Engine Developments Limited

Company type	Private limited company
Founded	1971 (1971)[1]
Headquarters	Rugby, Warwickshire , United Kingdom
Products	High performance racing engines
Website	www.juddpower.com

Judd is a brand of racing car engines built by Engine Developments Ltd., a company founded in 1971 byJohn Judd andJack Brabham inRugby, Warwickshire, England. Engine Developments was intended to build engines for Brabham's racing efforts, and became one of the first firms authorised byCosworth to maintain and rebuild itsDFV engines, but has since expanded into various areas of motorsport.

Judd has provided engines for many major series, includingFormula One,Indycar and other smaller formula series, sports car racing, and touring car racing. They have been associated with manufacturers such asYamaha,MG,Mazda andHonda, although they have mainly been a privateer-engine supplier.

Judd AV[2][3][4][5][6]
Overview
Manufacturer	Judd
Production	1984–1990
Layout
Configuration	90°V8
Displacement	2.6 L (2,643 cc)
Cylinder bore	92 mm (3.6 in)
Piston stroke	49.7 mm (2.0 in)
Valvetrain	32-valve,DOHC, four-valves per cylinder
Compression ratio	11:1
Combustion
Fuel system	Electronic fuel injection
Fuel type	Gasoline
Oil system	Dry sump
Output
Power output	740–850 hp (552–634 kW)
Torque output	350–470 lb⋅ft (475–637 N⋅m)[7]

As a result of Jack Brabham's long-standing relationship withHonda, Judd was hired by them to develop an engine for the company's return toFormula Two in association withRon Tauranac'sRalt team.

After the demise of Formula Two at the end of the 1984 season, Judd continued to develop new engines for Honda. The first was the Judd AV, aturbochargedV8 engine built for Honda'sCART campaign. It was first used on the CART circuit midway through the1986 season, fielded byGalles Racing and driverGeoff Brabham. It was initiallybadged as theBrabham-Honda, and scored a fourth-place finish at the1986 Michigan 500. In1987, the engine was used for the first time at theIndianapolis 500. RookieJeff MacPherson finished 8th in the engine's first Indy appearance. Brabham scored second-place finishes in 1987 atPocono andRoad America, as well as a third at the season finale at Miami.

The engine became known for its reliability and superior fuel mileage (particularly in the 500-mile races). However, it was at a decided power disadvantage compared to the top engine of the time, theIlmor-Chevrolet.

In 1988,Truesports with driverBobby Rahal took over as the primary team, and the "Honda" name and support was dropped from the powerplant. During the1988 season, Rahal took advantage of the engine's reliability in the 500-mile races, finishing fifth atIndianapolis and second at theMichigan 500. He then scored the first and only Indy car victory for the Judd engine, at the1988 Pocono 500. Rahal's ten top-10 finishes led to a third-place in the season points standings. A year later,Raul Boesel drove a Judd to a 3rd place in the1989 Indianapolis 500, which would be Judd's best Indy 500 result. In that race, all five Judds that qualified were running at the finish, with two in the top ten.

Judd continued to build upgrades to the AV into the early 1990s, even after Honda had stopped badging the engines. When Honda moved into the newFormula 3000 series, Judd again developed the company's engine. Based on the architecture of the AV, the new BV V8 was a naturally aspirated variant, and would eventually form the basis for the Judd CV Formula One engine.

Judd BV (Honda RA386E)[8][9]
Overview
Manufacturer	/ Judd-Honda
Production	1986–1992
Layout
Configuration	90°V8
Displacement	3.0 L (183 cu in)
Cylinder bore	92 mm (3.6 in)
Piston stroke	56.4 mm (2 in)
Valvetrain	32-valve,DOHC, four-valves per cylinder
Combustion
Fuel system	Electronic fuel injection
Fuel type	Gasoline
Oil system	Dry sump
Output
Power output	470–480 hp (350–358 kW)
Torque output	280 lb⋅ft (380 N⋅m)[7]

