Early types The following is the list of initial products, with
cylinder heads modified, but not originally designed by Cosworth, on
Ford Kent engine cylinder blocks. The exceptions were Mk.XVII and MAE, which had intake port sleeves for a downdraft carburettor brazed into the stock cast iron cylinder head, in place of the normal side draft ports, thus could be considered Cosworth designs. 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 MAE The final model of the above initial series was the 997 cc
MAE (modified Anglia engine) in 1965, when new rules were introduced in
Formula 3 allowing up to engines with 36 mm intake restrictor plate. MAE used one barrel of a two-barrel Weber IDA downdraft carburettor with the other barrel blanked off. This dry sump engine was an improvement of Mk.III with brazed-in downdraft intake ports, and produced about 100 to 110 bhp on Ford 109E block. The domination of this engine in Formula 3 was absolute as long as these regulations lasted until 1968. There were some specially cast iron heads with similar dimensions to these brazed heads with titanium alloy valve spring retainers, called the "screamer head" for MAE in later years. As Cosworth had a serious difficulty meeting the demand, the MAE was mainly sold as a kit. This experience led to the later FVA/DFV contract to be drawn where the responsibility of development rested with Cosworth, and the manufacturing right and responsibility rested with Ford.
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
Ford Cortina 116E block that was designed for
Formula 2, and featured the first totally Cosworth-designed head, Laystall forged crankshaft, steel main bearing caps and pistons with only one compression ring and one oil scraper ring each. Cylinder head to block sealing was by a head gasket incorporating
Cooper Rings. The basic configuration was quite similar to
Coventry Climax FWE on
Lotus Elite including its
SOHC reverse-flow design, except for a series of seven spur gears (one on the crank, two intermediary gears on two fixed shafts mounted on the front cover back plate, one on the 116E camshaft used as a jackshaft, two on a common fixed shaft in the head, and one on the camshaft) driving a five-bearing camshaft and the Ford five main bearing iron block. The intake ports and the oil scavenge pickup for dry sump lubrication were canted 25 degrees, so they faced straight up and down, respectively, when the engine was mounted 25 degrees from vertical to the right for a lower centre of gravity. The SCA initially had two 40DCM2 Weber twin-choke downdraft sand-cast carburettors mounted on top to produce 115 hp, which was replaced by Lucas fuel injection in 1966, eventually reaching 140 hp. The SCA won the first race of the new 1L Formula 2 rules,
1964 Pau Grand Prix, in the hands of
Jim Clark on 5 April 1964. This race was also the inaugural race of
FFSA Trophées de France championship, in which SCA drove the series champions in
1964,
1965 and
1967. 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.
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 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 on the aluminium block developed for
BDG. The FVD produced only , down from the that other twin-cam four cylinders such as the Hart 420S produced but was more reliable. One was campaigned in the
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.) soon after, and this cylinder block was used as a replacement part in rebuilding many other BD series engines as well as some
Mk.XIII engines. The iron block was also used for smaller displacements; starting with the very successful 1599 cc
Formula Atlantic BDD in 1970, followed by the 1098 cc
BDJ and 1300 cc
BDH variants for
SCCA Formula C and sports car racing, respectively. There was even a one-off 785 cc version built by Cosworth employees Paul Squires and Phil Kidsley; fitted with a
Lysholm supercharger it was installed in a
Brabham BT28 Formula 3 chassis and competed in the
British Hill Climb Championship as the Brabham-Lysholm. 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' or 'Ford 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 in Group B '
rallycross' boost level, normally producing 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 415T and the
Zakspeed 1500/4 F1 engines owe much to the BDA series, being essentially an aluminium-block derivative using similar heads.
The GA/GAA V6 A fuel-injected belt-driven DOHC
GA (also called the
GAA) was based on the 60 degree V6 block of
Ford Essex, and was used 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 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.
