Cosworth
| Cosworth
|
|
|---|---|
 |
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| legal form | Limited Company (Ltd.) |
| founding | 1958 |
| Seat | Northampton |
| management | Hal Reisiger CEO |
| Branch | Automotive industry |
| Website | www.cosworth.com |
Cosworth is an English engine manufacturer based in Northampton . At Cosworth (sport) engines are developed which are used in road cars (Ford Sierra / Escort Cosworth) as well as in racing cars. The company is known for its longstanding Formula 1 involvement.
Company history
Cosworth was founded in 1958 by Mike Costin and Keith Duckworth . The company name is made up of the two surnames of the founders.
With the development and sale of performance-enhancing components for the Kent engine of the Ford Anglia 105 E for English club racing, Cosworth was able to establish itself in this market almost without competition in a short time. Starting with the sale of parts and fully assembled racing engines, Costin and Duckworth developed various cylinder heads for all displacement variants from the Ford Kent engine series. They made a name for themselves internationally with racing engines such as the Cosworth DFV (Double Four-Valve).
In 1980 United Engineering Industries bought the company. Duckworth retired in 1989 and Costin stayed with the company until 1990. In 1989 Cosworth was taken over by Carlton Communications together with United Engineering Industries and sold to the Vickers Group in 1990 . After being sold to Audi in 1998, Cosworth was split into Cosworth Technology and Cosworth Racing . Cosworth Technology , which continues to build engines for Aston Martin (before the relocation of production to Cologne ), Audi RS4 (B5) and Ford Focus SVT, among others , remained with Audi, while Cosworth Racing took control of Ford. In 2004 Cosworth Technology was sold to the Mahle Group in Stuttgart and renamed Mahle Powertrain.
In 2004 the two American businessmen Kevin Kalkhoven and Gerald Forsythe took over Cosworth from the previous owner Ford.
Formula 1 engines
Cosworth DFV
Cosworth's best known and most successful racing engine is the DFV, which was used by over 90 teams in the Formula 1 World Championship from 1967 to 1985. Its development was initiated by Lotus and funded by Ford . With 155 world championship races won, 12 drivers and 10 constructors 'titles (manufacturers' world championships), it is the most successful engine in the history of Formula 1. Various further developments under the names DFY , DFZ and DFR were used in racing cars up until the 1990s. The DFV was also successful in other racing classes such as Formula 3000 .
Costin and Duckworth derived the DFV from the FVA engine developed in 1966 for Formula 2 . They first built a test engine with four cylinders, the FVB, to test new cylinder heads suitable for a V-engine. They also developed a new engine block with eight cylinders arranged in two rows ( V-engine ). Both together, the new heads and the new block resulted in the DFV motor (Double Four-Valve: double four-valve motor ). This engine was one of the first engines in Formula 1 that could be integrated into the chassis and - combined as a drive train with ZF , Hewland or Colotti transmissions - accommodated the rear suspension. The Lotus 49 was the first car in this still current design.
Soon Cosworth was not just supplying the Lotus team. In the early 1970s, almost all teams except Ferrari drove with a Cosworth engine. At the high time of turbo engines from the beginning or mid-1980s, the engine could not achieve any success, which is why a speed-limited version was derived for the Formula 3000 . When the FIA allowed naturally aspirated engines again from 1987, Cosworth returned to Grand Prix racing with a 3.5 liter version of the DFV called DFZ.
Cosworth GBA
Cosworth founder Keith Duckworth was critical of the turbo technology in Formula 1; he thought it was illegal. It was not until 1983, when all the top Formula 1 teams were already using turbo engines, that Cosworth, under pressure from Ford, decided to design its own turbo engine. As with the DFV, Ford financed the development. Work began in the fall of 1984. After the engineers had initially pursued a four-cylinder concept, Duckworth switched to a six-cylinder V-engine in December 1984. The engine received the internal designation GBA at Cosworth; In the entry lists, however, the engine appeared as Ford TEC or TEC-Turbo. Unlike the DFV, the GBA was not generally available. Ford had the sole right to decide how to use the engine. The GBA debuted in 1986 , the only year in which all racing teams competed with turbo engines, with Team Haas (USA) , which was economically weak and did not provide a sufficient basis for the further development of the engine. For the 1987 season , in which Cosworth was again represented with naturally aspirated DFZ engines, Ford gave the GBA exclusively to the British Benetton team, which among other things took two third places with it. In 1988, the last year of the turbo era, the GBA was no longer used. Ford and Cosworth saw the necessary adaptation to the rule changes that had been made for this season as too costly.