Judd KV[10][11][12]
Overview
Manufacturer	Judd
Production	1993–2004
Layout
Configuration	90°V8
Displacement	3.0 L (183 cu in)
Cylinder bore	88 mm (3.5 in)
Piston stroke	61.5 mm (2 in)
Cylinder block material	Aluminium andmagnesium alloy
Cylinder head material	Aluminium and magnesium alloy
Valvetrain	32-valve,DOHC, four-valves per cylinder
Compression ratio	13:1
Combustion
Fuel system	Direct fuel injection
Fuel type	Gasoline
Oil system	Dry sump
Output
Power output	450–520 hp (336–388 kW)
Torque output	290–300 lb⋅ft (393–407 N⋅m)
Dimensions
Dry weight	120 kg (265 lb)

After the company's departure from Formula One, Judd returned to Formula 3000 in 1995 with the development of the 3-litre KV V8 engine. Judd built the engines that every Formula 3000 team used, althoughZytek was tasked with maintaining the over 80 engines after they were built. Judd stopped production of the KV and the Formula 3000 series ended in 2004; contrary to rumour, Zytek did not use the KV engine as a basis for theA1 Grand Prix units in 2005, but used their own V8 designed by ex-Judd engineer Hiro Kaneda.^[13]

In 1988, in conjunction withMarch Engineering, Judd made the move into the recently reintroduced normally aspirated variant ofFormula One, which would completely replace turbocharged cars in 1989. By using the existing BV V8 as the starting point for their new F1 engine, Judd saved cost while at the same time producing a customer engine that could compete on track and in the marketplace with theFord-Cosworth V8s that were standard equipment for the (mostly smaller) teams competing to the new rules.

Judd CV[14][15]
Overview
Manufacturer	Judd
Production	1988–1990
Layout
Configuration	90°V8
Displacement	3.5 L (3,498 cc)
Cylinder bore	94 mm (3.7 in)
Piston stroke	63 mm (2.5 in)
Valvetrain	32-valve,DOHC, four-valves per cylinder
Combustion
Fuel system	Direct fuel injection
Oil system	Dry sump
Output
Power output	570–610 hp (425–455 kW)
Torque output	320–340 lb⋅ft (434–461 N⋅m)
Dimensions
Length	540 mm (21 in)
Width	545 mm (21.5 in)
Height	665 mm (26.2 in)
Dry weight	127 kg (280 lb)

The first Formula One engine developed by Judd, the CV, was built to the 3.5-litre engine formula fornaturally aspirated engines. The engine shared many design features with the Judd BV engine, but was expanded to 3.5 litres. March Engineering was the first team who signed to use the Judd CV. Reigning World Constructors' championWilliams was later forced also to turn to Judd, after they lost their supply of Honda engines for 1988. In addition,Ligier also bought CVs for use in the 1988 season. Judd-powered cars finished in podium positions four times during their debut season, with Williams' lead driver,Nigel Mansell, scoring Judd's first podium when he finished second at the very wet1988 British Grand Prix. The other podium finishes were the March ofIvan Capelli finishing 3rd inBelgium (he originally finished 4th on the road and many publications list this as so, but bothBenettonFord's, thus including 3rd placedThierry Boutsen, were disqualified post-season for illegal fuel and Capelli was then officially listed as finishing 3rd). Capelli also finished a strong 2nd behind theMcLarenHonda ofAlain Prost inPortugal before Mansell again finished 2nd, behind Prost, at the very next race inSpain.

During the1988 season, the Judd V8 was originally producing approximately 570 bhp (425 kW; 578 PS) (making Mansell's front row start at the opening race inBrazil all the more remarkable), and through constant development work throughout the season saw power rise to around 590 bhp (440 kW; 598 PS) by season's end (compared to around 610 bhp (455 kW; 618 PS) for theCosworth built and developedFord DFR V8, and around 670 bhp (500 kW; 679 PS) for theHonda V6 turbo). Despite its comparative lack of power, the Judd V8 was commonly the fastest of the non-turbo engines, and the slippery,Adrian Newey designedMarch 881's of Capelli and hisBrazilian team mateMaurício Gugelmin regularly recorded higher speeds through the speed traps than the Ford DFR and the superseded FordDFZ powered cars, with Gugelmin recording the fastest "atmo" speed trap of the season when he hit 312 km/h (194 mph) during qualifying for theGerman Grand Prix atHockenheim (though this was still considerably slower than the turbo-poweredMcLaren Hondas which were timed at 333 km/h (207 mph)).

