Cosworth is an automotive engineering company
founded in London
in 1958,
specialising in engines
for automobile racing
(motorsport). It supplies a wide range of motorsport series,
including the
World Rally
Championship,
World
Superbikes and, as of 2010,
Formula
One.
Cosworth is based in Northampton
, England
, with a
North American facility in Torrance
, California
.
Cosworth has had a long and distinguished career in
Formula One beginning in 1963. Two Formula One
teams were supplied with Cosworth engines in 2006: the
Williams team using Cosworth
V8 engines,
transmission, and associated
electronics; and the
Scuderia Toro
Rosso team using rev-limited Cosworth
V10 based on 2005 spec engines. The end of the
2006 F1 season marked the end of Cosworth's remarkable 43 year
association with the series, as no team opted to use Cosworth for
2007. Cosworth will return to Formula One in
2010 as an engine supplier to
Williams and four new teams,
Team US F1,
Campos
Grand Prix,
Lotus F1 Team and
Manor Grand Prix. Cosworth is one
of the most successful engine manufacturers ever to race in F1,
second only to
Ferrari in
grand prix victories.
Cosworth was initially an independent company, then part of UEI and
subsequently Vickers. Despite its long association with
Ford, it was a subsidiary of
Ford for only a very short time. The
company was split into Technology and Racing divisions the Racing
division that retains the Cosworth name is now owned by
Gerald Forsythe and
Kevin Kalkhoven. The Technology division was
briefly owned by
Volkswagen and is now
part of
Mahle GmbH.
Since 2006 Cosworth has committed itself to engineering consultancy
and component manufacture for an increasingly diverse customer
base, including OEM automotive, aerospace, defence and aftermarket
sectors. The company is AS9100 and ISO9001 accredited, therefore
enabling it to operate in the most demanding and safety critical
environments. Current publicised projects range from an 80cc diesel
engine for unmanned aerial vehicles, through to an engineering
partnership on one of the world's most powerful normally aspirated
road car engines. Participation in world class competition
continues, with hardware and consultancy support being applied to
2009 entrants in World Touring Car Championship, Formula One and a
variety of GT and sportscar series.
A mainstay of the company's aftermarket product line is its Ford
inline-4 Duratec program.
Cosworth has broadened this range to supply complete high
performance
Subaru EJ25 engines and
components for
Subaru Impreza, as
well as components for
Mitsubishi Lancer Evolution and
Nissan vehicles with the
VQ35 engine. The company is also a
specialist piston supplier, designing and manufacturing forged
pistons for road and race vehicles from vintage and classic era's
through to leading edge designs for Superbike, World Touring Car,
and Formula One.
Corporate history
The
company was founded as a British
racing
engine maker in 1958 by
Mike Costin and Keith Duckworth (1933-2005 ) (COStin and
duckWORTH). Cosworth, despite being an independent company,
was supported by
Ford for many
years, and most of the Cosworth engines were Ford engines.
The company went through a number of ownership changes. After Keith
Duckworth decided he didn't want to be involved with the day-to-day
business of running a growing company, he sold out 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.
In 1998 Vickers sold the company to
Volkswagen Group , who remodelled Cosworth
into two separate companies,
Cosworth Racing and
Cosworth Technology . Volkswagen then signed a
deal with Ford, selling them the racing division which had long
made racing engines for Ford. Cosworth Technology (also known as
CT) offers powertrain development consultancy, and its patented
'Coscast'
aluminium casting process is
used by several
car makers,
including
Audi and
Aston Martin. Volkswagen Group sold Cosworth
Technology to the
Mahle GmbH in December
2004.
In September, 2004 Ford announced that it was selling Cosworth
Racing, along with its
Jaguar Formula
One team. On
15 November 2004, the sale of Cosworth was completed, to
Champ Car World Series owners
Gerald Forsythe and
Kevin Kalkhoven, who renamed Cosworth Racing
Limited to Cosworth Limited.
Engines
Association with Ford
Cosworth has had a long relationship with
Ford, which began when Cosworth started
manufacturing racing engines in 1959. These were modified versions
of the
Ford Kent engine for
Formula Junior. Cosworth began its
associating with
Lotus Cars by boring the
Kent out to for the
Lotus 7. and units were
developed in 1963 for use in
Formula B and
sports car racing, as well as for
powering the
Lotus Cortina. The final
evolution of the Cosworth-Kent, in 1965, was the MAE, when new
rules were introduced in
Formula 3
allowing engines. The domination of this engine was absolute as
long as these regulations lasted. As Cosworth had some difficulty
facing the demand, the MAE was mainly sold as a kit.
