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| Company type | Private |
|---|---|
| Industry | Automotive,automobile racing (motorsport)[1] |
| Founded | 1958; 67 years ago (1958)[1] London,England, U.K. |
| Founders | Mike Costin Keith Duckworth |
| Headquarters | Northampton,England[1] |
Area served | Worldwide[1] |
Key people | Florian Kamelger |
| Products | Internal combustion engines, electronic data acquisition, and control systems |
| Services | High performance engineering, precision manufacturing |
| Owners | CGH (Isle of Man) Holdings Ltd & Indeck-Cosworth LLC |
| Parent | United Engineering Industries (1980–1990) Vickers plc (1990–1998) Ford (1998–2004) |
| Website | Cosworth.com |
| Formula One World Championship career | |
|---|---|
| First entry | 1967 Monaco Grand Prix |
| Last entry | 2013 Brazilian Grand Prix |
| Races entered | 681 |
| Constructors' Championships | 10 (1968,1969,1970,1971,1972,1973,1974,1978,1980,1981) |
| Drivers' Championships | 13 (1968,1969,1970,1971,1972,1973,1974,1976,1978,1980,1981,1982,1994) |
| Race victories | 176 |
| Podiums | 535 |
| Points | 4463.50 |
| Pole positions | 140 |
| Fastest laps | 161 |
Cosworth[1] is a Britishautomotive engineering company founded inLondon in 1958, specialising in high-performanceinternal combustion engines,powertrain, andelectronics forautomobile racing (motorsport) and mainstreamautomotive industries. Cosworth is based inNorthampton, England,[1] with facilities inCottenham, England,Silverstone, England, andIndianapolis, IN, US.
Cosworth has collected 176 wins inFormula One (F1) as engine supplier, ranking third with most wins, behindFerrari andMercedes.[2]
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The company was founded as a British racinginternal combustion engine maker in 1958 byMike Costin andKeith Duckworth. Its company name, "Cosworth", was derived as aportmanteau of the surnames of its two founders (Costin and Duckworth).
Both of the co-founders were former employees ofLotus Engineering Ltd., and Cosworth initially maintained a strong relationship with Lotus'sColin Chapman; initial revenues of the company came almost exclusively fromLotus. When the company was founded in 1958, Duckworth left Lotus, leaving Costin (who had signed a term-employment contract with Chapman) at the company. Until 1962, Costin worked on Cosworth projects in his private time, while being active as a key Lotus engineer on the development ofLotus 15 through26 (Elan), as well as leading the Team Lotus contingent at foreign races, as evidenced by the1962 Le Mans Lotus scandal.
Initial series production engines (Mk.II,Mk.V,Mk.VIII, andMk.XIV) were sold to Lotus exclusively, and many of the other racing engines up to Mk.XII were delivered to Team Lotus. The success ofFormula Junior engines (Mk.III,IV,XI, andXVII) started bringing in non-Lotus revenues, and the establishment ofFormula B by theSports Car Club of America (SCCA) allowed the financial foundation of Cosworth to be secured by the increased sales ofMk.XIII, a pure racing engine based onLotus TwinCam, through its domination of the class. This newly found security enabled the company to distance itself from theLotus Mk.VII and Elan optional road engine assembly business, and allowed its resources to be concentrated on racing engine development.
The first Cosworth-designedcylinder head was forSCA series; with asingle overhead camshaft (SOHC)reverse-flow configuration, similar to theCoventry Climax FWE engine. A real success was achieved with the next gear-drivendouble overhead camshaft (DOHC) four-valveFVA in 1966, when Cosworth, with a help from Chapman, convincedFord to purchase the rights to the design, and sign a development contract, including an eight-cylinder version. This resulted in theDFV, which dominatedFormula One for many years.
From this time on, Cosworth was supported by Ford for many years, and many of the Cosworth designs were owned by Ford and named as Ford engines under similar contracts.Cosworth then went through a number of ownership changes. After Duckworth decided he did not want to be involved with the day-to-day business of running a growing company, he sold his stake to United Engineering Industries (UEI) in 1980, retaining his life presidency and day-to-day technical involvement with Cosworth, and becoming a UEI board director; UEI was a group of small- to medium-sized technology companies, which was taken over byCarlton Communications in 1988. Carlton was primarily interested in some of the audio-visual companies in the UEI portfolio, and Cosworth was a poor fit with these; a new buyer for the company in the engineering/automotive sector was sought, and the traditional engineering companyVickers plc bought Cosworth in 1990.[3]
In September 1998, Vickers sold Cosworth toAudi. Audi kept the engineering, manufacturing and casting unit, which it called Cosworth Technology, and sold the race engine division, Cosworth Racing, and its electronics division,Pi Research, to Ford.[1] In December 2004, Audi announced that it had sold Cosworth Technology toMahle GmbH;[4] the company was renamed asMAHLE Powertrain on 1 July 2005.[5]
On 15 November 2004 Ford sold Cosworth Racing toChamp Car World Series ownersGerald Forsythe andKevin Kalkhoven. In December 2004, Ford also sold Pi Research to Kalkhoven and Forsythe, creating the Cosworth Group.[1]
Since 2006, Cosworth has diversified to provide engineering consultancy, high performance electronics, and component manufacture services outside of its classic motorsport customer base. On 25 February 2008, Cosworth was awarded a $5.4 million contract by theUnited States Navy to develop a heavy fuel engine for theirRQ-21A Blackjackunmanned aerial vehicle (UAV).[6][7][8]
Cosworth then established an engineering partnership withAston Martin on one of the world's most powerfulhybrid electric road car engines for theAston Martin Valkyrie. Theirnaturally-aspirated 6.5-litreV12 engine develops 1,000 hp (746 kW; 1,014 PS) at 10,500 rpm, and 740 N⋅m (546 lbf⋅ft) of torque at 7,000 rpm, claiming a new standard for maximum rpm and weight[9]Cosworth supplied its last premier class racing engines to one F1 team in 2013, theMarussia F1 Team.[10]
The following is the list of initial products, withcylinder heads modified, but not originally designed by Cosworth, onFord Kent enginecylinder blocks. The exceptions were Mk.XVII and MAE (modified Anglia engine), which had intake port sleeves for downdraft carburettors brazed into the stock cast iron cylinder head, in place of the normal side draft ports, thus could be considered Cosworth designs.