It was at the race after Spain, the1988 Japanese Grand Prix, where Ivan Capelli's Judd-powered March became the first naturally-aspirated car to lead a lap of a Grand Prix since1983, when he briefly passed the McLaren Honda of two-time World Drivers' champion Alain Prost for the lead on lap 16 of the 51 lap race after Prost missed a gear coming out of theSuzuka Circuit's final chicane. However, the power of the Honda turbo told and by the first corner, Capelli was back to second. Unfortunately Capelli's Judd engine then expired just 3 laps later, ending a solid second half of the season where the Judd engines not only regularly challenged the more powerful Ford DFR used exclusively byBenetton, as the engine to have in the "atmo" class, but also challenged the might of McLaren Honda who through their drivers Prost and that years World Drivers' ChampionAyrton Senna, both won and scored pole in 15 of the 16 races that made up the Formula One season.

For the 1989 season, Judd developed the all-new narrow-angle Judd EV, with a more compact 76-degreeV angle, rather than the more conventional 90 degrees of the Judd AV/BV/CV, and the Cosworth DFV series. Construction of the CV continued as a cheaper alternative for smaller teams while power was upped to around 610 bhp (455 kW; 618 PS).Team Lotus andEuroBrun were the only CV customers, with Lotus finishing sixth in the Constructors' Championship. EuroBrun was originally the only team to continue with the CV unit into 1990, butLife eventually bought CV units to replace their failed in-houseW12 engine design.

Judd EV[16][9][17]
Overview
Manufacturer	Judd
Production	1989–1992
Layout
Configuration	76°V8
Displacement	3.5 L (3,495 cc)
Cylinder bore	99 mm (3.9 in)
Piston stroke	56.75 mm (2.2 in)
Valvetrain	32-valve,DOHC, four-valves per cylinder
Combustion
Fuel system	Direct fuel injection
Oil system	Dry sump
Output
Power output	620–680 hp (462–507 kW)
Torque output	320–400 lb⋅ft (434–542 N⋅m)[18]
Dimensions
Length	555 mm (21.9 in)
Width	525 mm (20.7 in)
Height	615 mm (24.2 in)
Dry weight	125–127 kg (276–280 lb)

The previous Judd CV was designed with a conventional 90-degree engine block. Following the 1988 season it was decided that a narrower vee-angle would be adopted to give a more compact engine; the original intent was a 75-degree vee, but limitations in Judd'sCNC equipment (it could only work in even-degree increments) meant that 76 degrees was used instead.

March Engineering upgraded their 1988 CV unit to an EV in 1989, whileBrabham was also supplied with the new engines. Brabham and March each scored one podium with the EV engine. Both teams continued with the EV in 1990, although March Engineering was renamedLeyton House Racing. Leyton House took the engine's only podium of the season, a second place at theFrench Grand Prix. For 1991, Team Lotus was the only team to use the older EV.

Judd GV[14]
Overview
Manufacturer	Judd
Production	1991–1992
Layout
Configuration	72°V10
Displacement	3.5 L (3,496 cc)
Cylinder bore	92 mm (3.6 in)
Piston stroke	52.6 mm (2.1 in)
Valvetrain	40-valve,DOHC, four-valves per cylinder
Combustion
Fuel system	Direct fuel injection
Oil system	Dry sump
Output
Power output	750 hp (559 kW)
Torque output	345 lb⋅ft (468 N⋅m)
Dimensions
Dry weight	130 kg (287 lb)

In the normally aspirated 3.5 litre formula, ten and twelve cylinder engines had proved to be more powerful than V8s. This prompted Judd to replace the CV and EV V8s with an all-new engine in 1991 for theBMS Scuderia Italia team. The new 72-degree angleV10 engine would carry the GV name. The engine was powerful, helping the team to a podium finish in theSan Marino Grand Prix.

Judd's agreement with Scuderia Italia ended following the 1991 season, leaving the GVs to be used by the Brabham team and newcomersAndrea Moda Formula in 1992. Neither team scored a point all season and Judd Engines pulled out of Formula One.

Following Judd's withdrawal from Formula One in 1992, John Judd turned toYamaha to continue production of his engines. Using the Judd GV V10 as a base, Yamaha developed an all-new cylinder head and branded the motor as the OX10, for use byTyrrell Racing in1993. Once again, Tyrrell were unable to score any points all season. An improved OX10B for1994 boosted Tyrrell's performance, as the team scored a podium and finished sixth in the Constructors' Championship.

