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A one-off four valve Mk.6 had 1.04" intake and 0.935" exhaust valves, new pistons, cylinder sleeves and crankshaft, and ezigarettenset had gear pushed camshafts as opposed to the earlier chain drive. This engine made 212 bhp (158 kW) at 10,300 rpm and went to Lotus during 1965. One other four valve one-off, Mk.7, was built with 1.107" intake and 1.043" exhaust and all the new Mk.6 components for vapeshortfill (similar resource site) 213 bhp (159 kW) at 10,500 rpm, and was delivered to Brabham. Mk.4 and Mk.5 scored five wins (three by Clark for Lotus, eliquidsbestellen two by Gurney for Brabham), vapeshortfill seven pole positions, and seven fastest laps.

This Mk.III developed 195 bhp (145 kW) at 9,500 rpm, propelling Jim Clark, Lotus 25 and Team Lotus to 7 wins, ezigarettenneu 7 pole positions, 6 fastest laps, and the 1963 World Championship title. World of Cars (London: Orbis, 1974), Quantity 11, p.1228. However, Jim Clark was able to win 6 championship races (three with Mk.6), 6 pole positions and 6 quickest laps to turn out to be the 1965 World Champion.

The FW series engines in modified varieties additionally powered Lotus Eleven automobiles which took three class wins at Le Mans and one Index of Performance win.

With this downside solved within the Mk.II 186 bhp version, having a larger 1.35" intake valves (1.30" beforehand), FWMV began to attain GP victories, ending the 1962 season with three wins for Lotus, 1 win for Cooper, 5 second locations and four third places, along with 7 pole positions and 6 fastest laps. 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 utilizing 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 nearly no elements interchangeability to FWMC regardless of having an especially similar piston and cylinder-head design.

FWMC became known for the unusually loud and excessive-pitched exhaust notice when put in in a specifically made tremendous-gentle model of Lotus Elite run by UDT Laystall at 1961 Le Mans 24 Hours. In exchange for a 1,000 unit buy settlement signed by Chapman, it was particularly designed for the Lotus Elite with cast steel crank but turned a favourite with plenty of sports automobile racing companies for its racing sturdiness and ezigarettenhardware excessive energy-to-weight ratio.