A year before the introduction of the MAE the SCA was introduced, a
1000 cc engine based on a
Ford
Cortina 116E block that raced in
Formula
2, and featured the first totally Cosworth-designed head.
The FVA series
The Cortina engine was also the basis for the FVA, an F2 engine
introduced in 1966, and developed under the same contract as the
DFV, for the new 1.6 L engine rules. This engine featured 16
valves operated by twin overhead cams driven by a train of 9 gears.
The metering unit for the Lucas mechanical
fuel injection was rotated by gear and belt
from the inlet cam, while the exhaust cam drove an alternator on
the rear of the head. It produced at least at 9000 rpm. This
engine dominated the category until 1971, and was also used in
sports car racing in 1.8 L form as the FVC. The FVA was
notable for being part of the same Ford contract that gave rise to
the DFV; the cylinder head on the FVA pioneered many of Duckworth's
ideas that would be used on the
V8
engine.
A larger engine was designed for endurance racing in the mid 1970s,
the FVC that displaced . The FVC produced only , down from the that
other twin-cam four cylinders such as the Hart 420S produced but
was more reliable.Two unusual features were gear-driven cams plus a
gear-driven alternator in the cylinder head. One was campaigned in
the USA's CanAm series in 1978 in the Osprey SR-1, built and driven
by Dan Hartill.
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
Formula One
engine. 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
cylinder head to the one
Duckworth had prototyped on the four-cylinder FVA units on a custom
Cosworth block and
crankcase, forming a
single 90°
V8 engine, thus creating a
legend in its own right, the
DFV - literally
meaning "
Double
Four Valve". This engine, and
its derivatives were used for a quarter of a century, and it was
the most successful in the history of
Formula 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 the 1967
Dutch Grand Prix in the hands of
Jim Clark, fitted to a
Lotus 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
of Ferrari
) 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 by McLaren
et al. Most
teams just built a tub around a Cosworth DFV and a Hewland gearbox. It
won a record 155 World Championship races, the last being
Detroit in 1983, powering a
Tyrrell driven by
Michele Alboreto.
Although the DFV (bore: 3.373", stroke: 2.555", displacement: )
with at 9,000 rpm did not produce as much power as some of its
rival 12-cylinder engines, it was lighter, resulting in a better
power 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.
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",
stroke: 2.316", displacement ) with 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 ; the DFV remained in this class
until 1992. The final F3000 engines gave , almost equalling the
1983 DFV which gave at 11,200 rpm.
In Formula One, a new DFV-based design was introduced for the new
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 thanks to the
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 version for the
Tasman Series, the DFW. DFV to DFW conversion
simply involved substitution of a short-stroke crank and longer
conrods.
One of the most successful and longest-lived projects of Cosworth
has been its
CART /
Champ
Car engine program. In 1975 Cosworth developed the DFX, by
destroking the engine to and adding a
turbocharger, the DFX became the standard
engine to run in
IndyCar racing, ending the
reign of the
Offenhauser, and
maintaining that position until the late 1980s. Ford backed
Cosworth with creating a new interim design for IndyCar racing in
the late 80s, the DFS, 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 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 L form for Mirage
and Rondeau (although the Mirage win in 1975 was with a
significantly de-tuned unit). A special endurance version,
the DFL, was then developed in two versions: one with and the other
with . Whilst the former version soon became known for its
reliability the latter version was a step too far and is largely
remembered as a failure.
The GA V6
A variant of the
Ford Essex engine
was developed for the
Ford Capris raced
in
Group 2 in the early 1970s. This had a
capacity of , and was highly competitive against the
BMW straight-sixes. The GA was also used in the later
years of
Formula 5000 in Europe.
The FBA and FBC V6
The FBA V6 in a MkIII Granada Scorpio
24v
The FBA and FBC engines engines were found in the
Granada and
Scorpio
Ultima. The FBA came first in 1991 also known as the 'BOA', it was
based on the
Ford Cologne V6 used in
the
Sierra and
Capri and other models and was a twin overhead
cam 24V conversion for more power, producing 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 , from a
variable intake system and reprofiled cams. The NVH was improved
with a change from a single chain to drive all four cams 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 individual throttle
butterflies for each cylinder.FBB and FBD engines did exist 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. These
engines are well known for their high torque and intoxicating
exhaust note. There are also companies that offer twin and single
turbo conversions and other modifications to increase power to
usually around . 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.