Rule changes in1995 saw the OX10C (known by Judd as the HV) reduced to 3 litres, although the architecture of the engine was generally the same. Tyrrell's performance fell off again however, as the team scored five points and finished eighth in the championship.1996 saw the same points total from Tyrrell, although the new Yamaha OX11 (Judd JV) engine was an all-new design. After 1996 Tyrrell switched to using Ford-branded engines.

An updated C-Spec version of the OX11 was used byArrows in1997. Featuring a new bottom end, with changes consisting of a revised sump, crankshaft, oil pump and water pump; the OX11C had an extremely low centre of gravity (and a dry weight of 105 kg vs the Renault RS09's 121 kg) but was underpowered (708 bhp vs the RS09's 755 bhp) and most of all unreliable.

Consequently, a D-Spec was introduced for the fourth race, atImola, with significant improvements in the airflow management of the combustion chamber area, which permitted the OX11D to gain 20 hp, which along with superior Bridgestone tyres propelledDamon Hill to a second place at theHungaroring, the 11th race of a year that otherwise was pretty lacklustre withPedro Diniz's 5th place at theNürburgring as a last high point before Yamaha consequently pulled the plug on the failing project.

(key) (Races inbold indicate pole position) (Races initalics indicate fastest lap)

Judd GV10[19][20][21]
Overview
Manufacturer	Judd
Production	1992–1993
Layout
Configuration	72°V10
Displacement	3.5 L (3,498 cc)
Cylinder bore	94 mm (3.7 in)
Piston stroke	50.4 mm (2.0 in)
Valvetrain	40-valve,DOHC, four-valves per cylinder
Combustion
Fuel system	Direct fuel injection
Oil system	Dry sump
Output
Power output	650–700 hp (485–522 kW)[22][23]
Torque output	250–294 lb⋅ft (339–399 N⋅m)
Dimensions
Dry weight	135–145 kg (298–320 lb)

In 1991, theWorld Sportscar Championship introduced an engine formula nearly identical toFormula One. This was an attempt to decrease cost by allowing sportscar teams to purchase Formula One engines, while at the same time encouraging major sportscar manufacturers to enter Formula One. This allowed for Judd to offer their GV V10 to customers following modifications to meet the endurance requirements necessary in the World Sportscar Championship.

As financial troubles hit other teams, the Judd V10 became one of the few privately funded engines for the topC1 class.Mazda was forced to turn to Judd to replace their outlawed rotary engines, although the GV10s would be rebadged as Mazda MV10s. Euro Racing, also purchased GV10s for theirLola T92/10s. Mazda finished third in the team's championship while Euro Racing took fifth.

The World Sportscar Championship was cancelled in 1993, quickly ending Judd's first brief involvement in sports car racing.

Judd GV4[24][25]
Overview
Manufacturer	Judd
Production	1999–present
Layout
Configuration	72°V10
Displacement	4.0 L (3,997 cc)
Cylinder bore	94 mm (3.7 in)
Piston stroke	57.6 mm (2.3 in)
Valvetrain	40-valve,DOHC, four-valves per cylinder
Combustion
Fuel system	Direct fuel injection
Oil system	Dry sump
Output
Power output	730–750 hp (544–559 kW)
Torque output	332–375 lb⋅ft (450–508 N⋅m)
Dimensions
Dry weight	135–145 kg (298–320 lb)

After engine involvement withYamaha in Formula One, Judd returned once again to sports car racing. Believing that a large naturally aspirated engine would be fitting for use as a customer supply in theSports Racing World Cup, Judd resurrected the GV10 from a few years earlier. Expanded to four litres and upgraded with new technology, the new GV4 became a favorite choice for teams not running the dominantFerrari 333 SP, eventually winning the championship withRacing for Holland in2002 and2003. In2000, aDoran Ferrari 333 SP-Judd hybrid appeared, the performance of the Judd engine being deemed superior to that of the six-year-old Italian unit, which was no longer supported by Ferrari.

The GV4s also became powerful enough to contest for overall wins in the24 Hours of Le Mans, withOrecaDallaras running the GV4 finishing fifth and sixth in2002 as well as an overall victory for Doran Lista at theRolex 24 at Daytona the same year. The engine's reliability record at Le Mans was still patchy and, while it could challenge for the pole inDomes and Dallaras, the engine RPMs had to be reduced to ensure it survived the race.