Cosworth DFZ and DFR
With the re-registration of naturally aspirated engines in the 1987 season , Cosworth returned to the Formula 1 customer engine business. In contrast to the days of the DFV, from 1988 onwards the company differentiated between Benetton as a preferred customer, who each received a current exclusive engine, and the other customers, for whom a basic engine was available. For 1987, when Benetton was still driving with GBA turbos, Cosworth had the DFZ in its range, a version of the DFV enlarged to 3.5 liters. These engines were looked after exclusively by independent tuners. Initially, Heini Mader Racing Components was the only processing company, later Hart , Langford & Peck and Tickford were added. For the 1988 season , Cosworth further developed the DFZ into the DFR, which in that year went exclusively to Benetton, while all other Cosworth teams continued to drive with DFZ engines. In 1989 Benetton then received the newly developed HB motor exclusively , which was no longer related to the DFV. For the customer teams there was also the DFZ and from 1989 also the DFR. As freely available customer engines, the DFZ and DFR were used by more than a dozen small, mostly poorly positioned teams. Up to the first half of the 1990 season they made a few second and third places possible, but - unlike the DFV - did not achieve any victories. In their final year they were just fillers.
The HB series
In 1988, Cosworth developed the HB (also: Ford HB), the first naturally aspirated engine specifically designed for the 3.5-liter formula. It no longer had anything in common with the DFV and its successors DFZ or DFR. The HB was again an eight-cylinder V-engine. His bench angle was 75 degrees. Cosworth did not disclose any data on bore and stroke or displacement or weight. However, the dimensions were significantly tighter than the DFV / DFZ / DFR. Over the years, eight different stages of development of the HB emerged, some of which differed considerably from one another. The Cosworth HB was in service from 1989 to 1994. After initial planning, the engine was to be available exclusively to the Benetton team, while Cosworth's customer business was to be operated with the old DFR blocks. In fact, Benetton only had the HB exclusively from 1989 and 1990. In 1991, Cosworth also supplied HB engines to the newly formed Jordan team, while a number of smaller teams continued to receive DFR blocks. From 1992 Cosworth discontinued the DFR series and continued the customer business with HB motors. Customer teams with HB engines were Jordan (1991), Fondmetal (1992), Lotus (1992 and 1993), McLaren (1993), Minardi (1993 and 1994), Footwork (1994), Larrousse (1994) and Simtek (1994). They regularly received older generations of engines than Benetton. One exception was the McLaren team, whose engines were at the same level of development as the Benettons from the summer of 1993. Benetton and McLaren won several world championship races with the HB engine up to 1993; In contrast, the HB was just a stopgap among customer teams, and in 1994 it was considered the “engine of the poor”. Benetton replaced it in 1994 with the newly designed EC.