The BDA series
Cosworth increased its association with Ford in 1969, by developing
a
DOHC 16-valve
inline
four cylinder engine for road use in the
Ford Escort. Working from the Kent
block, Cosworth created a for
homologation purposes. The camshafts were
driven by a toothed belt, hence the name BDA, literally meaning
"
Belt
Drive,
A
type". Running in Group 2 and Group 4 on either
rallying or
touring
car racing, this engine could be enlarged to a maximum of . The
nominal homologation at capacity meant that BDA-engined cars
competed in what was usually the top class (1600 cc and up) so
were eligible for absolute victories rather than class wins.
In 1970, the BDC evolution received
fuel
injection for the first time. Two years later, the BDA series
was being used in
Formula 2, first at
around , until reaching a maximum of in 1973, as the developed BDG
form of the engine, which also received an aluminium block.
The block could also be shortened, starting with the
Formula Atlantic engine in 1970, followed
by the and variants for
SCCA club racing and
sports car racing.
In the
1980s, the engine saw its final incarnations, the BDR, used in the
road-going version of the Caterham
, and the 1.8 L BDT, which powered the never
raced Escort RS1700T, and the more competitive Ford RS200, which was created for Group B rallying. A evolution model was
developed by
Brian Hart just as Group B
was cancelled by the FIA. The BDT-E turbocharged versions gave over
in Group B rallycross configuration.
In 1970,
Ford asked Weslake and Co of Rye
to build the
BDA Engine for them, and by the end of 1970 the production line had
been installed at Rye and production was under way.
The
Hart 420R owes much to the BDA
series, being essentially an aluminium-block derivative using
similar heads.
The YB series
The YB series of engines are based on the older Pinto engine block,
and were introduced in the road-going
Ford Sierra RS Cosworth in 1986 with
. It was the first road going
turbocharged engine that developed more than
100 horsepower per litre, with 5,000 units built for homologation
purposes in
Group A, both for rallies and
touring cars. Racing versions could develop about . A limited
edition evolution model was introduced in 1987, the RS500, with
power now exceeding in full racing trim. The RS500 came to dominate
touring car racing in its
heyday.
Further evolutions of the YB included a reduced-emissions road
version, as well as the block used in the
Escort RS Cosworth (which used the
Sierra floorpan). The engine stopped being used on new cars in
1997, with the
Focus WRC
and road-going Focus RS relying on
Zetec
designs.
Other Formula One engines
Cosworth experimented with
turbocharged
BD derivatives before settling on an all-new turbocharged
V6 engine to be badged as the Ford TEC (internally
it was known as the GB-series). This had a long development history
but raced only briefly, in
1986, with the
Haas Lola team and in
1987 with the
Benetton Formula team.
The final DFV/DFZ/DFR replacement, the HB V8 was introduced with
the
Benetton team midway through
1989, winning the Japanese Grand Prix that year. This exploited a
narrower vee-angle than the DFV. As the works team, Benetton
maintained exclusivity with this model through the rest of 1989 and
1990. 1991 saw the introduction of customer units, two
specifications behind their works equivalents. In 1991, these were
supplied to the fledgling
Jordan
outfit, and for 1992,
Lotus.
1993 saw the customer
deal extended to McLaren, who won 5
Grands Prix with Ayrton Senna that
year. It was not until the introduction of the new Cosworth
unit, badged as a Ford Zetec-R, that
Michael Schumacher won the
Drivers World
Championship with Benetton, in 1994. This was the last Ford
powered F1 title.
A Jaguar-badged version of the HB was briefly used in sports car
racing, fitted to the extremely successful
Jaguar XJR-14.
Cosworth also developed a Ford-badged 72°F1
V10 engine for the
Sauber
Formula One team. (An unrelated V10
designated WDA was also built and tested in a Volvo S80, but this
did not see production).
Cosworth has subsequently made several V10 engines for a number of
Formula One teams. The
Stewart Grand
Prix team effectively became the Ford works team, and used
Cosworth CR-1 engines from its first season in 1997. 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. Jaguar pulled out of
F1 at the end of 2004, but the team (renamed
Red Bull Racing) continued to use Cosworth
V10 engines until switching to a Ferrari
V8 for 2006.
Minardi also used rebadged
Cosworth engines until 2005.