| designation | year | block | displacement | claimedpower | description | intended for |
|---|---|---|---|---|---|---|
| Mk.I | 1959 | 105/107E | 997 cc | – | Experimental one-off to test cam designs | Development of A2 and A3 camshaft |
| Mk.II | 1960 | 105/107E | 997 cc | 75 bhp | First series production engine, A2 cam | Formula Junior |
| Mk.III | 1960 | 105/107E | 997 cc | 85–90 bhp | A3 cam, optional dry sump | Formula Junior |
| Mk.IV | 1961 | 105/107E | 1,098 cc | 90–95 bhp | Mk.III with larger bore. | Formula Junior |
| Mk.V | 1962 | 109E | 1,340 cc | 80 bhp | Series production road engine | Lotus Seven |
| Mk.VI | 1962 | 109E | 1,340 cc | 105 bhp | Racing version of Mk.V | Lotus Seven |
| Mk.VII | 1962 | 109E | 1,475 cc | 120 bhp | Mk.VI with larger bore | 1.5 litre class |
| Mk.VIII | 1963 | 116E | 1,498 cc | 90 bhp | Improved Mk.V on 5 main bearing 116E | Lotus Seven |
| Mk.IX | 1963 | 116E | 1,498 cc | 120–125 bhp | Racing version of Mk.VIII | 1.5 litre class |
| Mk.X | 1962 | 116E | 1,498 cc | – | ExperimentalLotus TwinCam. ForLotus 23 | Development of Mk.XII and XIII |
| Mk.XI | 1963 | 109E | 1,098 cc | 100–110 bhp | Improved Mk.IV, dry sump | Formula Junior |
| Mk.XII | 1963 | 116E | 1,594 cc | 140 bhp | RacingLotus TwinCam, stock crank and rods, dry sump | Lotus 20B,22,23 |
| Mk.XIII | 1963 | 116E | 1,594 cc | 140–150 bhp | Improved Mk.XII with steel crank and rods, dry sump | Formula B,Lotus 22,23B,23C |
| Mk.XIV | 1963 | 116E | 1,498 cc | 100 bhp | Improved Mk.VIII | Lotus Seven |
| Mk.XV | 1963 | 116E | 1,594 cc | 135–145 bhp | RacingLotus TwinCam, steel crank and rods, wet sump | Lotus 26R,Lotus Cortina |
| Mk.XVI | 1963 | 116E | 1,498 cc | 140–150 bhp | Mk.XIII for 1.5L class | Note[11] |
| Mk.XVII | 1964 | 109E | 1,098 cc | 120 bhp | Improved Mk.XI, downdraft intake ports, dry sump | Formula Junior |
| MAE | 1965 | 109E | 997 cc | 100–110 bhp | Improved Mk.III, downdraft intake ports, dry sump | Formula 3 |
In addition to the above, Cosworth designed and provided the assembly work forLotus ElanSpecial Equipment optional road engines with special camshafts and high compression pistons.
The final model of the above initial series was theMAE in 1965, when new rules were introduced inFormula 3 allowing up to 1,000 cubic centimetres (61.0 cu in) engines with 36 mm intake restrictor plates. MAE used one barrel of a two barrel Weber IDA downdraft carburettor with the other barrel blanked off. The domination of this engine was absolute as long as these regulations lasted until 1968. As Cosworth had a serious difficulty meeting the demand, the MAE was mainly sold as a kit. This experience led to the later FVA/DFV contract to be drawn where the responsibility of development rested with Cosworth, and the manufacturing right and responsibility rested with Ford. There also were some specially cast iron heads with similar dimensions to these brazed heads with titanium alloy valve spring retainers called the "screamer head" for MAE in later years.
A year before the introduction of the MAE, the single overhead cam two valveSCA was introduced. It was a 997 cc engine based onFord Cortina 116E block that was designed forFormula 2, and featured the first totally Cosworth-designed head, Laystall forged crankshaft, steel main bearing caps and pistons with only one compression ring and one oil scraper ring each. Cylinder head to block sealing was by a head gasket incorporatingCooper Rings. The basic configuration was quite similar toCoventry Climax FWE onLotus Elite including itsSOHCreverse-flow design, except for a series of seven spur gears (one on the crank, two intermediary gears on two fixed shafts mounted on the front cover back plate, one on the 116E camshaft used as a jackshaft, two on a common fixed shaft in the head, and one on the camshaft) driving a five-bearing camshaft and the Ford five main bearing iron block. The intake ports and the oil scavenge pickup for dry sump lubrication were canted 25 degrees, so they faced straight up and down, respectively, when the engine was mounted 25 degrees from vertical to the right for a lower centre of gravity.
The SCA initially had two 40DCM2 Weber twin-choke downdraft sand-cast carburettors mounted on top to produce 115 hp, which was replaced by Lucas fuel injection in 1966, eventually reaching 140 hp.
The longer strokeSCB was built to compare against the 1,498 ccMk.XVI, and upon proving its superior power against theMundy-designed two-valve crossflow DOHC head, it acted as the benchmark for the development ofFVA to measure the benefits and shortcomings of a four valve crossflow DOHC design. It was the results of this four valve development work that formed the basis for many of the Cosworth engines that followed.