Judd GV4.2[26]
Overview
Manufacturer	Judd
Production	2013–present
Layout
Configuration	72°V10
Displacement	4.2 L (4,198 cc)
Cylinder bore	94 mm (3.7 in)
Piston stroke	60.5 mm (2.4 in)
Valvetrain	40-valve,DOHC, four-valves per cylinder
Combustion
Fuel system	Direct fuel injection
Oil system	Dry sump
Output
Power output	750–775 hp (559–578 kW)
Torque output	383–430 lb⋅ft (519–583 N⋅m)
Dimensions
Dry weight	135 kg (298 lb)

The 4.2-litre GV V10 engine was designed and developed for the 2013 season as a result of the remarkable success of the GV4 engine in the Boss series. Compared to the 4.0-litre GV V10 engine, the 4.2-litre GV V10 has been modernized; with lighter cylinder heads, twin-barrel throttles, and a lower centre of gravity. The engine is also 10 kg lighter than the 4-litre version. The engine made its race debut inApril 2013 at theHockenheim circuit in Germany, scoring a double victory on its debut. The engine was expertly installed in the Benetton chassis by Kevin Mansell.

Further success has followed in the2014,2015 and2016 seasons.

Judd KV675[27]
Overview
Manufacturer	Judd
Production	2001–2005
Layout
Configuration	90°V8
Displacement	3.4 L (3,392 cc)
Cylinder bore	94 mm (3.7 in)
Piston stroke	61.1 mm (2.4 in)
Valvetrain	32-valve,DOHC, four-valves per cylinder
Combustion
Fuel system	Electronic fuel injection
Fuel type	Gasoline
Oil system	Dry sump
Output
Power output	450 hp (336 kW)
Torque output	265 lb⋅ft (359 N⋅m)

In 2001, theAutomobile Club de l'Ouest (ACO), organisers of the 24 Hours of Le Mans, announced new regulations forLe Mans Prototypes. The smaller LMP675 category would allow naturally aspirated V8 engines up to 3.4 litres. Using the design of theFormula 3000 KV V8, Judd expanded the engine to the maximum of 3.4 litres and reinforced it forendurance racing, creating the KV675.

In its debut year, the KV675 won the LMP675 championship in theAmerican Le Mans Series for Dick Barbour Racing. However, factory-supported efforts byMG and thenZytek were the dominant efforts in LMP675, so the KV675 only won its class at the2004 24 Hours of Le Mans. It also won the LMP2 class championship in the ALMS in2005. Both victories were forIntersport Racing, installed at the back of theirLola B2K/40.

Judd GV5[28][29]
Overview
Manufacturer	Judd
Production	2004–2012
Layout
Configuration	72°V10
Displacement	4,997 cc (5.0 L; 304.9 cu in) 5,496 cc (5.5 L; 335.4 cu in)
Cylinder bore	94 mm (3.7 in)
Piston stroke	72 mm (2.8 in) 79.2 mm (3.1 in)
Valvetrain	40-valve,DOHC, four-valves per cylinder
Combustion
Fuel system	Direct fuel injection
Oil system	Dry sump
Output
Power output	800–829 bhp (597–618 kW; 811–840 PS)
Torque output	445–550 lb⋅ft (603–746 N⋅m)
Dimensions
Dry weight	135–159 kg (298–351 lb)

In 2002, Judd introduced a variant of the GV4 known as the GV5. The engine capacity increase to five litres was an attempt to reduce rpms, increase torque, and increase reliability. The GV5 quickly proved its superiority over the GV4, when it took second place in the teams' championship in theRolex Sports Car Series in its debut year with DoranPescarolo Sport later went on to finish fourth at the2004 24 Hours of Le Mans with a GV5. The following year, Pescarolo finished in second place atLe Mans and won the teams' championship in theLe Mans Endurance Series.

The GV5 received an upgrade in 2006, using lighter materials to decrease the weight of the unit by 20 kg.^[30] The GV5 S2 showed its performance by taking the Pescarolo to second place once again at Le Mans behindAudi'sR10 TDI, as well as winning every event in theLe Mans Series season.