Williams began testing the new CA2006
2.4 L V8 in November 2005 and used the 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
Toyota power
and Scuderia Torro Rosso made the switch to
Ferrari engines (as used in 2006 by their
mother team
Red 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.
Cosworth will return in 2010 as the engine supplier for
Williams and four new teams,
Team US F1,
Campos
Grand Prix,
Lotus F1 Team and
Manor Grand Prix.
Other IndyCar and Champ Car engines
A 2004 Champ Car display engine
Cosworth designed a series of replacements for the DFS to be used
in IndyCar and
Champ Car racing: the
X-series, beginning in 1992 with the XB. The XF was developed in
2000, and was chosen as the spec engine for the
Champ Car World Series in 2003. The
most recent derivative of the XF, the 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. The 2004
model of the XFE had a rated power of nominal at 1054
mmHg (intake boost pressure), and a maximum power of at
1130 mmHg (during Push-to-Pass). The 2004 XFE maximum speed was
12,000 rpm (rev limited) and torque of . 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-fueled engine used a steel crankshaft and aluminum alloy
pistons. Weight was and length was .
In 2007, the Ford name was removed from the engine pieces as the
manufacturer elected not to continue sponsorship of the series.
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
between rebuilds. Engines were sent by the race teams to Cosworth
for the rebuild. In 2007, Champ Car switched to the new
Panoz DP01 chassis, which was said to provide
better ducting of airflow into the engine. The Champ Car World
Series merged into the
Indy Racing
League IndyCar Series prior to
the 2008 season, and Cosworth does not currently provide engines to
any American open wheel racing series.
There is
evidence that Cosworth was working on a pushrod V8 along the lines
of the Ilmor/Mercedes 500I to exploit the peculiar loophole in the
Indianapolis
500
rules permitting such engines higher turbocharger boost - this was assigned a
project code (CD) but seemingly never completed.
In 2004 and 2005, Cosworth provided a
Chevrolet badged engine to IRL IndyCar Series
teams after the proprietary Chevrolet engine proved inadequate
against rival Hondas and Toyotas during the 2003 season. 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.
Formula Atlantic engines
Currently these are
inline-4 engines
based on the
Mazda MZR engine.
Changes includes a billet crank, barrel throttle bodies, new head
with larger valves, pistons, con rods and camshafts. A detuned
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.
Road Engine Division / Cosworth Technology / MAHLE
Powertrain
Best known in Europe for its relationship with Ford - in particular
because of the COSWORTH name in the vehicle title on the high
performance
Sierra Cosworth
and
Escort Cosworth, but
also in the creation of other models; the
Escort
RS1600,
Escort
RS1800,
RS200, and
Scorpio 2.9i 24V.
1976 Chevrolet Cosworth Vega
Cosworth Vega 122 CID DOHC L4-110
hp
In the USA, the name has also appeared in the title of a road car
(well before it did in Europe) as the COSWORTH version of the
Chevrolet Vega, although it never had
the same positive public reaction as the European "Cossy"
Fords.
Only 3,508 1975 and 1976 Cosworth Vegas were produced from March
1975 through 1976. The engine features Vega's sleeveless,
aluminum-alloy block fitted with forged components. The twin-cam,
16 valve,
aluminum cylinder head design was assisted by
Cosworth, but
Chevrolet did the
development work which features
electronic ignition, Bendix
electronic fuel injection, and
stainless steel headers. The final US
emissions standardized version produces
110 bhp. Cosworth's EA 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 3508 cars produced and many unsold, the car was
discontinued. 1500 hand-built Cosworth Vega engines were simply
scrapped for lack of demand.
Other published projects for
General Motors include the
Opel Ascona 400 /
Manta 400 rally cars and the 2.0L 16V engines in
the
Opel Kadett,
Opel Astra GSi,
Opel
Vectra and
Opel Calibra
turbo.
Other companies known to have benefitted from the Cosworth
engineering input are
Mercedes-Benz
(with the 190 E 2.3-16),
Rolls-Royce, 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 tragic 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.
2.3-16 Targa Car
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 SOCH 4-cylinder engine was passed duly passed to Mike Hall,
who “drew the famed DFV and BDA engine”. Designed around the
existing M102 head bolt pattern, the new twin cam, 16 valve,
pentroof head, had its valves set a 45° included angle, rather than
the 40° angle of the BDA. 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 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 camlobes as in the BDA
to in between each cylinders pair of cam lobes. The upside being
that this configuration made for less flex at high rpm.