A larger 85 mm bore SCC with the same short-stroke five-bearing crankshaft as the SCA was built and sold forSCCA 1.1 litre sports car class.
| Type | Year | Block | Displacement | Claimed | Description | Mainly For |
|---|---|---|---|---|---|---|
| SCA | 1964 | 116E | 997 cc | 115–140 bhp | Gear-driven SOHC, reverse-flow | Formula Two |
| SCB | 1964 | 116E | 1,498 cc | 175 bhp | Experimental | Development ofFVA |
| SCC | 1965 | 116E | 1,098 cc | 135 bhp | SCA with larger bore | North American sports car racing |
The Cortina Crossflow block was also the basis for theFVA (four valve Type A), an F2 engine introduced in 1966, and developed under the same contract as the DFV, for the new 1.6-litre engine rules. This engine featured16 valves operated by twin overhead camshafts driven by a train of 9 gears. The metering unit for the Lucas mechanicalfuel injection was rotated by a toothed belt from the gear-driven inlet cam, while the exhaust cam directly drove analternator on the rear of the head. It produced 225 bhp (168 kW) at 9000 rpm. This engine dominated the category until 1971, and was also used in sports car racing in 1.8 Litre form as the "FVC".
The cylinder head on the FVA pioneered many of Duckworth's ideas that would be used on theDFV and a mule for the eight-cylinder engine development, FVB, was built. However, the distance between the two camshafts and the valve inclination angle were larger than on DFV for the series.
The larger displacement FVD was designed and released for endurance racing in 1975, that displaced 1,975 cc (120.5 cu in) on the aluminium block developed forBDG. The FVD produced only 275 bhp (205 kW), down from the 325 hp (242 kW) that other twin-cam four cylinders such as the Hart 420S produced but was more reliable. One was campaigned in theCanAm series in 1978 in the Osprey SR-1, built and driven by Dan Hartill.
| Type | Year | Block | Displacement | Claimed | Description | Mainly For |
|---|---|---|---|---|---|---|
| FVA | 1966 | 116E | 1,598 cc | 218–225 bhp | Gear-driven DOHC, crossflow, four valve | Formula Two |
| FVB | 1967 | 116E | 1,498 cc | 200 bhp | Experimental | DFV development |
| FVC | 1969 | 116E | 1,790 cc | 235 bhp | FVA with larger bore | 2 L sports car racing |
| FVD | 1975 | BDG/aluminium | 1,975 cc | 275 bhp | FVC with yet larger bore on aluminium block | 2 L sports car racing |
In 1966,Colin Chapman (Lotus Cars founder and principal ofTeam Lotus) persuaded Ford to bankroll Keith Duckworth's design for a new lightweight 3,000-cubic-centimetre (183.1 cu in)Formula One engine.[1] Cosworth received the order along with the £100,000 that Ford felt it adequate to spend on such an objective. The contract stipulated that a four-cylinder Ford-based F2 engine would be developed as proof of concept (see theFVA above) and that a pure Cosworth V8 would be built based on this.
The DFV design used a similarcylinder head to the one Duckworth had prototyped on the four-cylinder FVB unit on a custom Cosworthcylinder block andcrankcase, forming a single 90°V8 engine, thus creating a legend in its own right, theDFV – meaning "DoubleFourValve". This engine and its derivatives were used for a quarter of a century, and it was the most successful in the history ofFormula One /Grand Prix motor racing. Winning 167 races in a career lasting over 20 years, it was the product that put Cosworth Engineering on the map. Although originally designed for Formula One, the engine has been modified to be used in a range of categories.
The DFV won on its first outing, at the1967 Dutch Grand Prix in the hands ofJim Clark, fitted to aLotus 49, and from 1968 was available for purchase to any F1 team that wished it. During the 1970s, it was common for almost the entire field (with the notable exception ofFerrari,BRM andAlfa Romeo scoring wins and titles with V12 engines) to use one of these engines – this at a time when independent wealthy individuals could buy exactly the same engine off the shelf that was also being used byMcLaren et al. Most teams just built a tub around a Cosworth DFV and aHewlandgearbox. It won a record 155 World Championship races, the last beingDetroit in 1983, powering aTyrrell driven byMichele Alboreto.
Although the DFV (bore: 3.373 inches (85.67 mm), stroke: 2.555 inches (64.90 mm), displacement: 2,992.98 cc (182.6 cu in)) with 410 bhp (306 kW; 416 PS) at 9,000 rpm did not produce as much power as some of its rival 12-cylinder engines, it was lighter, resulting in a betterpower to weight ratio. In addition to being lighter, it was also made a structural part of the car itself, by placing load bearing arms to stress the block. These design aspects appealed tremendously to the genius of Colin Chapman who used them to the fullest extent.
TheDFY, introduced in 1982 was a further evolution of the DFV for Formula One, with a shorter stroke and a DFL bore (bore: 3.543 inches (89.99 mm), stroke: 2.316 inches (58.83 mm), displacement 2,993.38 cc (182.7 cu in)) with 520 bhp (388 kW; 527 PS) at 11,000 rpm, thereby producing more power, but still unable to fight against the turbocharged cars of the day. It was the advent ofturbocharged engines in Formula One which sounded the death knell for the venerable DFV, and in 1986 Cosworth returned to the lower formulae preparing the DFV for the newly createdFormula 3000, with the installation of a compulsory 9,000 rpm rev limiter, which scaled power back from 500 to 420 bhp (313 kW; 426 PS); the DFV remained in this class until 1992 and the DFY until 1995. By this time the CosworthAC V8 replaced the DFV/Y in F3000 and was the dominant engine in the class until it became a spec-series in 1996 using a Zytek-Judd V8. The final F3000 engines gave 500 bhp (373 kW; 507 PS), almost equalling the 1983 DFV which gave 510 bhp (380 kW; 517 PS) at 11,200 rpm.
In Formula One, a new DFV-based design was introduced for the new 3,500 cc (213.6 cu in) normally aspirated rules in 1987. TheDFZ was produced as an interim model, but in 1988 Cosworth created the DFV's final evolution, theDFR, which soldiered on in F1 with smaller teams until 1991, scoring its last points – including a pair of second places byJean Alesi – withTyrrell in 1990.