Cosworth EC and ECA (Zetec-R V8)
Since 1991 Cosworth worked on a successor for the HB series. Initial considerations were directed to a twelve-cylinder engine; Corresponding press releases were distributed on the occasion of the Grand Prix of Canada in 1991 and repeated until the spring of 1992. After Cosworth had already started detailed work, the twelve-cylinder project was unexpectedly abandoned at the end of 1992. Instead, the successor to the HB was an eight-cylinder engine, which took over some of the detailed solutions from the unrealized V-12 Cosworth. This included - for the first time at Cosworth - the use of expensive materials such as ceramics, titanium and magnesium-copper-nickel alloys. The new eight-cylinder bore the factory-internal code EC, but was referred to in public as the Ford Zetec-R for marketing reasons . It was released in 1994 exclusively by Benetton. In its original form as a 3.5 liter engine, it was only in use in 1994. Benetton driver Michael Schumacher won the drivers' world championship with him that year. Following a rule change, Cosworth constructed a 3.0-liter version of the EC for the 1995 season in the second half of 1994 , which received the in-house designation ECA. Apart from the internal dimensions, the ECA was largely identical to the EC, as there was not enough time to design a completely new engine. In 1995, the ECA went exclusively to Sauber as a Cosworth works engine . There was still no customer version of the ECA; Instead, customer teams received the simpler and weaker Cosworth ED . At Sauber, the ECA was far less successful than Benetton's initial EC version. Sauber scored only 18 points and was seventh in the constructors' championship at the end of the season. In 1996 the newly designed ten-cylinder Cosworth JD replaced the ECA in its function as a factory engine. Even after that, the ECA was not regularly offered as a customer engine; this role was reserved for the ED until 1997. Nevertheless, the not further developed ECA went to Forti Corse in 1996 and to the newly founded Lola factory team in 1997 . Both teams were poorly positioned and failed before the end of the season, Lola after the first race.
Cosworth ED
From 1995 to 1997 the ED was the Cosworths regular customer engine, which was used alongside the factory engines ECA (1995) or JD (1996) and JV (1997). The ED was a conventional eight-cylinder V-engine developed from the HB block. It adopted some features of the EC, but was not conceptually related to it. The EC was the weakest engine in the field from 1995 to 1997. It was used by Minardi (1995 and 1996), Forti (1995), Simtek (1995), Pacific (1995) and Tyrrell (1997). In three years the teams only scored three world championship points with him. At the end of the season, Cosworth also gave up the eight-cylinder concept for the customer engine sector; from 1998 the customer teams received older ten-cylinder engines.
The ten-cylinder engines
Cosworth developed his first ten-cylinder engine in the 1996 season, in which the unit, internally called JD and marketed externally as Ford Zetec -R, ran exclusively for the Sauber team. However, many defects and failures caused Sauber to fall behind, with only four finishings in the points. The only podium was Johnny Herbert's third place at the 1996 Monaco Grand Prix . In the following year, a ten-cylinder named VJ and also advertised as a Ford Zetec-R ran as a further development exclusively for the newly founded Stewart Grand Prix team , which was to become a quasi-works team. The new team was again able to cause a sensation in Monaco with some spectacular races and Rubens Barrichello's second place , but was mostly canceled. In 1998 the JD engines appeared again at Tyrrell and Minardi, but remained there without points.
In the 1999 season, Ford announced the takeover of the Stewart team, which should go to the start in the following year under the name Jaguar Racing . In the 1999 season, Stewart made its debut with the first generation of the ten-cylinder CR , which was continuously developed in the following years , initially continued to be advertised as “Ford” and with which Stewart experienced its most successful season. Barrichello achieved three podiums, Johnny Herbert was able to achieve the first victory for Cosworth and Ford since 1994 at the European Grand Prix . Jaguar was not able to build on this success in the following years, but the engines used were actually reported as "Cosworth".
In the years from 1999 to 2001, the old VJ engines at Minardi were restarted, but in 2000 and 2001 they were designated as Fondmetal RV10 and European V10 at the request of the sponsors and were not competitive in either case. From 2002, engines of the CR series were also passed on to customer teams: Arrows received the CR-3 expansion stage, which had been running with moderate success in the 2001 season, and was occasionally able to score points with these engines, although the team gave up during the season. The CR-3 engines received Minardi in the following 2003 season.
In the same year, Jordan joined as a customer team, which used a CR-4 engine under the name Ford RS and was generally not competitive with this, but curiously, at the Brazilian Grand Prix by Giancarlo Fisichella the last victory of a Cosworth Motor could mark. In the following year, the performance of Jordan decreased again. Jaguar and Minardi also drove with CR variants for the last time.
