Cosworth
This article needs additional citations for verification. (December 2019) |
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 |
Drivers' Championships | 13 |
Race victories | 176 |
Podiums | 535 |
Points | 4463.50 |
Pole positions | 140 |
Fastest laps | 161 |
Cosworth[1] is a British automotive engineering company founded in London in 1958, specialising in high-performance internal combustion engines, powertrain, and electronics for automobile racing (motorsport) and mainstream automotive industries. Cosworth is based in Northampton, England,[1] with facilities in Cottenham, England, Silverstone, England, and Indianapolis, IN, US.
Cosworth has collected 176 wins in Formula One (F1) as engine supplier, ranking third with most wins, behind Ferrari and Mercedes.[3]
Corporate history
This section needs additional citations for verification. (July 2017) |
The company was founded as a British racing
Both of the co-founders were former employees of Lotus Engineering Ltd., and Cosworth initially maintained a strong relationship with Colin Chapman; and initial revenues of the company came almost exclusively from Lotus. 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 of Lotus 15 through 26 (Elan), as well as leading the Team Lotus contingent at foreign races, as evidenced by the 1962 Le Mans Lotus scandal.
Initial series production engines (Mk.II, Mk.V, Mk.VIII, and Mk.XIV) were sold to Lotus exclusively, and many of the other racing engines up to Mk.XII were delivered to Team Lotus. The success of Formula Junior engines (Mk.III, IV, XI, and XVII) started bringing in non-Lotus revenues, and the establishment of Formula B by the Sports Car Club of America (SCCA) allowed the financial foundation of Cosworth to be secured by the increased sales of Mk.XIII, a pure racing engine based on Lotus TwinCam, through its domination of the class. This newly found security enabled the company to distance itself from the Lotus Mk.VII and Elan optional road engine assembly business, and allowed its resources to be concentrated on racing engine development.
The first Cosworth-designed
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. Another success by the BD series in the 1970s put Cosworth on a growing track.[
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 out the ownership 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 by Carlton 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 company Vickers plc bought Cosworth in 1990.[4]
In September 1998, Vickers sold Cosworth to Audi. 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 sold Cosworth Technology to Mahle GmbH.[5] Cosworth Technology was then renamed as MAHLE Powertrain on 1 July 2005.[6]
On 15 November 2004 Ford sold Cosworth Racing to
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 the United States Navy to develop a heavy fuel engine for their RQ-21A Blackjack unmanned aerial vehicle (UAV).[7][8][9]
Staying true to the company roots, Cosworth established an engineering partnership with
Cosworth supplied its last premier class racing engines to one F1 team in 2013, the Marussia F1 Team.[11]
Internal combustion engines
Early types
The following is the list of initial products, with
designation | year | block |
displacement | claimed power | 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 | 997cc | 75 bhp | First series production engine, A2 cam | Formula Junior |
Mk.III | 1960 | 105/107E | 997cc | 85–90 bhp | A3 cam, optional dry sump | Formula Junior |
Mk.IV | 1961 | 105/107E | 1098 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 | – | Experimental Lotus TwinCam. For Lotus 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 | Racing Lotus 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 | |
Mk.XIV | 1963 | 116E | 1,498 cc | 100 bhp | Improved Mk.VIII | Lotus Seven |
Mk.XV | 1963 | 116E | 1,594 cc | 135–145 bhp | Racing Lotus 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[12] |
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 for Lotus Elan Special Equipment optional road engines with special camshafts and high compression pistons.
