GWK, 2 cyl. Coventry Simplex

1913 Bamford & Martin, 4 cyl. Coventry Simplex, The first Aston Martin
1922 Lea Francis C-Type, 1074cc OC
1922 Clyno 1368cc F-type (also 1496cc, 1593cc)
1925 Waverley Cars, 1990cc CX
1929 AJS Nine, 1018cc OC
1930 Crossley 10, 1122cc OC
1933 Vale Special, 1098cc OC, 1476cc JM
1935 Triumph Gloria, 1087/1232cc OC, 1476/1991cc JM
1935 Crossley Regis, 1122cc OC, 1476 cc and 1640cc JM
1936 Morgan 4-4, 1122cc OC
1954 Kieft-Climax 1100 LeMans, 1098cc FWA
1954 Kieft-Climax V8, 2492cc FPE, not raced
1955 Cooper T39 Climax 'Bobtail', 1098cc FWA
1955 Lotus Mark IX 1098 FWA Le Mans
1955-64 Cooper Monaco Mk.I(T49), Mk.II(T57/59), Mk.III(T61/62/64),
1475/1964/2203/2467/2751cc FPF
1956–7 Lotus Eleven, 1098cc FWA, 1460cc FWB, 744cc FWC
1957 Cooper T43 Climax, 1964cc FPF, The first mid-engine car to win a Grand Prix
1957-58 Lotus 12 Climax, 1475/1964/2203cc FPF
1957-63 Lotus Elite, 1216cc FWE, 742cc FWMC (UDT Laystall, 1961 Le Mans)
1958 TVR Grantura, 1216cc FWE
1958-60 Lotus 16 Climax, 1475/1964/2467/2495cc FPF
1959 Lotus 17, 1098cc FWA, 1460cc FWB, 742cc FWMA
1959 Cooper T51, 2467cc FPF, World Champion
1959-65 Turner Sports, 1098cc FWA, 1216cc FWE
1960-61 Lotus 18, 2495cc FPF, 1475cc FPF
1960 Cooper T53, 2495cc FPF, World Champion
 1960-63 Lotus 19, 2467/2495/2751cc FPF
1961 Cooper T54, 2751cc FPF, The first mid-engine Indy car
1962-64 Lotus 23, 742cc FWMC, 748cc FWMB
1962-65 Lotus 25, 1496/1497cc FWMV, World Champion
1963–76 Hillman Imp, 875 – 998cc derivative of the FWMA, adapted by Rootes
1964-65 Brabham BT11, 1497cc FWMV
1965 Lotus 33, 1497cc FWMV, World Champion
1965–75 Bond 875 and Bond Ranger, low compression version of Imp engine
1967-74 Ginetta G15, 875cc Imp and 998cc Rally Imp engines
1971-74 Clan Crusader, 875cc Imp engine

See also
Cosworth
List of automotive superlatives
Forklift truck

Notes
a. See the FWM section for the reason for this inches/mm mixed specification
b. See FWM for the use of Metric system by Coventry Climax.
c. not a true boxer arrangement, but rather with opposing pistons sharing a crankpin
d. See the Jaguar V12 for the reason why Jaguar wanted Coventry Climax resources.