When Ford withdrew from Formula 1 at the end of the 2004 season, Cosworth was sold to Kevin Kalkhoven and Gerald Forsythe , who were active in the Champ Car series . In the 2005 season, the Red Bull Racing and Minardi teams drove with Cosworth engines.
The new eight-cylinder era
For the 2006 season , the displacement of Formula 1 engines was limited to 2.4 liters and the number of cylinders to eight. Only the Minardi successor team Scuderia Toro Rosso was allowed as an exception to be allowed to compete in 2006 for financial reasons with the reduced-speed 3-liter V10 engines of the previous year. For this year Cosworth had signed a contract with the Williams team, but the team was largely unsuccessful with the specially developed CA2006 engine. For the following season Cosworth could not win a racing team as a customer, so that the name temporarily disappeared from the premier class.
Only in 2010 did Cosworth return, this time again at Williams. The newly registered teams Hispania (HRT), Virgin and Lotus could also be won as buyers for the newly developed engines with the designation CA2010 , but unlike Williams all of them remained pointless. However, since Williams was not satisfied with the engine performance, the team switched to Renault for the 2012 season . On the other hand, some of the other teams stayed with Cosworth until 2013, albeit under different names (Lotus became Caterham, Virgin Marussia) and still unsuccessfully. HRT, on the other hand, stopped taking part in 2013.
Another change in the engine regulations stipulated turbo hybrid engines from 2014 . Since the development of the new V6 engines would have been extremely expensive, Cosworth decided not to develop a V6 engine and thus withdrew from Formula 1 at the end of the 2013 season.
List of Cosworth Formula 1 engines
| model series | cylinder | Cubic capacity in l |
Design | Bore / stroke in mm |
power | Weight in kg |
Working time | Victories |
|---|---|---|---|---|---|---|---|---|
| DFV | 8th | 3.0 | V 90 ° | 85.7 / 64.8 | 405 hp at 9,000 min -1 (1967) 485 hp at 10,500 min -1 (1979) 500 horsepower at 10,500 min -1 (1983) |
156 | 1967-1983 | 155 |
| DFY | 8th | 3.0 | V 90 ° | 90.0 / 58.8 | 510 hp at 10,500 min -1 (1984) | 149 | 1982-1984 | 3 |
| GBA (Turbo) | 6th | 1.5 | V 120 ° | 750-1000 hp | 1986-1987 | 0 | ||
| DFZ | 8th | 3.5 | V 90 ° | 90.0 / 86.8 | 560 hp (1987) | 156 | 1987-1989 | 0 |
| DFR | 8th | 3.5 | V 90 ° | 610 hp at 11,000 min -1 (1989) | 1988-1989 | 1 | ||
| HB | 8th | 3.5 | V 75 ° | 96 / 60.4 | 640 hp at 11,600 min -1 (1989) 730 horsepower at 13,800 min -1 (1993) |
140 | 1989-1994 | 11 |
| VB | 8th | 3.5 | V 70 ° | 1991-1992 | 0 | |||
| EC (Zetec-R) | 8th | 3.5 | V 75 ° | 750 hp at 14,500 min -1 | 120 | 1994 | 8th | |
| ECA (Zetec-R) | 8th | 3.0 | V 75 ° | 99 / 48.6 | 625 hp at 14,800 min -1 | 130 | 1995-1997 | 0 |
| ED | 8th | 3.0 | V 75 ° | 94/54 | 640 hp at 15,000 min -1 | 122 | 1995-1997 | 0 |
| JD (Zetec-R) | 10 | 3.0 | V 72 ° | 91 / 46.1 | 710 hp at 16,000 min -1 | 120 | 1996-1998 | 0 |
| CR-1/6 | 10 | 3.0 | V 72 ° | 850 hp at 18,300 min -1 (2002) | 96 | 1999-2004 | 2 | |
| TJ2005 | 10 | 3.0 | V 90 ° | 2005-2006 | 0 | |||
| CA2006 | 8th | 2.4 | V 90 ° | 95 | 2006 | 0 | ||
| CA2010-13 | 8th | 2.4 | V 90 ° | 730 hp at 18,000 rpm -1 (2011) 750 PS (2012) |
95 | 2010-13 | 0 |
Swell:
Other racing engines
The Cosworth company also became known through many other engines. Most of them are based on an engine block from series production by Ford , for which Cosworth developed four-valve cylinder heads.