The final model of the above initial series was the MAE in 1965, when new rules were introduced in
The SCA series
A year before the introduction of the MAE, the single overhead cam two valve SCA was introduced. It was a 997 cc engine based on
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 stroke SCB was built to compare against the 1,498 cc Mk.XVI, and upon proving its superior power against the Mundy-designed two-valve crossflow DOHC head, it acted as the benchmark for the development of FVA 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 for SCCA 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 | 1,498cc | 175 bhp | Experimental | Development of FVA |
SCC | 1965 | 116E | 1,098cc | 135 bhp | SCA with larger bore | North American sports car racing |
The FVA series
The Cortina Crossflow block was also the basis for the FVA (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 featured 16 valves operated by twin overhead camshafts driven by a train of 9 gears. The metering unit for the Lucas mechanical fuel injection was rotated by a toothed belt from the gear-driven inlet cam, while the exhaust cam directly drove an alternator 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 the DFV 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
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 | 1975 cc | 275 bhp | FVC with yet larger bore on aluminium block | 2 L sports car racing |
The DFV (Double Four Valve)
In 1966, Colin Chapman (Lotus Cars founder and principal of Team 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 the FVA above) and that a pure Cosworth V8 would be built based on this.
The DFV design used a similar
The DFV won on its first outing, at the
Although the DFV (bore: 3.373 inches (85.67 mm), stroke: 2.555 inches (64.90 mm), displacement: 2,992.98
The DFY, 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 of turbocharged 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 created Formula 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 Cosworth AC 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. The DFZ was produced as an interim model, but in 1988 Cosworth created the DFV's final evolution, the DFR, which soldiered on in F1 with smaller teams until 1991, scoring its last points – including a pair of second places by Jean Alesi – with Tyrrell 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.
DFV variants
The DFV spawned a number of derivations. In 1968; Cosworth created the DFV's first derivation, a 2,500 cubic centimetres (152.6 cu in) version for the Tasman Series, the DFW. 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 its
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, the Ford P68, failed to finish a single race because of repeated mechanical and electrical failures. Despite this handicap the DFV won the 24 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.
The DFL 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 the Group 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.
The BDA series
Cosworth solidified its association with Ford in 1969, by developing a
In 1970, the 1701 cc BDB was created for the
The iron block was also used for smaller displacements; starting with the very successful 1599 cc
In 1970, Ford asked Weslake and Co of Rye, 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 valve BDM (225 bhp) was developed with fuel injection for Formula Atlantic, and a 'sealed engine' version BDN (1599 cc, 210 bhp) followed in 1977 for Canadian Formula Atlantic series.
Largely known as 'Cosworth BDA', BDD and BDM were also very successful in Formula Pacific and Formula Mondial racing in Australia and New Zealand. In open wheel racing, Cosworth powered cars (Ralt RT4 and Tiga's) won Australian Drivers' Championship in 1982–1986 as well as winning the Australian Grand Prix in 1981–1984 (including wins by Alain Prost and Roberto Moreno) before the race became part of the Formula One World Championship in 1985, and won the New Zealand Grand Prix each year from 1982 to 1988. BDD and BDM engines were also prominent in the Australian Sports Car Championship during the 1980s, winning the 1987 championship.
The turbo charged 1778 cc BDT was created in 1981, which powered the never-raced RWD Escort RS1700T. In 1984, 4WD Ford RS200 debuted with a 1803 cc version of BDT, which was created for Group 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 by Brian Hart using a bespoke aluminium block and a large intercooler for RS200 Evolution, just as Group B was cancelled by the FIA. This BDT-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), the BDR, which was a BDA or BDB sold in kit form for the Caterham Super Seven in 1601 cc (120 bhp) and in 1701 cc (130 bhp) formats.
The Hart 420R and the Zakspeed F1 engines owe much to the BDA series, being essentially an aluminium-block derivative using similar heads.[15]
The GA/GAA V6
A fuel-injected belt-driven DOHC GA (also called the GAA) was based on the 60 degree V6 block of
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.[16]
The FBA and FBC V6
The FBA and FBC engines were found in the
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]
The YB series
The YB series of 1,993
The RS500 came to dominate
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 the
The various colour cam covers that distinguished each version were as follows: Red: YBB (Sierra Cosworth 2wd, both 3-door and Sapphire), YBD (Sierra RS500), YBJ (Sierra Sapphire 4wd, non cat); Green: YBG (catalyst equipped 4x4 Sierra Sapphire Cosworth); Blue: YBT (large-turbo Escort Cosworth); Silver: YBP (small-turbo Escort Cosworth).