Mercedes 2.3-16 Cosworth WAA
Head
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
still born. Instead Mercedes Benz decided 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. All WAA 2.3-16 engines were
built in the Cosworth factory was 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. 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.
This aspect of the business was split from the racing division
following the sale of Cosworth to VW/Audi in 1998, before being
acquired by MAHLE in 2005. The business was renamed as MAHLE
Powertrain at that time.
Cosworth F1 car
The four-wheel drive Cosworth Formula
One car
Cosworth made an attempt at designing a full
Formula One Grand Prix car in 1969. The car,
designed by
Robin Herd, used an original
4WD transmission designed by Keith Duckworth
(different from the
Ferguson
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
the
1969 British Grand Prix,
but it was silently withdrawn. When Herd left to form
March Engineering, the project was
cancelled.
The external design of the car was a product
of Herd's use of Mallite sheeting (a
wood-aluminium laminate composite) for the principal structural
monocoque sections, a technique he pioneered on the first McLaren single-seat
cars, including the McLaren M2B of
1966.
Summary of F1 engine use
| Season |
Engine |
Type |
Disp. |
Teams |
Wins |
Notes |
| 1963 |
4 |
I4 |
1.5 |
Stebro, Lotus,
Brabham |
0 |
Ford entered to Formula One with Cosworth's Ford 4
engine |
| 1964 |
MAE |
I4 |
1.5 |
Cooper |
0 |
|
| LF |
I4 |
1.5 |
Brabham |
| 1965 |
4 |
I4 |
1.5 |
Brabham, Lotus, Cooper |
0 |
|
| 1967 |
FVA |
I4 |
1.6 |
Matra |
4 |
|
| DFV |
V8 |
3.0 |
Lotus |
| 1968 |
DFV |
V8 |
3.0 |
Lotus, McLaren, Matra |
11 |
|
| 1969 |
DFV |
V8 |
3.0 |
Matra, Brabham, Lotus, McLaren |
11 |
|
| 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,
Frank Williams Racing
Cars, Connew |
10 |
|
| 1973 |
DFV |
V8 |
3.0 |
Lotus, Tyrrell, McLaren, Brabham, March, Shadow, Surtees,
Iso Marlboro, Ensign |
15 |
|
| 1974 |
DFV |
V8 |
3.0 |
McLaren, Tyrrell, Lotus, Brabham, Hesketh, Shadow, March, Frank Williams Racing Cars,
Surtees, Lola,
Token, Trojan, Penske, Parnelli,
Lyncar, Ensign, Amon, Maki |
12 |
|
| 1975 |
DFV |
V8 |
3.0 |
McLaren, Brabham, Hesketh, Tyrrell, Shadow, March, Lotus,
Williams, Parnelli, Hill,
Penske, Ensign, Fittipaldi, Lyncar, Lola, Maki, Surtees |
8 |
|
| 1976 |
DFV |
V8 |
3.0 |
Tyrrell,
McLaren, Lotus, Penske, March, Shadow, Surtees,
Fittipaldi, Ensign, Parnelli, Wolf-Williams, Williams, Kojima, Hesketh, Maki, Brabham,
Boro |
10 |
|
| 1977 |
DFV |
V8 |
3.0 |
Lotus, McLaren, Wolf, Tyrrell, Shadow, Fittipaldi, Ensign, Surtees,
Penske, Williams, Boro,
LEC, McGuire, Kojima, Hesketh, March |
12 |
|
| 1978 |
DFV |
V8 |
3.0 |
Lotus, Tyrrell, Wolf, Fittipaldi, McLaren, Arrows, Williams, Shadow, Surtees,
Ensign, Martini, Hesketh, ATS,
Theodore, Merzario |
9 |
|
| 1979 |
DFV |
V8 |
3.0 |
Williams, Ligier, Lotus,
Tyrrell, McLaren, Arrows, Shadow, ATS,
Fittipaldi, Kauhsen, Wolf,
Brabham, Ensign, Rebaque,
Merzario |
8 |
- Cosworth-powered teams took 2nd, 3rd and 4th place in
Constructors Championship
|