Cosworth MAE
The abbreviation MAE stands for Modified Anglia Engine . Displacement 1000 cm³ Kent engine with modified cylinder head (approx. From 1961)
Cosworth SC series
Single Cam Series A: cylinder head with overhead camshaft (from 1963)
Cosworth FVA
Four Valve Series A: cylinder head with 2 overhead camshafts and 16 valves based on the 1600 cm³ Kent engine for the Lotus Cortina L (from 1967)
Cosworth DFW
For the Australian-New Zealand Tasman series , Cosworth developed a version of the DFV adapted to the local regulations in 1968. This engine called DFW had a displacement of 2.5 liters. It competed with the 5.0-liter US eight-cylinder engines, which were based on mass-produced engines and were significantly cheaper than the British designs. Since the performance of the DFW hardly came close to that of the American 5.0-liter machines, it could not prevail in the Tasman series. In the championships in 1970 and 1971 only one car with a DFW engine appeared. It didn't affect the championship.
Cosworth DFX and DFS
For the US cart series, Cosworth developed a 2.65 liter version of the DFV, which was equipped with a turbocharger. It was named DFX, the last copies were named DFS. A total of 444 DFX blocks (104 of them as a kit) and 13 DFS blocks (6 of them as a kit) were created.
Cosworth DFL
For sports car races, Cosworth built a total of 36 engines, designated as DFL, with a displacement of 3.3 or 3.6 liters. Some regular communication blocks were later enlarged to DFL dimensions. In the 3.5-liter era of Formula 1, small Formula 1 teams used DFL blocks in individual races. Some sources report, among other things, a DFL block in a 1993 Minardi.
Motors for series vehicles
BDA
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BDA is B elt D rive Series A , a cylinder head with 2 belt driven camshafts and 16 valves (1970) for the engine block of the Kent engine of Ford. This engine has a cylinder block lying side chain-driven camshaft, plunger rods and rocker arms. The engine block was modified to use a toothed belt to drive the overhead camshafts of the cylinder head developed by Cosworth. The engine was widely used in motorsport, in series production at Ford for the Escort RS1600 (first series, only United Kingdom ), the Escort RS1800 (second series, also only United Kingdom), and for Group B of the rally -World Championship developed Ford RS200 used. With the RS1800 were Björn Waldegård 1979, Ari Vatanen 1981 World Rally Champion. The displacement of the RS1800 was increased to 2 liters, the engine is made as around 180 kW (250 hp) at 7000 min -1 . The BDA was also intended to replace the DFV during the turbo era in Formula 1 , but it turned out to be unable to cope with the thermal load and the high speeds due to its design. Zakspeed used the engine in the Capri Turbo in the DRM and won countless race victories and the championship with Klaus Ludwig in the 1981 season . With a turbocharger of Kühnle, Kopp & Kausch charged (KK & K) motor made with 1.8 liters 441 kW (600 hp) at 9000 min -1 .
YB
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Based on the 2.0-liter engine with overhead camshaft developed by Ford for the Pinto , Cosworth first developed a 16V cylinder head with two overhead camshafts on its own. Ford took over the cylinder head in view of the motorsport activities with the Ford Sierra in the World Rally Championship and in various touring car championships. After the engine for the homologation model Sierra RS Cosworth with Garrett T3 turbocharger (type YBB, red valve cover) followed the Sierra RS500, which was revised again for motorsport purposes and limited to 500 pieces. This vehicle was converted by Tickford in Great Britain and was only available as a right-hand drive (type YBD, red valve cover). With the second model generation, the Sierra RS Cosworth was only available as a notchback sedan, the version with rear-wheel drive without catalytic converter was also equipped with the YBB , the all-wheel-drive version with catalytic converter and lambda control was delivered with slight modifications to the engine (YBG, green valve cover).