Further evolutions of the YB included a reduced-emissions road version, as well as the block used in the
The GBA V6
Cosworth experimented with turbocharged 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 the 1984 British Grand Prix at Brands Hatch where Cosworth and Ford's competition department agreed to build a new turbo engine to replace the outdated DFV / DFY series. The TEC raced only briefly, in 1986, with the Haas Lola team and in 1987 with the Benetton team. The development of the GBA engine at Cosworth became the subject of a British TV documentary in Channel Four's Equinox series, broadcast in 1986.[19][20]
The GBA 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, modified
The GBA engine was first road tested by Haas Lola's lead driver, 1980 World Champion Alan Jones in the new Lola THL2 at the Boreham Circuit in Essex 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 by Motorola in the United 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 designer Neil Oatley, the teams #2 driver Patrick 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 the 1986 San Marino Grand Prix, the third round of the 1986 season (for the opening two races in Brazil and Spain, the team used their 1985 car, the Hart 415-T turbo powered Lola 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 the Belgian Grand Prix. Jones and teammate Patrick Tambay captured the Ford V6 turbo's first ever points when they finished 4th and 5th respectively in the Austrian Grand Prix, with Jones backing up in the next race in Italy 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 cylinder BMW 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 the 1989 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 in 1988.
With the reduction in turbo boost limit not affecting the Ford V6 as much as others such as
The HB V8
The HB 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 the French 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 and
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.
A Jaguar-badged version of the HB was developed by Tom Walkinshaw Racing to the tune of 650 bhp at 11,500 rpm for sports car racing, fitted to the extremely successful Jaguar XJR-14.
The EC, ECA, ED, EDM and ED 2/4 V8
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, and Michael Schumacher won the Drivers' World Championship with Benetton (his first of a record 7 championships), in 1994. This was the last Ford-powered F1 title.
For the
Customer unit Cosworth ED (not badged as Ford Zetec-R) for non-works teams was also made for 1995 with about 580 bhp for Simtek (called the EDB), Pacific Racing (EDC) and Forti (EDD) teams. Minardi continued with Magneti Marelli engine management as per their HB in 1994, this version having the Cosworth designation EDM. 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 to ED 2/4 for Tyrrell and Lola with 2,995 cc (182.8 cu in) (94mm x 53.95mm) displacement for 600 bhp, which was used until the end of 1997 season.
The JD, VJ and VJM V10
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 by
Further Formula One engines
The Stewart Grand Prix team effectively became the Ford works team, and used Cosworth CR-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 it Jaguar Racing for 2000. Ford pulled out of F1 at the end of 2004, but the team (bought by and renamed Red 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 new CA2006 2.4-litre V8 in November 2005, which produced about 755 bhp @ 19,250 rpm (314.7 hp/L),[24] and began using Cosworth V8 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 to
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 for
Other IndyCar and Champ Car engines
Cosworth designed a series of replacements for the DFS to be used in IndyCar and
In 2007, the Ford name was removed from the engine
There is evidence that Cosworth was working on a 3,400 cc (207.5 cu in) push-rod V8[citation needed] along the lines of the Ilmor/Mercedes 500I to exploit the peculiar loophole in the Indianapolis 500 rules on the definition of the word "pushrod engine", permitting such engines with extremely short pushrods higher turbocharger boost – this was assigned a project code CD but seemingly never completed.
In mid-2003, Cosworth provided the 3.5 L V8 XG 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.
Other Formula Atlantic engines
Currently these are 300
Other road engines
Best known in Europe for its relationship with Ford
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 the
Other published projects for
Other companies known to have benefitted from the Cosworth engineering input are Mercedes-Benz (with the 190 E 2.3-16) and Audi (notably their RS cars).