The FBA and FBC V6 The
FBA and
FBC engines were found in the
Ford Granada and
Ford Scorpio. The FBA came first in 1991 and was also known as the 'BOA'; it was based on the
Ford Cologne V6 used in the
Ford Sierra and
Ford Capri and other models and was a twin overhead camshaft 24valve 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 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 . 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 YB series The YB series of engines are based on the older
inline four Ford T88 engine block, and were introduced in the road-going
Ford Sierra RS Cosworth in 1986 with . With 5,000 units built for homologation purposes in
Group A, both for rallies and touring cars. Racing versions of the RS Cosworth were developing around , but with the small Garrett T3 turbo on the cars reliability was a problem. A limited edition evolution model was introduced in mid-1987 (once the base of 5,000 cars had been built, only 500 "evo" or upgraded versions were needed for Group A homologation), the
Sierra RS500 which included a bigger T4 turbo, with power initially at around the mark in 1987, but in later years climbing to close to some in full racing trim. The RS500 came to dominate
touring car racing in its heyday from 1987 to 1992, winning multiple championships and major races.
Championship wins •
World Touring Car Championship –
1987 (Entrants title) •
Japanese Touring Car Championship – 1987, 1988, 1989 (1989 Entrants title) •
Australian Manufacturers' Championship -
1988 (co-winners with
BMW and
Toyota),
1990 •
Australian Touring Car Championship –
1988,
1989 •
European Touring Car Championship – 1988 (Entrants title) •
Deutsche Tourenwagen Meisterschaft –
1988 •
AMSCAR series – 1988, 1989, 1990 • Nissan Mobil 500 Series – 1989, 1990 •
New Zealand Touring Car Championship – 1989, 1990, 1992 •
British Touring Car Championship –
1990 •
Australian Endurance Championship –
1990 Major race wins •
Wellington 500 –
1987 •
Fuji InterTEC 500 –
1987, 1988, 1989 •
RAC Tourist Trophy – 1988 •
Sandown 500 –
1988,
1990 •
Bathurst 1000 –
1988,
1989 •
Pukekohe 500 – 1988, 1989, 1990 •
Spa 24 Hours – 1989 •
Guia Race of Macau – 1989 The only car to truly challenge the Sierra's power dominance towards the end of the Group A era in 1990–1992 was the ,
4WD twin turbo
Nissan Skyline R32 GT-R. At the end of its life in Group A in 1992, the Australian Sierra teams were reportedly getting around from the 2.0L turbocharged YB engines. For his pole position lap at the
1992 Bathurst 1000, Australian driver
Dick Johnson, whose
team since 1988 had a reputation for having the fastest Sierras in Group A racing anywhere in the world, was reportedly running a special qualifying engine and F1-level fuel supplied by the team's major sponsor
Shell (consisting of a mix of
toluene and
methanol). His YBD engine for the Top 10 Runoff at Bathurst was rumoured to be producing up to . 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
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 instead relying on
Zetec designs.
The GBA V6 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 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 , with the
Haas Lola team and in 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. 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
4-cylinder BDA sports car engine as he believed 4-cylinder engines were more compact and economical than a V6 (Cosworth's chief race engine designer Geoff Goddard was against the idea of the straight 4, but reluctantly let Duckworth go down that path). However, after numerous failures of the test engines on the
dynamometer which were eventually traced to an incurable vibration at the crankshaft, Duckworth and Goddard designed an all new 120° V6 engine instead, the same configuration as the
Ferrari V6 turbo engine used from 1981 to 1986. The BDA engine was originally limited to 10,000 RPM in sports car racing, but with a turbo its failures generally happened at around 11,000 RPM. The first 4-cylinder test engine was so badly damaged that it actually changed the shape of the engine block to the point where the crankshaft would not move- the engine was simply not designed to be turbocharged. As around four months had been lost in trying to get the 4-cylinder engine to work, Ford and Cosworth's plan for the engine to debut with Haas Lola in was pushed back to the 1986 season. The GBA engine was first road tested by Haas Lola's lead driver, 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 , 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 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 . With the reduction in turbo boost limit not affecting the Ford V6 as much as others such as
Honda, BMW and Ferrari which had more horsepower to lose, the turbo engine would be more competitive with Benetton in 1987, with
Teo Fabi taking the engine's first podium with third in
Austria, followed by its last podium when
Thierry Boutsen also scored third in the last race of the season in
Australia.