The DFV has recently been given a new lease of life as a result of interest in Classic F1 racing, which was given a World Championship status by the FIA in 2004.
The DFV spawned a number of derivations. In 1968; Cosworth created the DFV's first derivation, a 2,500cubic centimetres (152.6 cu in) version for theTasman Series, theDFW. DFV to DFW conversion simply involved substitution of a short-stroke crank and longer connecting rods.
One of the most successful and longest-lived projects of Cosworth has been itsCART /Champ Car engine programme. In 1975; Cosworth developed theDFX, by destroking the engine to 2,650 cc (161.7 cu in) and adding aturbocharger, the DFX became the standard engine to run inIndyCar racing, ending the reign of theOffenhauser, and maintaining that position until the late 1980s. Ford backed Cosworth with creating a new interim design for IndyCar racing in the late 1980s, theDFS, which merged DFR technology into the ageing DFX design, but it was eventually rendered obsolete by advancing technology.
While designed as an F1 engine, the DFV was also used as in endurance racing, although its flat-plane crank design led to destructive vibrations putting stress on devices surrounding the engine, especially the exhaust system. The first sports car to use a DFV, theFord P68, failed to finish a single race because of repeated mechanical and electrical failures. Despite this handicap the DFV won the24 Hours of Le Mans twice in its original 3.0 Litre form for Mirage in 1975 and Rondeau in 1980, who were able to attain sufficient reliability by de-tuning the motor.
TheDFL for endurance racing was developed for the 1982 season to replace the DFV. It came in two versions: one with 3,298 cc (201.3 cu in) and the other with 3,955 cc (241.3 cu in). While neither competed well in theGroup C (C1 Class) the former was adapted to the C2 Class (700 kg minimum weight, 55 Litres fuel, 5 refuelings/1000 km) starting in 1984. During the latter half of the 1980s it was the most popular motor for that class, with successful championship campaigns and five class wins at the 24 Hours of Le Mans. The latter version's severe lack of reliability caused it to fall out of use by 1985.
Cosworth solidified its association with Ford in 1969, by developing adouble overhead camshaft (DOHC) 16-valveinline four-cylinder engine for road use in theFord Escort. As Keith Duckworth was busy designing and developing the DFV, the project was assigned to Mike Hall, who created the 1601 ccBDA on theFord Kent engine block forhomologation purposes. The camshafts were driven by atoothed belt developed forFiat 124, hence the name BDA, literally meaning "BeltDrive,A type". It was designed for FIA Group 2 and Group 4 on eitherrallying ortouring car racing purpose. The nominal homologation at 1601 cc capacity meant that BDA-engined cars competed in what was usually the top class (1600 cc and up) so were eligible for overall victories rather than class wins.
In 1970, the 1701 ccBDB was created for theEscort RS1600, and this engine receivedfuel injection for the first time in the series as 1701 ccBDC. Two years later, the BDA series was adopted forFormula 2; first came the 1790 ccBDE, then the 1927 ccBDF eventually reaching a maximum of 1975 ccBDG in 1973. As the bore size reached ever closer to the bore centre distance, leaving little space in between cylinders, all three types had brazed-in cylinder liners to the block. As a departure from the Ford iron block, the BDG received a new aluminium block (originally designed byBrian Hart in 1971 and re-engineered by Cosworth[12]) soon after, and this cylinder block was used as a replacement part in rebuilding many other BD series engines as well as someMk.XIII engines.
The iron block was also used for smaller displacements; starting with the very successful 1599 ccFormula AtlanticBDD in 1970, followed by the 1098 ccBDJ and 1300 ccBDH variants forSCCA Formula C and sports car racing, respectively. There was even a one-off 785 cc version built by Cosworth employees Paul Squires and Phil Kidsley; fitted with aLysholm supercharger it was installed in aBrabham BT28 Formula 3 chassis and competed in theBritish Hill Climb Championship as the Brabham-Lysholm.[13]
In 1970, Ford askedWeslake and Co ofRye, East Sussex to build the BDD for them, and by the end of 1970, the production line was installed at Rye and production was under way. These engines were often called the 'BDA', but were 1599 cc BDDs eligible for under 1.6 Litre class.The 1599 cc BDD engine won a number of championships around the world in Formula Atlantic and Formula Pacific during the 1980s.
In 1975, 1599 cc big valveBDM (225 bhp) was developed with fuel injection for Formula Atlantic, and a 'sealed engine' versionBDN (1599 cc, 210 bhp) followed in 1977 for Canadian Formula Atlantic series.
Largely known as 'Cosworth BDA' or 'Ford BDA', BDD and BDM were also very successful inFormula Pacific andFormula Mondial racing in Australia and New Zealand. In open wheel racing, Cosworth powered cars (Ralt RT4 andTiga's) wonAustralian Drivers' Championship in 1982–1986 as well as winning theAustralian Grand Prix in 1981–1984 (including wins byAlain Prost andRoberto Moreno) before the race became part of the Formula One World Championship in1985, and won theNew Zealand Grand Prix each year from 1982 to 1988. BDD and BDM engines were also prominent in theAustralian Sports Car Championship during the 1980s, winning the1987 championship.
The turbo charged 1778 ccBDT was created in 1981, which powered the never-raced RWD Escort RS1700T. In 1984, 4WDFord RS200 debuted with a 1803 cc version of BDT, which was created forGroup B rallying. Between 1984 and 1986 the BDT engine was used in Group C endurance racing by Roy Baker, in class C2 using the Tiga GC284, GC285 and GC286. Later in 1986, a 2137 cc version was created byBrian Hart using a bespoke aluminium block and a largeintercooler for RS200 Evolution, just as Group B was cancelled by the FIA. ThisBDT-E ('E' for Evolution) produced over 600 bhp (447 kW; 608 PS) in Group B 'rallycross' boost level, normally producing 530–550 bhp (395–410 kW; 537–558 PS) on a lower but sustainable boost.