Cosworth's involvement with Mercedes-Benz came with moves in the mid-1980s from the German manufacturer to re-enter motorsport after retiring from direct factory participation after the 1955 Le Mans crash which killed 80 spectators. Mercedes-Benz was looking to create a Group B rally car out of its new W201 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".[30] 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 the BDA.[30] 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 Cosworth WAA[31] 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.[30]
The advent of the AWD turbo Audi 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.[30] 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 with Klaus Ludwig at the wheel.
A 4,300 cc (262.4 cu in) V10 designated WDA 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 new
Cosworth F1 car
Cosworth made an attempt at designing a full
Formula One World Championship results
Summary of F1 engine use
Season | Engine | Type | Disp. | Teams | Wins | Notes |
---|---|---|---|---|---|---|
1963 | Mk.IX | I4 |
1.5 | Lotus | 0 |
|
1964 | Mk.XVI | I4 | 1.5 | Cooper | 0 |
|
1965 | Mk.XVI | I4 | 1.5 | Lotus, Cooper | 0 |
|
1966 | SCA | I4 | 1.0 | Brabham, Lotus, Matra | 0 |
|
1967 | FVA | I4 | 1.6 | Brabham, Lola, Lotus, Matra, Protos | 4 |
|
DFV | V8 | 3.0 | Lotus | |||
1968 | DFV | V8 | 3.0 | Lotus, McLaren, Matra | 11 |
|
FVA | I4 | 1.6 | Matra | |||
1969 | DFV | V8 | 3.0 | Matra, Brabham, Lotus, McLaren | 11 |
|
FVA | I4 | 1.6 | Brabham, Lotus, Matra, Tecno | |||
1970 | DFV | V8 | 3.0 | Lotus, March, McLaren, Brabham, Surtees, Tyrrell, Bellasi, De Tomaso | 8 |
|
1971 | DFV | V8 | 3.0 | Tyrrell, March, Lotus, McLaren, Surtees, Brabham, Bellasi | 7 | |
1972 | DFV | V8 | 3.0 | McLaren, Lotus, Tyrrell, Surtees, March, Brabham, Poiltoys, Connew | 10 | |
1973 | DFV | V8 | 3.0 | Ensign
|
15 |
|
1974 | DFV | V8 | 3.0 | Maki
|
12 | |
1975 | DFV | V8 | 3.0 | Maki, Surtees
|
8 |
|
1976 | DFV | V8 | 3.0 | 10 | ||
1977 | DFV | V8 | 3.0 | 12 | ||
1978 | DFV | V8 | 3.0 | 9 | ||
1979 | DFV | V8 | 3.0 | 8 |
| |
1980 | DFV | V8 | 3.0 | Ensign
|
11 |
|
1981
|
DFV | V8 | 3.0 | 8 | ||
1982
|
DFV | V8 | 3.0 | Ensign
|
8 | |
1983
|
DFY | V8 | 3.0 | Williams, McLaren, Tyrrell | 3 |
|
DFV | V8 | 3.0 | Ligier
| |||
1984
|
DFY | V8 | 3.0 | Tyrrell | 0 | |
DFV | V8 | 3.0 | Spirit
| |||
1985
|
DFY | V8 | 3.0 | Tyrrell | 0 | |
DFV | V8 | 3.0 | Minardi | |||
1986
|
GBA | V6-T | 1.5 | Haas Lola | 0 | |
1987
|