The Escort RS Cosworth was initially also delivered with the YBG des Sierras (but with a blue valve cover), later versions received a revised engine (YBP, gray valve cover) with the smaller T25 turbocharger from Garrett, also known as HTT-Cosworth . The "HTT" stands for high torque turbo , which means turbo with high torque. The smaller charger improved the response behavior and the torque was already available at lower speeds. The YBP was the only Cosworth to be equipped with a Ford injection system and dual spark ignition; the remaining engines were all equipped with a Weber-Marelli engine control system and a contactless ignition distributor. The standard models without a catalytic converter had an output of 150 kW (204 hp), the vehicles with a catalytic converter and lambda control 162 kW (220 hp), and in motorsport, outputs of over 368 kW (500 hp) were achieved in the 80s and 90s.
The vehicles used by the manufacturer were only moderately successful in the World Rally Championship, with the Sierra Cosworth 4x4 and Sierra RS500, on the other hand, countless race victories and national and international championships were achieved in round and long-distance races. The engine's greatest successes were the championship title in the DTM in 1988 by Klaus Ludwig as well as the runner-up title in 1987 by Manuel Reuter and in 1989 by Klaus Niedzwiedz . In the BTCC , Andy Rouse won the championship title in 1985 and Rob Gravett in 1990. At the 24-hour race at the Nürburgring , Klaus Ludwig, Klaus Niedzwiedz and Steve Soper achieved a start-to-finish victory in a Sierra Cosworth in 1987. With the Escort RS Cosworth was François Delecour in the 1993 World Rally Championship runner-up, Carlos Sainz finished in 1996 and 1997 respectively the third place in the championship standings.
FB
Four- valve cylinder heads were developed for the 2.9-liter V6 engine of the Ford Scorpio . Since the vehicle was not related to motorsport, the addition of Cosworth in the type designation was dispensed with, the vehicles were sold as Scorpio 24V . In the first Scorpio, the FBA, which Ford had the type designation BOA , had 143 kW (195 PS). In the second model series there was the FBC , which was called BOB at Ford . This engine developed 152 kW (207 hp). The vehicles were only available with automatic transmissions .
Web links
- Cosworth Homepage (English)
- Steffen Schulz: Cosworth - The Documentation. In: research-racing motorsport international. 2007, accessed January 23, 2019 .
- Nancy Knapp Schilke: The Passing of Keith Duckworth. In: Motorsport.com. December 19, 2005, archived from the original on October 21, 2007 ; accessed on January 23, 2019 .
- Mahle-Powertrain Homepage (English)
Individual evidence
- ↑ Inorthamptonshire - website: Cosworth Ltd. From: www.inorthamptonshire.co.uk , accessed February 2, 2013 .
- ^ Graham Robson: Cosworth - The Search for Power; Veloce Publishing; P. 213; ISBN 978-1845848958
- ^ Pierre Ménard: La Grande Encyclopédie de la Formule 1 , 2nd edition, St. Sulpice, 2000, ISBN 2-940125-45-7 , p. 126.
- ^ Alan Henry: Auto Course 1991/92 . London 1992 (Hazleton Securities Ltd.), ISBN 0-905138-87-2 , p. 60.
- ↑ cosworth.com ( page no longer available , search in web archives ) (accessed April 12, 2013)
- ^ Graham Robson: The Search for Power. Haynes, 2003, ISBN 1-85960-610-5 .
- ^ Gerd Hack / Fritz Indra: Formula 1 engines, Motorbuch Verlag, 1st edition 1997, ISBN 3-613-01803-9
- ^ A b Graham Robson: Cosworth: The Search for Power , JH Haynes & Co Ltd, 2017, ISBN 1-84425-015-6 , p. 190.
- ↑ Turbo F1 engines - how they started Report Part 1, English (Youtube)
- ↑ Turbo F1 engines - how they started Reportage Part 2, English (Youtube)