Editing History of Formula One (section)

=== Anglophone drivers and 1.5-litre engines (1962–1967) ===
:''See [[1962 Formula One season|1962 season]], [[1963 Formula One season|1963 season]], [[1964 Formula One season|1964 season]], [[1965 Formula One season|1965 season]], [[1966 Formula One season|1966 season]] and [[1967 Formula One season|1967 season]].''
[[File:John Surtees.JPG|thumb|upright|[[John Surtees]] ([[Scuderia Ferrari|Ferrari]]) at the [[1964 British Grand Prix]]]]
In 1962, the Lotus team ran the [[Lotus 25]] powered by the new Coventry-Climax FWMV V8 engine. The car had an aluminium sheet [[monocoque]] chassis instead of the traditional [[spaceframe]] design. This proved to be the greatest technological breakthrough since the introduction of mid-engined cars, but the Lotus was unreliable at first. [[Jim Clark]] finished second that year leaving the title to [[Graham Hill]] and his new V8 powered [[British Racing Motors|BRM]].

As soon as the car and the engine became reliable, the era of the [[Team Lotus|Lotus]] and of [[Jim Clark]] began. Clark won the title twice in three years, {{F1|1963}} and {{F1|1965}}, the latter being the only occasion to date of a driver winning both the Championship and the [[Indianapolis 500|Indianapolis 500-Mile Race]] in the same year. For 1964 Lotus introduced the new [[Lotus 33]] and Ferrari made considerable technological and financial effort to win the title. Ferrari used no less than three different engines in the season{{snd}}the existing V6, a V8 and a [[flat-12]], while Lotus was struggling with the teething troubles of a new car. The title went to [[John Surtees]] and Ferrari. Surtees' title was especially notable, as he became the only driver ever to win the World Championship for both cars and [[motorcycles]]. The [[1965 Mexican Grand Prix]], the last race of the 1.5 litres Formula One, saw [[Richie Ginther]] give [[Honda in Formula One|Honda]] its first victory at the end of the second season for the Japanese newcomer. This was the first victory by a Japanese car and, as of today, the only one by a car powered by a transverse engine.

{{F1|1966}} saw a 'Return to Power' as Formula One changed the engine rules once again, allowing engines of 3.0-litre normally aspirated, or 1.5-litre [[supercharged]] or forced induction. 1966 was a transitional year for most teams, however, the year did see the first use of [[composite material]]s, a technology which would later revolutionise the sport. The [[McLaren M2B]], designed by [[Robin Herd]], used an aluminium-wood laminate known as [[Mallite]] for much of its monocoque, although the car's design did not make best use of the new material. Given the shift to 1500&nbsp;cc forced induction, it is surprising that any teams did not seriously consider fielding turbocharged versions of their 1500&nbsp;cc naturally aspirated engines right from that point, Coventry Climax had considered it for their FWMW flat 16, but the company had decided to end its Formula 1 racing activities and the idea stopped there. It would be eleven years before a team exploited the 1500&nbsp;cc forced induction option again.

Ferrari was the great favorite with a 3-litre version of his well tested powerful sports car V12 design, but the new cars were very heavy, probably in an excess of self-confidence. An enlarged V6 held some promise but Surtees left mid-season after a dispute with team manager Eugenio Dragoni at the 24 Hours of Le Mans sportscar race. Coventry-Climax, formerly supplier to much of the field, pulled out of the sport leaving teams like Lotus to struggle with enlarged versions of obsolete Climax engines. Cooper turned to a development of an otherwise obsolete Maserati V12 that was originally designed for the Maserati 250 F in the late 1950s, while BRM made the choice to design an incredibly heavy and complex [[H engine|H-16]]. The big winner was Jack Brabham, whose eponymous racing team took victory two years running with a light and compact spaceframe chassis powered by the aluminium-block stock-derived [[Repco]] V8 unit. With SOHC heads and no more than 330&nbsp;bhp,<ref group="note">Probably {{convert|285|bhp|abbr=on}} at its beginning and {{convert|330|bhp|abbr=on}} at final stage of development.</ref> the Repco was one of the least powerful of the new 3-litre engines but unlike the others it was light, reliable and available right from the start of the new rules. 1966 was Jack's year, while {{F1|1967}} went to his teammate, [[New Zealand]]er [[Denny Hulme]], as Jack tried new parts on his car.

In 1967, Lotus introduced the [[Lotus 49]], powered by the Ford-Cosworth [[Cosworth DFV|DFV]] V-8 engine that was to dominate Formula One for the next decade. Like the Repco the Cosworth was light and compact but it was a real racing engine using 4-valve DOHC heads and delivered much more power. Cosworth had aimed for {{convert|400|bhp|abbr=on}} and exceeded this when the engine first ran. The DFV was designed to be fully stressed (an idea pioneered by the [[Lancia in Formula One|Lancia]] D50).<ref>{{cite web |url=http://www.ferrariownersclub.co.uk/happenings/2006/october/ferrari_fangio/report.asp |title=Fangio Ferrari 50 - Ferrari Owners' Club |publisher=Ferrariownersclub.co.uk |access-date=2010-10-04 |url-status=dead |archive-url=https://web.archive.org/web/20110221000829/http://www.ferrariownersclub.co.uk/happenings/2006/october/ferrari_fangio/report.asp |archive-date=21 February 2011}}</ref> This allowed Chapman to design a monocoque that ended just after the driver's seat while the Brabham were still using a very classic tubular frame that supported the engine, the gearbox, and the rear suspension wishbones. The newborn DFV suffered from frequent failures due to excessive vibration from the flat-plane crank, forcing [[Keith Duckworth]] to redesign several parts and allowing Hulme to win the World Drivers' Crown on reliability.

1967 also saw a remarkable result by [[Rhodesia]]n driver [[John Love (racing driver)|John Love]] with a 2.7-litre four-cylinder Cooper-Climax. Love, who was in his forties and although seen as one of the finest drivers in Southern Africa was not a major star, led and finished second in that year's South African Grand Prix. Love's obsolete Cooper was originally designed for the short races of the [[Tasman Series]]; to run a full Grand Prix, Love added two auxiliary fuel tanks. Unfortunately, the auxiliary tank's fuel pump failed and forced him to refuel after having led most of the race.<ref>John Love, L'homme de Kyalami. Automobile historique (To be completed)</ref>

By the late 1960s, overseas races outside Europe formed about a third of the championship in any year. The core of the season remained the European season run over the Northern Hemisphere summer, with overseas races usually falling at the start or end of the season, a pattern which has continued to this day. There were also a number of non-championship races run outside Europe; the South African Grand Prix was occasionally one of these. British and English-native speaking drivers dominated the racing scene in the 1960s. Britons Graham Hill, Jim Clark, John Surtees and Jackie Stewart won 7 championships combined in that decade- Australian Jack Brabham won 2 championships, New Zealander Denny Hulme won a championship in 1967 and American Phil Hill won a championship in 1961. In addition to British and English-native speaking drivers, the [[List of Formula One constructors#Team's nationality|British teams]] dominated the racing scene during this period as well, with British-built Cooper, BRM, Lotus and Brabham cars as well as French-built Matra cars entered by British team Tyrrell.