GBA | V6-T | 1.5 | Benetton | 0 |
|
DFZ | V8 | 3.5 | Coloni
| |||
1988
|
DFR | V8 | 3.5 | Benetton | 0 |
|
DFZ | V8 | 3.5 | ||||
DFV | V8 | 3.0 | Dallara | |||
1989
|
HB | V8 | 3.5 | Benetton | 1 |
|
DFR | V8 | 3.5 | Coloni
| |||
1990
|
HB | V8 | 3.5 | Benetton | 2 | |
DFR | V8 | 3.5 | ||||
1991
|
HB | V8 | 3.5 | Benetton, Jordan | 1 |
|
DFR | V8 | 3.5 | Footwork
| |||
1992
|
HB | V8 | 3.5 | Benetton, Lotus, Fondmetal | 1 |
|
1993
|
HB | V8 | 3.5 | McLaren, Benetton, Lotus, Minardi | 6 | |
1994
|
EC Zetec-R | V8 | 3.5 | Benetton | 8 | |
HB | V8 | 3.5 | ||||
1995
|
ECA Zetec-R | V8 | 3.0 | Sauber
|
0 |
|
ED | V8 | 3.0 | Minardi, Forti, Simtek, Pacific | |||
1996
|
JD Zetec-R | V10 | 3.0 | Sauber
|
0 |
|
ECA Zetec-R | V8 | 3.0 | Forti | |||
ED | V8 | 3.0 | Minardi | |||
1997
|
VJ Zetec-R | V10 | 3.0 | Stewart | 0 | |
ECA Zetec-R | V8 | 3.0 | Lola | |||
ED | V8 | 3.0 | Tyrrell | |||
1998
|
VJ Zetec-R | V10 | 3.0 | Stewart | 0 | |
JD Zetec-R | V10 | 3.0 | Tyrrell, Minardi | |||
1999
|
CR-1 | V10 | 3.0 | Stewart | 1 | |
VJ Zetec-R | V10 | 3.0 | Minardi | |||
2000
|
CR-2 | V10 | 3.0 | Jaguar | 0 |
|
VJ Zetec-R | V10 | 3.0 | Minardi | |||
2001
|
CR-3 | V10 | 3.0 | Jaguar | 0 |
|
VJ Zetec-R | V10 | 3.0 | Minardi | |||
2002
|
CR-4 | V10 | 3.0 | Arrows
|
0 | |
CR-3 | V10 | 3.0 | Arrows
| |||
2003
|
CR-5 | V10 | 3.0 | Jaguar | 1 |
|
RS1 | V10 | 3.0 | Jordan | |||
CR-3 | V10 | 3.0 | Minardi | |||
2004
|
CR-6 | V10 | 3.0 | Jaguar | 0 |
|
RS2 | V10 | 3.0 | Jordan | |||
CR-3L | V10 | 3.0 | Minardi | |||
2005
|
TJ2005 | V10 | 3.0 | Red Bull, Minardi | 0 |
|
2006
|
CA2006 | V8 | 2.4 | Williams | 0 |
|
TJ2005 | V10 | 3.0 | Toro Rosso | |||
2007–2009: Cosworth did not supply any engines in Formula One. | ||||||
2010
|
CA2010 | V8 | 2.4 | 0 | ||
2011
|
CA2011 | V8 | 2.4 | Williams, HRT, Virgin | 0 | |
2012
|
CA2012 | V8 | 2.4 | HRT, Marussia | 0 | |
2013
|
CA2013 | V8 | 2.4 | Marussia | 0 | |
2014–present: Cosworth did not supply any engines in Formula One. |
See also
References
Notes
Citations
- ^ a b c d e f g h i j k "Welcome to Cosworth". Cosworth.com. Cosworth. Archived from the original on 25 June 2017. Retrieved 3 July 2017.
- ^ "Cosworth's Hal Reisiger". Autoweek. 64 (7): 78. 17–31 March 2014.
- ^ "Stats - Engines". www.statsf1.com. Retrieved 10 June 2019.
- ^ "Mahle Company History 1980–1999". Mahle-Powertrain.com. Mahle. Retrieved 8 August 2010.[permanent dead link]
- ^ "Audi sells Cosworth engine group to Mahle". Automotive News. 23 December 2004.