References
1. Simister, John (1 April 2004). Legendary Car Engines: Inner Secrets of the World's 20 Best.
MotorBooks/MBI Publishing. p. 86. ISBN 0-7603-1941-3.
2. "Aston Martin: Car Manufacturer: Great British Design Quest" (https://web.archive.org/web/20
140701055155/http://designmuseum.org/design/aston-martin). Design Museum. Archived
from the original (http://www.designmuseum.org/design/aston-martin) on 1 July 2014.
3. Ferguson Family Museum, Freshwater IOW
4. "A New Coventry Climax Six-cylindered Engine" (https://archive.commercialmotor.com/articl
e/17th-september-1929/56/anew-coventry-climax-sixcylindered-engine). Commercial Motor.
17 September 1929. p. 144.
5. "A New Coventry Climax Engine" (https://archive.commercialmotor.com/article/29th-septemb
er-1931/46/a-new-coventry-climax-engine). Commercial Motor. 29 September 1931. p. 196.
6. "Major Units" (https://archive.commercialmotor.com/article/21st-september-1934/94/major-un
its). Commercial Motor. 21 September 1934. p. 170.
7. Coventry Transport Museum
8. Björklund, Bengt, ed. (November 1962). "Sportnytt på Earls Court" [Sporting News From
Earls Court]. Illustrerad Motor Sport (in Swedish). No. 11. Lerum, Sweden. p. 10.
9. Kalmar Industries ltd. : About Us (http://www.kalmarind.co.uk/pages/about-us.php) Archived
(https://web.archive.org/web/20090810235741/http://www.kalmarind.co.uk/pages/about-us.p
hp) 10 August 2009 at the Wayback Machine
10. Protected under Intellectual Property Office number UK00002527892.
11. Ricardo, Harry R. Sir (1941), The High-Speed Internal Combustion Engine (3rd ed.),
Glasgow: Blackie.
12. "Coventry Climax (advert)" (https://www.gracesguide.co.uk/File:Im19231026CyCar-Coventry
C.jpg). The Light Car and Cyclecar. UK. 16 October 1923.
13. "Coventry Climax/GWK advert". Leamington Spa Courier. 17 December 1920. p. 3.
14. "Motor Show". Coventry Evening Telegraph. 1 November 1923. p. 4.
15. "Motor Show some notes on the great Olympia gathering". Illustrated Sporting and Dramatic
News. 17 October 1925. p. 52.
16. "1954 Kieft-Climax V8" (http://www.bonhams.com/auctions/20145/lot/149/). Retrieved 4 July
2013.
17. Hammill, Des (2004). Coventry Climax Racing Engines: The Definitive Development
History. Veloce. ISBN 978-1-903706-83-1.
18. "Shannon F1 Project" (http://forums.autosport.com/topic/24196-1966-shannon-f1-project/).
Autosport. 26 May 2008. Retrieved 12 December 2013.
19. Chapman, Martyn. "Lady Godiva and E.R.A. V8" (http://forums.autosport.com/index.php?sho
wtopic=104173&st=0). Autosport. Retrieved 6 July 2013.
20. Hammill, Des (2004). Coventry Climax Racing Engines, The Definitive Development
History. Veloce. p. 295. ISBN 1-903706-83-1.
21. Whitelock, Mark (2006). 1 1/2-Litre Gp Racing 1961-1965. Veloce. p. 295. ISBN 978-
184584016-7.
22. ML Twite, The World's Racing Cars, Second Edition, 1964, page 74
23. ML Twite, The World's Racing Cars, Second Edition, 1964, page 56
24. Setright, L.J.K., "Lotus: The Golden Mean", in Northey, Tom, ed. World of Automobiles
(London: Orbis, 1974), Volume 11, p.1228.
25. Simister, John (1 April 2004). Legendary Car Engines: Inner Secrets of the World's 20 Best.
MotorBooks/MBI Publishing. p. 92. ISBN 0-7603-1941-3.
26. Whitelock, Mark (2006). 1 1/2-Litre Gp Racing 1961-1965. Veloce. p. 297. ISBN 978-
184584016-7.
27. Whitelock, Mark (10 August 2006). 1-1/2-Litre Grand Prix Racing 1961-1965. Veloce.
pp. 299–304. ISBN 978-184584016-7.
28. Wilkins, Miles (2003). Lotus Twin-cam Engine. MBI Publishing. p. 13. ISBN 0-7603-1692-9.
29. Bywater, Roger. "The technical history of the Jaguar V12 engine" (http://www.jagweb.com/aj
6eng/v12-engine/page1.php). Retrieved 30 July 2013.
30. Baxter, Raymond. "Jaguar V12 Engine, an episode of Tomorrow's World" (https://www.youtu
be.com/watch?v=pPxpPYLW4kw). BBC. Retrieved 24 May 2014 – via YouTube.
31. Hassan, Walter (1995). Climax in Coventry : my life of fine engines and fast cars. Coventry:
Mercian. p. 142. ISBN 0953072126.
32. Whitelock, Mark (2006). 1 1/2-Litre Gp Racing 1961-1965. Veloce. p. 306. ISBN 978-
184584016-7.

Bibliography
Hammill, Des Coventry Climax Racing Engines: The Definitive Development History
ISBN 1-903706-83-1
Brain, Eric (5 March 2010). "Coventry Climax Engines Ltd" (https://web.archive.org/web/201
20823060357/http://people.bath.ac.uk/ensegb/covmax2.htm). Archived from the original (htt
p://people.bath.ac.uk/ensegb/covmax2.htm) on 23 August 2012.
 Hassan, Walter, Climax in Coventry ISBN 0953072126

External links
Coventry Climax (Class 12) UK trade mark registration. https://trademarks.ipo.gov.uk/ipo-
tmcase/page/Results/1/UK00003116965Development of zero-emission hydrogen fuel cell drivetrains.

Kalmar Limited UK (https://web.archive.org/web/20090818132504/http://www.kalmarind.co.u

k/) (Formerly Kalmar Climax)

2.75L FPF warming up on Cooper T54 (https://www.youtube.com/watch?v=xSZy4dAnHYI)

The technical history of the Jaguar V12 engine (http://www.jagweb.com/aj6eng/v12-engine/p
age1.php)
Jaguar V12 explained by Walter Hassan and Harry Mundy (https://www.youtube.com/watch?
v=pPxpPYLW4kw)
Coventry Climax F.A. engine (https://www.flightglobal.com/pdfarchive/view/1939/1939-1-%2
0-%200882.html) – a 1939 Flight advertisement

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