In 1983, the BD series saw its second road engine incarnation (the first being the original BDA and BDB), theBDR, which was a BDA or BDB sold in kit form for theCaterham Super Seven in 1601 cc (120 bhp) and in 1701 cc (130 bhp) formats.
TheHart 420R and theZakspeed F1 engines owe much to the BDA series, being essentially an aluminium-block derivative using similar heads.[14]
A fuel-injected belt-driven DOHCGA (also called theGAA) was based on the 60 degree V6 block ofFord Essex, and was used for theFord Capris raced inGroup 2 in the early 1970s. This had a capacity of 3,412 cc (208.2 cu in), and was highly competitive against theBMW straight-sixes. The GA was also used in the later years ofFormula 5000 in Europe.
The GA or GAA was commissioned by Ford in May 1972, when Ford realised that the Cologne V6 based Weslake OHV V6 engines used in their Capris which competed in the European Touring Car Championship had been modified to the point that no more performance could be extracted from them. Mike Hall, who had already designed the highly successful Cosworth DFV and BDA engines, took on the task of developing a whole new engine based on the 3-Litre Essex V6 block.
The new engine was radically different from the previously used Weslake unit in that it featured twin overhead camshaft aluminium alloy cylinder heads, 4 valves per cylinder, a Lucas mechanical fuel injection system, dry sump oiling system, a steel crankshaft, and enlarged displacement of 3412cc, compared with the 2.9 litres of the previously used Cologne V6 based Weslake V6.
Ford expected a minimum of 400 Hp from the new Cosworth engine; that figure was exceeded, with the engine producing 420 Hp in the first test run. In race tune they finally produced around 462 bhp (345 kW; 468 PS) at 9000 rpm and 300 ft-lb of torque (407 Nm). This meant that the new engine proved highly successful at competing against BMW in the 1973 Season of the European Touring Car Championship where the engine was installed in Ford's newly homologated Capri RS 3100.
Ford Motorsport also sold 100 Cosworth GA V6 engines, most of them ending up in Formula 5000 cars.
The GA/GAA V6 is a very rare, and extremely expensive engine, with rebuilt units priced at £50,000.[15]
TheFBA andFBC engines were found in theFord Granada andFord Scorpio. The FBA came first in 1991 and was also known as the 'BOA'; it was based on theFord Cologne V6 used in theFord Sierra andFord Capri and other models and was a twin overhead camshaft 24valve conversion for more power, producing 195metric horsepower (143 kW; 192 bhp) and better idle quality.
In 1995, with a new version of the Scorpio, it was upgraded with a wider torque spread and higher power – to 204 PS (150 kW; 201 hp), from a variable intake system and reprofiled cams. The NVH was improved with a change from a single chain to drive all four camshafts – to one chain to drive one bank of cams and a second for the other bank; this engine was known as the 'BOB'.
A racing version was also available for a short time –FBE – with an individual throttle butterfly for each cylinder.
FBB and FBD engines existed as development engines but these were never released.
The two production engines were always mated to an automatic gearbox but have become popular in the custom car scene where they have been mated to the 4x4 manual transmission and the rear-wheel-drive manual transmission from the Ford Sierra XR4 and XR4x4. There are also companies that offer twin and single turbo conversions, and other modifications to increase power to usually around 400 bhp (300 kW). These engines can be bought relatively cheaply and, providing they are well serviced, engines have been known to cover over 200,000 miles without major work being required.[citation needed]
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The YB series of 1,993 cc (121.6 cu in) engines are based on the olderinline four Ford T88 engine block,[16] and were introduced in the road-goingFord Sierra RS Cosworth in 1986 with 204 PS (150 kW; 201 bhp). With 5,000 units built for homologation purposes inGroup A, both for rallies and touring cars. Racing versions of the RS Cosworth were developing around 370 hp (276 kW; 375 PS),[17] but with the small Garrett T3 turbo on the cars reliability was a problem. A limited edition evolution model was introduced in mid-1987 (once the base of 5,000 cars had been built, only 500 "evo" or upgraded versions were needed for Group A homologation), theSierra RS500 which included a bigger T4 turbo, with power initially at around the 470 hp (350 kW; 477 PS) mark in 1987, but in later years climbing to close to some 550 hp (410 kW; 558 PS) in full racing trim.
The RS500 came to dominatetouring car racing in its heyday from 1987 to 1992, winning multiple championships and major races.
Championship wins
Major race wins
The only car to truly challenge the Sierra's power dominance towards the end of the Group A era in 1990–1992 was the 640 hp (477 kW; 649 PS),4WD twin turboNissan Skyline R32 GT-R.
At the end of its life in Group A in 1992, the Australian Sierra teams were reportedly getting around 600 bhp (447 kW; 608 PS) from the 2.0L turbocharged YB engines. For his pole position lap at the1992 Bathurst 1000, Australian driverDick Johnson (whoseteam since 1988 had a reputation for having the fastest Sierras in Group A racing anywhere in the world) was reportedly running a special qualifying engine that was producing close to 680 hp (507 kW; 689 PS) in his RS500.
The various colour cam covers that distinguished each version were as follows:
Further evolutions of the YB included a reduced-emissions road version, as well as the block used in theEscort RS Cosworth (which used the Sierra floorpan). The engine stopped being used on new cars in 1997, with theFocus WRC and road-going Focus RS instead relying onZetec designs.