The engine was further upgraded in 2007, with an increase in displacement to 5.5 litres to produce more torque while attaining the maximum power at lowerrpms and improving fuel consumption, as the Judd GV5.5 S2.^[31]

Judd XV675[32]
Overview
Manufacturer	Judd
Production	2004–2008
Layout
Configuration	90°V8
Displacement	3.4 L (3,395 cc)
Cylinder bore	92.9 mm (3.7 in)
Piston stroke	62.6 mm (2.5 in)
Valvetrain	32-valve,DOHC, four-valves per cylinder
Combustion
Fuel system	Electronic fuel injection
Fuel type	Gasoline
Oil system	Dry sump
Output
Power output	540 hp (403 kW)
Torque output	270–350 lb⋅ft (366–475 N⋅m)

In an attempt to displaceFord andCosworth as the only supplier of engines in theChamp Car World Series, Judd proposed a variant of the KV675 for use in the series through an agreement with MG, who would badge the engine. The deal did not come to fruition, but the development work performed based on the KV675 to adapt it to Champ Car was transferred to sports car racing. The improved engine, known asXV675, retained the 3.4-litre layout but included technology developed from the GV series of engines to increase revs and performance while reducing weight.

The XV675 debuted in 2004 with mixed success.Ray Mallock Ltd. earned the XV675 one of its few successes, winning the LMP2 class at the2005 24 Hours of Le Mans, but the team later switched to theAdvanced Engine Research turbocharged LMP2 engine which had become dominant in the class. It was used until 2008.

Judd DB[33][34][35]
Overview
Manufacturer	Judd
Production	2004–2012
Layout
Configuration	90°V8
Displacement	3.0–4.4 L (183–269 cu in)
Valvetrain	32-valve,DOHC, four-valves per cylinder
Combustion
Fuel system	Direct fuel injection
Fuel type	Gasoline
Oil system	Dry sump
Output
Power output	540–670 hp (403–500 kW)
Torque output	267–352 lb⋅ft (362–477 N⋅m)
Dimensions
Dry weight	110–116 kg (243–256 lb)[36][37]

On September 12, 2007, Engine Developments announced their plans for a replacement for the XV675, termed the DB. Although it retained the 3.4-litre engine capacity, the unit was entirely new. Judd planned to work closely with a top LMP2 team in order to get better testing out of the DB in 2008 before the engine was released to any customers.^[38] The engine was found at the back of the numerousLola B08/80 LMP2 cars in the LMS championship where it competed against theZyteks and thePorsche RS Spyders.

The Judd HK engine, also known as theJudd-BMW HK, was introduced in 2011, in accordance with new regulations set forth by the ACO for engines in the LMP2 class to be based on production engines to lower costs.^[39][40] The base of the engine is the 4.0 litre V8,BMW S65, that was fitted to theE90 M3.^[41] The engine was designated, "HK", after Hiro Kaneda who had died in 2010 and who designed the AIM (GV5.5 S2) V10 engine.^[42] It appeared in cars such as theLigier JS P2,Lola B11/40,Lola B12/80,Norma M200P,Oreca 03 and thePescarolo 01, across multiple series in North America, Europe and Asia.^[39][43]

Judd HK[44]
Overview
Manufacturer	Judd
Production	2011–2016
Layout
Configuration	90°V8
Displacement	3.6 L (3,597 cc)
Cylinder block material	Aluminium alloy
Cylinder head material	Aluminium alloy
Valvetrain	32-valve,DOHC, four-valves per cylinder
Valvetrain drive system	Belt
RPM range
Max. engine speed	10,000
Combustion
Fuel system	Electronic fuel injection
Management	Motec M1 series
Fuel type	Gasoline
Oil system	Dry sump
Output
Power output	475 hp (354 kW)
Torque output	300 lb⋅ft (407 N⋅m)
Dimensions
Length	584 mm (23 in)
Dry weight	140 kg (309 lb)

In 1997, Engine Developments was chosen byNissan Motors to lead their engine development program on thePrimera for theBritish Touring Car Championship. Nissan went on to win the constructors' championship in 1998 and 1999, withLaurent Aïello winning the driver's title in 1999.

As part of MG's involvement with Judd elsewhere, the two worked together on MG's return to the British Touring Car Championship in 2004. Judd developed the K2000 engine for theMG ZS, withAnthony Reid finishing fourth in the driver's championship in their debut year. However, MG's financial troubles forced the company to drop out of the championship soon after, leaving the K2000 open to customers. Des Wheatley installed the engine in anMG Metro and won the BritishRallycross Championship.

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