| 1980 |
DFV |
V8 |
3.0 |
Williams, Ligier, Brabham,
Lotus, Tyrrell, McLaren, Arrows, Fittipaldi, Shadow, ATS,
Osella, Ensign |
11 |
|
| 1981 |
DFV |
V8 |
3.0 |
Williams, Brabham, McLaren, Lotus, Tyrrell, Arrows,
Ensign, Theodore, ATS,
Fittipaldi, Osella, March |
8 |
|
| 1982 |
DFV |
V8 |
3.0 |
McLaren, Williams, Lotus, Tyrrell,
Brabham, Arrows,
ATS, Osella,
Fittipaldi, March, Theodore, Ensign |
8 |
|
| 1983 |
DFY |
V8 |
3.0 |
Williams, McLaren, Tyrrell |
3 |
|
| DFV |
V8 |
3.0 |
Williams, McLaren, Tyrrell, Arrows, Lotus, Theodore, Osella, RAM, Ligier |
| 1984 |
DFY |
V8 |
3.0 |
Tyrrell |
0 |
|
| DFV |
V8 |
3.0 |
Arrows, Spirit |
| 1985 |
DFY |
V8 |
3.0 |
Tyrrell |
0 |
|
| DFV |
V8 |
3.0 |
Minardi |
| 1986 |
GBA |
V6-T |
1.5 |
Haas Lola |
0 |
- First Cosworth engine to use a turbo in F1, and first non-V8 V engine
|
| 1987 |
GBA |
V6-T |
1.5 |
Benetton |
0 |
- Benetton reach 1000+ bhp with qualifying spec turbo engine
|
| DFZ |
V8 |
3.5 |
Tyrrell, Larrousse, AGS, March, Coloni |
| 1988 |
DFR |
V8 |
3.5 |
Benetton |
0 |
|
| DFZ |
V8 |
3.5 |
Tyrrell, Rial, Minardi,
Coloni, Larrousse, AGS, EuroBrun |
| DFV |
V8 |
3.0 |
Dallara |
| 1989 |
HB |
V8 |
3.5 |
Benetton |
1 |
|
| DFR |
V8 |
3.5 |
Tyrrell, Arrows, Dallara, Minardi, Onyx,
Ligier, Rial, AGS, Osella, Coloni |
| 1990 |
HB |
V8 |
3.5 |
Benetton |
2 |
|
| DFR |
V8 |
3.5 |
Tyrrell, Arrows, Monteverdi,
Ligier, Osella,
Dallara, Coloni, AGS, Minardi |
| 1991 |
HB |
V8 |
3.5 |
Benetton, Jordan |
1 |
- DFV-series' last F1 season (DFR)
|
| DFR |
V8 |
3.5 |
Lola, Fondmetal, Coloni, AGS, 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 |
Footwork, Minardi,
Larrousse, Simtek |
| 1995 |
ECA Zetec-R |
V8 |
3.0 |
Sauber |
0 |
- ECA engine is a developed 3 litre version of the 3.5litre EC
Zetec-R V8. The EC after Champion
|
| ED |
V8 |
3.0 |
Minardi, Forti,
Simtek |
| 1996 |
JD Zetec-R |
V10 |
3.0 |
Sauber |
0 |
- First Cosworth V10 design
|
| 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 |
- Ford use Cosworth for the engines' name, from this
year
- Minardi engines rebadged as Fondmetal
|
| 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 |
Jaguar, |
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 |
- Jordan engines use Ford name
|
| 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 |
- Toro Rosso V10s rev-limited
|
| TJ2005 |
V10 |
3.0 |
Toro Rosso |
| 2010 |
? |
V8 |
2.4 |
Williams |
0 |
- Williams announced a return to Cosworth Power before the
2009 Abu Dhabi Grand
Prix.
- New teams Manor, Campos, Lotus and USF1 are all set to use
Cosworth engines under guideline from the FIA for entry to the 2010
season.
|
| ? |
V8 |
2.4 |
Manor |
| ? |
V8 |
2.4 |
Campos |
| ? |
V8 |
2.4 |
Lotus |
| ? |
V8 |
2.4 |
US F1 |
References
Literature
- Bernd Tuchen, Ford in der Formel 1 1965 bis 1994. Die
Geschichte des legendären Ford Cosworth DFV Motors. Seine
Entstehung, seine Rennställe, seine Siege und Weltmeister
(Büchenbach 2006/Verlag Dr. Faustus) (www.Verlag-Dr-Faustus.de)
ISBN 978-3-933474-38-4
- Graham Robson, Cosworth: The Search For Power, 4th ed,
Haynes, 1999, ISBN 1-85960-610-5
External links
Wikis
Quiz
Map
Misc
Search