Cosworth experimented withturbocharged BD derivatives, before settling on an all-new turbocharged 1,500 cc (91.5 cu in)V6 engine to be badged as the Ford TEC (internally it was known as the GB-series). This had a long development history dating back to the1984 British Grand Prix atBrands Hatch where Cosworth andFord's competition department agreed to build a new turbo engine to replace the outdated DFV / DFY series. The TEC raced only briefly, in1986, with theHaas Lola team and in1987 with theBenetton team. The development of the GBA engine at Cosworth became the subject of a British TV documentary in Channel Four'sEquinox series, broadcast in 1986.[18][19]
TheGBA was designed by Keith Duckworth and Geoff Goddard, though many in Formula One doubted Duckworth's ability to design another truly competitive engine due to his known distaste for turbocharging in general. Rather than design an entirely new engine, Duckworth instead chose to originally try and develop an old, modified4 cylinder BDA sports car engine as he believed 4 cylinder engines were more compact and economical than a V6 (Cosworth's chief race engine designer Geoff Goddard was against the idea of the straight 4, but reluctantly let Duckworth go down that path[20]). However, after numerous failures of the test engines on thedynamometer which were eventually traced to an incurable vibration at the crankshaft, Duckworth and Goddard designed an all new 120° V6 engine instead, the same configuration as theFerrari V6 turbo engine used from 1981 to 1986. The BDA engine was originally limited to 10,000 RPM in sports car racing, but with a turbo its failures generally happened at around 11,000 RPM. The first 4-cylinder test engine was so badly damaged that it actually changed the shape of the engine block to the point where the crankshaft would not move- the engine was simply not designed to be turbocharged. As around 4 months had been lost in trying to get the 4 cylinder engine to work, Ford and Cosworth's plan for the engine to debut with Haas Lola in1985 was pushed back to the 1986 season.
The GBA engine was first road tested by Haas Lola's lead driver,1980 World ChampionAlan Jones in the newLola THL2 at theBoreham Circuit inEssex just north-east of London on 21 February 1986. In freezing, snowy conditions (−6°Celsius) at approximately 10 AM, the V6 turbo, running a conservative 2.5 BAR boost setting, ran cleanly although the engine management electronics developed byMotorola in theUnited States and Cosworth had not yet been finalised and the engine ran with the same electronics that were used on the dynamometer. Also present at the test were Duckworth, Goddard, the THL2's designerNeil Oatley, the teams #2 driverPatrick Tambay and other staff from both Haas Lola, Ford and Cosworth.
The engine made its Formula One debut with Jones driving the Lola THL2 at the1986 San Marino Grand Prix, the third round of the 1986 season (for the opening two races inBrazil andSpain, the team used their 1985 car, theHart 415-T turbo poweredLola THL1, while Tambay also drove the THL1 at Imola). Jones qualified in 21st place and retired after 28 of the races 60 laps due to overheating. Jones also recorded the engine's first finish when he placed 11th in theBelgian Grand Prix. Jones and teammatePatrick Tambay captured the Ford V6 turbo's first ever points when they finished 4th and 5th respectively in theAustrian Grand Prix, with Jones backing up in the next race inItaly with a 6th-placed finish, the final points the engine would gain in 1986.
Producing approximately 900 bhp (671 kW; 912 PS), the turbocharged V6 is the most powerful Formula One engine designed and built by Cosworth. With Haas Lola not competing in 1987, Benetton, having lost the use of the 4 cylinderBMW engines when the German giant pulled out of Formula One, signed with Ford to race their V6 for the season. While in 1986 turbo boost had been unrestricted by the rules, 1987 saw the FIA introduce the pop-off valve to the turbocharged engines in a two-year plan to outlaw the turbos and make all Formula One engines 3.5 litres and naturally aspirated by the start of the1989 season. While Cosworth adapted the TEC to 1987's 4.0 Bar turbo limit and the new 195 litre fuel limit, development of the V6 turbo engine which would be obsolete in less than two years virtually stopped. Cosworth instead worked on the DFR V8 that was introduced with Benetton in1988.
With the reduction in turbo boost limit not affecting the Ford V6 as much as others such asHonda, BMW and Ferrari which had more horsepower to lose, the turbo engine would be more competitive with Benetton in 1987, withTeo Fabi taking the engine's first podium with third inAustria, followed by its last podium whenThierry Boutsen also scored third in the last race of the season inAustralia.
TheHB DFV/DFZ/DFR replacement was designed by Geoff Goddard as a 3,498 cc (213.5 cu in) (96 mm x 60.4 mm) V8, introduced with the Benetton team midway through 1989, making its debut at theFrench Grand Prix. It won the Japanese Grand Prix that year (Benetton used both the original HBA1 and the development HBA4 in 1989).
As Ford's de facto works team, Benetton maintained exclusivity with this model through the rest of 1989 and1990.1991 saw the introduction of customer units, two specifications behind their works equivalents. In 1991, these were supplied to the fledglingJordan Grand Prix outfit, and for 1992, Lotus.1993 saw the customer deal extended toMcLaren who had lost the use of theirHondaV12 engines after 1992. Using the customer HBA7 (and later a customer HBA8), McLaren won five Grands Prix with triple World ChampionAyrton Senna that year.
The HBA1 V8 was introduced in 1989. It exploited a narrower 75° vee-angle rather than the 90° used in the DFV series, and was originally rated at approximately 630 bhp (470 kW; 639 PS). By 1993, the factory HBA8 V8 engine used by Benetton was producing approximately 700 bhp (522 kW; 710 PS) at 13,000 rpm.[21] Although the HB V8 was less powerful than theV10s and V12s used by rivalsRenault, Honda, andFerrari, its advantage was that it was lighter and gave better fuel economy.
A Jaguar-badged version of the HB was developed byTom Walkinshaw Racing to the tune of 650 bhp at 11,500 rpm for sports car racing, fitted to the extremely successfulJaguar XJR-14.
The HB was developed into the 3,498 cc (213.5 cu in) (100 mm x 55.7 mm)EC V8 for the 1994 season. This engine, producing about 740 bhp @ 14,500rpm, was badged as Ford Zetec-R, andMichael Schumacher won theDrivers' World Championship with Benetton (his first of a record 7 championships), in1994. This was the last Ford-powered F1 title.