The HB V8 The replacement for the DFV/DFZ/DFR series was the
HB series designed by Geoff Goddard as a (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 . saw the introduction of customer units, two specifications behind their works equivalents. In 1991, these were supplied to the fledgling
Jordan Grand Prix outfit, and for 1992, Lotus. saw the customer deal extended to
McLaren who had lost the use of their
Honda V12 engines after 1992. Using the customer HBA7 (and later a customer HBA8), McLaren won five Grands Prix with triple World Champion
Ayrton Senna that year. The HBA1 V8 was introduced in 1989. It exploited a narrower 75° vee-angle rather than the 90° used in the DFV series, and was originally rated at approximately . By 1993, the factory HBA8 V8 engine used by Benetton was producing approximately at 13,000 rpm. Although the HB V8 was less powerful than the
V10s and V12s used by rivals
Renault, Honda, and
Ferrari, its advantage was that it was lighter and gave better fuel economy. 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 (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 . This was the last Ford-powered F1 title. For the
1995 season, the F1 engine regulation changed to 3 litres, and the EC's bore and stroke were changed to 94mm x 53.9mm, resulting in
ECA, which was introduced at about 600 bhp, and developed to 610 to 630 bhp at 14,000rpm. It was exclusively used by the
Sauber team, whose biggest success of the year was
Heinz-Harald Frentzen's third place at
Monza. 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 with (94mm x 53.95mm) displacement for 600 bhp, which was used until the end of season. The ill-fated
Mastercard Lola team initially entered in 1997 using the Ford ECA engine used by Sauber in 1995 and Forti in 1996. However the team withdrew from the championship before the second round of the season in
Brazil, having failed to comfortably failed to qualify for
the first race in Australia.
The JD, VJ and VJM V10 In order to produce a higher power at higher rpm, a completely new (89mm x 48.1mm)
JD 72° V10 was designed for 1996, which produced about 670 bhp at 15,800 rpm, and used by
Sauber Formula One team. This engine was further developed into
VJ and
VJM with the same V-angle, bore and stroke, reaching 720 bhp for racing, and 730 bhp for qualifying, at 16,500 rpm. All three of these engines were badged as Ford Zetec-R as well, and used by several teams. In its debut season, the best result was another third place, this time taken by
Johnny Herbert at
Monaco. This was surpassed one year later by
Rubens Barichello's sensational second place, again at
Monaco, which was the first points finish for the newly formed
Stewart Grand Prix team.
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), 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
Toyota power, and Scuderia Toro 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. In 2010 Cosworth returned as the engine supplier for
Williams and three new teams;
Hispania Racing,
Lotus Racing and
Virgin Racing. The
CA2010 is the same 2.4-litre V8 base of the CA2006 used by Williams, but has been re-tuned for the then-mandated 18,000 rpm limit required on all engines, down from its original 20,000 rpm implementation. First units were ready and shipped to teams in mid-January for fitting 2 weeks prior to first track testing for the year.
Other IndyCar and Champ Car engines 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 for the 2000 season to replace the
XD, 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 down from the over 15,000 rpm of 2002. The 2004 model of the XFE had a rated power of nominal at 1,054
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-fuelled engine used a steel crankshaft and aluminium alloy pistons. Weight was and length was . In 2007, the Ford name was removed from the engine 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. 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. 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
straight-four engines based on the
Mazda MZR engine developed in cooperation with
Mazda. Changes includes a billet crankshaft, barrel throttle bodies, new cylinder 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, under the guidance of newly appointed technical designer Wayne Merry (formerly of Cosworth in Worcester UK).
Other road engines Best known in Europe for its relationship with Ford The final US
emissions standardised 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 3,508 cars produced and many unsold, the car was discontinued. 1,500 hand-built Cosworth Vega engines were simply scrapped for lack of demand. Other published projects for
Adam Opel AG 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) 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. 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". 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. 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. In 2020, Gordon Murray Automotive commissioned Cosworth to design and build a
V12 for use in their new
T.50 sports car; which produces at 11,500 rpm, and of torque at 9,000 rpm. Cosworth was chosen by
Bugatti to develop a
V16 engine as part of the
hybrid powertrain for the upcoming
Bugatti Tourbillon. The engine is reported to produce 1,000 PS (735 kW; 986 hp) and 900 N⋅m (664 lb⋅ft). ==Cosworth F1 car==