- Mahle Powertrain. 1 July 2005. Archived from the originalon 2 November 2007. Retrieved 12 July 2010.
- ^ "Definitive Contract N6893608C0003". govtribe.com. Retrieved 15 January 2021.
- ^ Coppinger, Rob (7 March 2008). "US Navy commissions Cosworth for heavy fuel UAV engine development". Retrieved 15 January 2021.
- ^ "Boeing Subsidiary Insitu To Fit Cosworth AG Engine On US Navy's RQ-21 UAV". defenseworld.net. 16 September 2015. Retrieved 15 January 2021.
- ^ "Aston Martin Valkyrie - The Ultimate Hybrid Powertrain for The Ultimate Hypercar". media.astonmartin.com. 1 March 2019. Retrieved 15 January 2021.
- ^ "F1 Teams". cosworth.com. Cosworth. Archived from the original on 7 September 2012.
- Bob Gerard Racing on Cooper T71/73 for John Taylor at 1964 British Grand Prix, but was entered as "Ford 109E engine" for reasons unknown
- ISBN 978-1845848958.
- ISBN 978-1-870519-08-3.
- ^ "#Tech – the Cosworth BD engine". 16 April 2014.
- ^ "Engine – WESLAKE / COLOGNE GAA / GROUP-1 CAPRI". www.weslake-capri.com. Archived from the original on 19 October 2013. Retrieved 5 July 2017.
- ISBN 978-1-84584-115-7
- ^ "1987 WTCC Cars index". touringcarracing.net. Retrieved 5 July 2017.
- ^ Racing Channel (5 November 2014). "1986 Equinox – Turbo – The Cosworth V6 Turbo for the 1986 F1 Season (Part 1)". Archived from the original on 7 November 2021. Retrieved 5 July 2017 – via YouTube.
- ^ Racing Channel (5 November 2014). "1986 Equinox – Turbo – The Cosworth V6 Turbo for the 1986 F1 Season (Part 2)". Archived from the original on 7 November 2021. Retrieved 5 July 2017 – via YouTube.
- ^ "cosworth-gb". motorsportmagazine.com. 7 July 2014. Retrieved 5 July 2017.
- ^ "Engine Ford Cosworth". www.statsf1.com. Retrieved 5 July 2017.
- ^ "Engine Ford Cosworth • STATS F1".
- ^ Taulbut, Derek. "Grand Prix Engine Development 1906-2000: Cosworth 2006 Type CA Series 6 Eg SO25" (PDF). Retrieved 18 January 2021.
- ^ "Cosworth expects engines to be strong – F1 | ITV Sport". Itv-f1.com. 20 July 2009. Archived from the original on 7 June 2010. Retrieved 12 July 2010.
- ^ "autosport.com". autosport.com. 12 January 2010. Retrieved 12 July 2010.
- ^ a b "Racing Engines & Parts: Cosworth Ford XFE Indy Car Engines Now Available". indycompetition.com. Retrieved 18 January 2021.
- ^ 1975 Chevrolet Cosworth Vega Shop manual supplement-engine description
- ^ Collectable Automobile-April 2000. Chevrolet's Vega
- ^ a b c d "Flying the Flag", Autocar 7 August 1985, pp32-33
- ^ "The Cosworth Story". Cosworthvega.com. Archived from the original on 18 May 2009. Retrieved 12 July 2010.
Further reading
- Tuchen, Bernd (2006). Ford in der Formel 1 1965 bis 1994. Die Geschichte des legendären Ford Cosworth DFV Motors. Seine Entstehung, seine Rennställe, seine Siege und Weltmeister (in German). ISBN 978-3-933474-38-4.
- Robson, Graham (1999). Cosworth: The Search For Power (4th ed.). ISBN 1-85960-610-5.
External links
- Official website
- List of Cosworth engine types Archived 22 February 2011 at the Wayback Machine
- List of f1 engines by year