For the1995 season, the F1 engine regulation changed to 3 litres, and the EC's bore and stroke were changed to 94mm x 53.9mm, resulting in 2,992 cc (182.6 cu in)ECA, which was introduced at about 600 bhp, and developed to 610 to 630 bhp at 14,000rpm. It was exclusively used by theSauber team, whose biggest success of the year wasHeinz-Harald Frentzen's third place atMonza.[22]
Customer unit CosworthED (not badged as Ford Zetec-R) for non-works teams was also made for 1995 with about 580 bhp forSimtek (called the EDB),Pacific Racing (EDC) andForti (EDD) teams.Minardi continued with Magneti Marelli engine management as per their HB in 1994, this version having the Cosworth designationEDM. At the first test with the EDM,Luca Badoer reported that this engine felt less powerful then the 3 litre 9000rpm rev limited engine he had used to win the F3000 championship in 1992. Cosworth later updated the ED toED 2/4 forTyrrell andLola with 2,995 cc (182.8 cu in) (94mm x 53.95mm) displacement for 600 bhp, which was used until the end of1997 season.
In order to produce a higher power at higher rpm, a completely new 2,992 cc (182.6 cu in) (89mm x 48.1mm)JD 72° V10 was designed for 1996, which produced about 670 bhp at 15,800 rpm, and used bySauberFormula One team. This engine was further developed intoVJ andVJM with the same V-angle, bore and stroke, reaching 720 bhp for racing, and 730 bhp for qualifying, at 16,500 rpm. All three of these engines were badged as Ford Zetec-R as well, and used by several teams. In its debut season, the best result was another third place, this time taken byJohnny Herbert atMonaco. This was surpassed one year later byRubens Barichello's sensational second place, again atMonaco, which was the first points finish for the newly formedStewart Grand Prix team.
TheStewart Grand Prix team effectively became the Ford works team, and used CosworthCR-1 engines from its first season in 1997, which was a much lighter version of VJM, ultimately reaching 770 bhp at 16,500 rpm by 2001. Over the next few years Ford had increased its involvement with the Stewart team, and finally bought the team, renaming itJaguar Racing for 2000. Ford pulled out of F1 at the end of 2004, but the team (bought by and renamedRed Bull Racing) continued to use Cosworth V10 engines until switching to a Ferrari V8 for 2006.Minardi also used re-badged Cosworth engines until 2005.
Williams began testing the newCA2006 2.4-litre V8 in November 2005, which produced about 755 bhp @ 19,250 rpm (314.7 hp/L),[23] and began using CosworthV8 engines for the 2006 season. In the same year,Scuderia Toro Rosso used detuned V10 engines based on the 2005 units.
In 2007, however, the company was left without a partner when Williams chose to switch toToyota power, and Scuderia Toro Rosso made the switch toFerrari engines (as used in 2006 by their mother teamRed Bull Racing).
In Max Mosley's letter following the withdrawal of Honda from Formula One in December 2008, it was announced that Cosworth had won the tender to provide a standard engine to any interested participants. The new engine would become the standard design and manufacturers could opt to use whole units, construct their own from designs provided by Cosworth, or produce their own engine with the caveat that it be limited to the same power as the new "standard" engine.
In 2010 Cosworth returned as the engine supplier forWilliams and three new teams;Hispania Racing,Lotus Racing andVirgin Racing. TheCA2010 is the same 2.4-litre V8 base of the CA2006 used by Williams, but has been re-tuned for the then-mandated 18,000 rpm limit required on all engines, down from its original 20,000 rpm implementation.[24] First units were ready and shipped to teams in mid-January for fitting 2 weeks prior to first track testing for the year.[25]
Cosworth designed a series of replacements for the DFS to be used in IndyCar andChamp Car racing: the X-series, beginning in 1992 with theXB. TheXF was developed for the 2000 season to replace theXD, and was chosen as the spec engine for theChamp Car World Series in 2003. The most recent derivative of theXF, the 2,650cubic centimetres (161.7 cu in)XFE quad-cam 90° V8 overhead camshaft, continued in that role through the 2007 season. The Champ Car World Series imposed a rev limit of 12,000 rpm down from the over 15,000 rpm of 2002. The 2004 model of the XFE had a rated power of nominal 750horsepower (559 kW; 760 PS) at 1,054 mmHg (intake boost pressure), and a maximum power of 800 bhp (597 kW; 811 PS) at 1130 mmHg (during Push-to-Pass). The 2004 XFE maximum speed was 12,000 rpm (rev limited) and torque of 490 N⋅m (361 lbf⋅ft). The aluminium and iron turbo housing ran a boost of 5.9 psi at sea level (= boost of 12 inches of mercury which is 41.5 inches of mercury absolute). The Methanol-fuelled engine used a steel crankshaft and aluminium alloy pistons. Weight was 120 kg (264.6 lb) and length was 539 mm (21.2 in).
In 2007, the Ford name was removed from the engine as the manufacturer elected not to continue sponsorship of the series.[26] Several other engine changes were made, notably the removal of the calibrated "pop off valve" designed to limit turbo boost pressure, replaced by engine electronics. The rated life of the engine was 1,400 miles (2,300 km) between rebuilds. Engines were sent by the race teams to Cosworth for the rebuild. In 2007, Champ Car switched to the newPanoz DP01 chassis, which was said to provide better ducting of airflow into the engine. The Champ Car World Series merged into theIndy Racing LeagueIndyCar Series prior to the 2008 season, and Cosworth does not currently provide engines to any American open wheel racing series.[citation needed]
In mid-2003, Cosworth provided the 3.5 L V8XG badged as a Chevrolet Gen 4 engine to IRL IndyCar Series teams after the proprietary Chevrolet Gen 3 engine proved inadequate against rival Hondas and Toyotas during the 2003 season.[citation needed] While many teams left Chevrolet after the 2003 season, those that stayed saw a significant improvement in performance with the new "Chevworth" engine compared to their previous units. The XG finished second in its first race at Michigan on July 27, 2003. Sam Hornish Jr. went on to win 3 races that season with the new XG. The XG was reduced in size to 3 L for 2004 season and it won one race in 2005 during Chevrolet's final season in IRL.
Currently these are 300horsepower (224 kW; 304 PS) 2,300cubic centimetres (140.4 cu in)straight-four engines based on theMazda MZR engine developed in cooperation withMazda. Changes includes a billet crankshaft, barrel throttle bodies, new cylinder head with larger valves, pistons, con rods and camshafts. A detuned 250horsepower (190 kW; 250 PS) version, targeting club racers, is sold to the consumer market. This engine retains the standard crankshaft, and has a different cylinder head. Both engines are built by Cosworth in Torrance, California, under the guidance of newly appointed technical designer Wayne Merry (formerly of Cosworth in Worcester UK).
Best known in Europe for its relationship with Ford[1] – in particular because of the Cosworth name in the vehicle title on the high-performanceFord Sierra RS Cosworth andFord Escort RS Cosworth,[1] but also in the creation of other Ford models; theEscort RS1600,Escort RS1800,RS200, andScorpio 2.9i 24V.
In the US, the name has also appeared in the title of a road car (well before it did in Europe) as the Cosworth version of theChevrolet Vega. Only 3,508 1975 and 1976 Cosworth Vegas were produced from March 1975 through 1976. The engine features the Vega sleeveless, aluminium-alloy block fitted with forged components. The twin-cam, 16-valve, aluminium cylinder head design was assisted by Cosworth, butChevrolet did the development work. The engine featureselectronic ignition,Bendixelectronic fuel injection, and stainless steel headers.[27] The final USemissions standardised version produces 110 bhp. Cosworth'sEA racing version was not successful due to engine block structural failures. Chevrolet later produced a heavy-duty 'off-road' block with thicker walls to better withstand the racing application, but by that time Cosworth had moved on. Projected first year sales of the Cosworth Vega had been 5,000. With only 3,508 cars produced and many unsold, the car was discontinued. 1,500 hand-built Cosworth Vega engines were simply scrapped for lack of demand.[28]
Other published projects forAdam Opel AG include theOpel Ascona 400 /Manta 400 rally cars and the 2.0L 16V engines in theOpel Kadett,Opel Astra GSi,Opel Vectra andOpel Calibra turbo.[citation needed]
Other companies known to have benefitted from the Cosworth engineering input areMercedes-Benz (with the 190 E 2.3-16) andAudi (notably theirRS cars).
Cosworth's involvement withMercedes-Benz came with moves in the mid-1980s from the German manufacturer to re-enter motorsport after retiring from direct factory participation after the1955 Le Mans crash which killed 80 spectators. Mercedes-Benz was looking to create aGroup B rally car out of its newW201 Chassis (190E Model) and turned to the expertise of Cosworth to shorten the development time for this project.[citation needed]
The request was a huge surprise for Cosworth, and the original brief for a 320 bhp engine based on the 136 bhp Mercedes M102 2.3-litre SOHC 4-cylinder engine was duly passed to Mike Hall, who "drew the famed DFV and BDA engine".[29] Designed around the existing M102 head bolt pattern, the new twin cam, 16-valve, pentroof head, had its valves set at 45° included angle, rather than the 40° angle of theBDA.[29] The valves were the biggest that could be fitted into the combustion chamber. Flat top pistons delivered the 10.5:1 compression ratio. The new CosworthWAA[30] engine also was Cosworth's first one-piece head, i.e. the camshaft carrier was cast integral with the head itself. Again the constraints of the existing head-bolt pattern meant that Hall had to shift the camshaft bearings from outside each pair of cam lobes as in the BDA to in between each cylinder's pair of cam lobes. The upside being that this configuration made for less flex at high rpm.[29]
The advent of the AWD turboAudi Quattro gave the rear-wheel-drive, normally aspirated 190E rally car no chance of being successful and the competition car was stillborn. Instead Mercedes-Benz decided to recoup its development cost by selling the car as a road going sports-sedan. Hall detuned the WAA race engine to 185 bhp by reducing the port diameters and a more restrictive fuel injection and induction was substituted for the race items to complete the detune.[29] All WAA 2.3-16 engines were built in the Cosworth factory with the heads being produced by the Coscast method.
Cosworth assisted with the later 2.5-16 engine (WAB), and the short-stroke 2.5-16 Evo engines (WAC) although these were all manufactured in house by Mercedes-Benz.[citation needed] The 190E 2.3-16 became the basis for privateer Mercedes entries into the DTM from 1988. The short-stroke 2.5-16 190E EVO II was race-developed to 375+ bhp, gaining the 1992 DTM crown withKlaus Ludwig at the wheel.
A 4,300 cc (262.4 cu in) V10 designatedWDA was also built and tested in a Volvo S80 in 1997, but this did not see production.
In 2020, Gordon Murray Automotive commissioned Cosworth to design and build a 3,994 cc (243.7 cu in) V12 for use in their newT.50 sports car; which produces 663 PS (488 kW; 654 hp) at 11,500 rpm, and 467 N⋅m (344 lbf⋅ft) of torque at 9,000 rpm.
Cosworth was chosen byBugatti to develop aV16 engine as part of thehybrid powertrain for the upcomingBugatti Tourbillon. The engine is reported to produce 1,000 PS (735 kW; 986 hp) and 900 N⋅m (664 lb⋅ft).[31]
Cosworth made an attempt at designing a fullFormula One Grand Prix car in 1969. The car, designed byRobin Herd, used an original4WD transmission designed by Keith Duckworth (different from theFerguson used by all other 4WD F1 cars of the 1960s) and powered by a magnesium version of the DFV unit. The car was planned to drive at the1969 British Grand Prix, but it was silently withdrawn. When Herd left to formMarch Engineering, the project was cancelled. The external design of the car was a product of Herd's use ofMallite sheeting (a wood-aluminium laminate composite) for the principal structural monocoque sections, a technique he pioneered on the firstMcLaren single-seat cars, including theMcLaren M2B of 1966.
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