Cosworth DFZ

Cosworth DFR

The Cosworth DFZ and the Cosworth DFR were naturally aspirated engines for Formula 1 , which were launched in the World Championship from 1987 to 1991 . They were closely related and were each based on the Cosworth DFV introduced in 1967 . In addition to the pure DFZ and DFR engines, there were also various mixed versions in individual years that combined the design features of both types. As freely available customer engines, the DFZ and DFR were used by more than a dozen small, mostly poorly positioned teams in the first few years of the so-called 3.5-liter era. 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 successor to the DFR was the technically independent HB series , with which Cosworth won several races again.

History of origin

Technical basis of the DFZ / DFR: The Cosworth DFV from 1967

The British engine manufacturer Cosworth, founded in 1958 by Keith Duckworth and Mike Costin , was represented in the Formula 1 World Championship for 17 years from 1967 with the 3.0 liter naturally aspirated engine DFV . The DFV, the development of which was financed by the US American Ford group, was freely available and dominated Formula 1 in the 1970s. With 155 World Championship races won, 12 drivers 'titles and 10 constructors' titles between 1967 and 1983, it is the most successful engine in the history of Formula 1. No other manufacturer has succeeded in designing a similarly competitive naturally aspirated engine during this time. It was only with the advent of turbo engines from 1977 that the DFV gradually fell behind. In the early 1980s, the Formula 1 teams gradually switched to turbo engines; In 1985 only Tyrrell started with DFV eight-cylinder engines. In the 1986 season only turbo engines were permitted. Cosworth had the supercharged GBA in the program; Unlike the DFV, however, it was only available to selected customers.

On October 3, 1986, the FIA surprised the designers with a short-term rule change: Beginning with the 1987 season, in addition to the turbos, they again allowed conventional naturally aspirated engines in Formula 1, the displacement of which was increased to 3.5 liters. With this rule change, the FIA ​​intended to cut costs and hoped to make Formula 1 economically attractive for new teams. As a further incentive, the FIA ​​announced its own ratings for the naturally aspirated teams and drivers with the Colin Chapman Trophy and the Jim Clark Trophy . With Tyrrell, AGS and March , three teams registered for the new class of naturally aspirated engines in 1986, and Larrousse and Coloni joined them in 1987 .

Cosworth was the only engine manufacturer that was able to respond to this rule change at short notice. From the DFV block constructed in 1966, a 3.5-liter variant was developed within three months, which was given the name DFZ. The first engines were completed in January 1987, and one month later the first test drives were carried out in a Formula 3000 Lola from the French team Larrousse . A few weeks before the start of the season in April 1987, the first DFZ engines were ready for use.

Even though Cosworth produced more than 100 DFZ blocks up to 1988, the quickly constructed engine was only intended as a temporary solution from the start. In the course of 1987 Cosworth revised the DFZ in detail. This is how the DFR emerged. It was supplied exclusively to the Benetton team in 1988 , which had become a preferred partner of Cosworth. The customer teams continued to receive DFZ engines in 1988. For the 1989 season, Cosworth again developed the HB, a new exclusive engine for Benetton that no longer had anything in common with the DFV. For the customer teams, on the other hand, the old naturally aspirated engines remained in the program, with Cosworth gradually making the transition from the DFZ to the DFR. Since the summer of 1988 there have been various mixed versions (DFZ-DFR) in which DFZ blocks had been retrofitted with DFR components. They were common until the end of the 1989 season. Alternatively, from the start of the 1989 season, customer teams could also receive pure DFR blocks, which were more powerful but more expensive. From 1990 on, pure DFR engines were used almost exclusively and, in particular at Tyrrell, caused some surprising successes. In 1991 the DFR engines were also overhauled. They were only used by the financially weakest teams, who often had difficulties qualifying for the races. From 1992, older versions of the HB series took over the function of customer motors.

tuner

Cosworth did not produce complete DFZ and DFR engines, but - as with the DFV - only supplied kits. The assembly and subsequent maintenance took place externally. The only exception was for Benetton's engines. The customer teams were therefore dependent on independent tuners as intermediaries between them and Cosworth. Cosworth did not allow the teams to work independently on the engines, as Osella aimed at.

• Brian Hart's company Hart Racing Engines , which had belonged to Cosworth for some time since 1986, exclusively looked after the DFZ engines for Tyrrell in 1987, but also took over other customers from 1988.
• Heini Mader Racing Components in Switzerland was the most sought-after tuner for DFZ and DFR engines. In 1987 Mader looked after almost all customers with the exception of Tyrrell and, even if a few rival companies were added from 1988, still held a dominant position until 1990. Mader's edits went further than those of his competitors.
• Langford & Peck in the UK mainly did simple revisions; their level was below that of Mader and Hart.
• Tickford temporarily looked after Osella's engines.
• Some sources assume that Novamotor from Novara processed individual DFZ engines for Coloni; However, this is not entirely clear.

technology

Cosworth DFZ

The Cosworth DFZ was developed in the winter of 1986/1987. Responsible designers were Geoff Goddard and John Hancock. Some smaller construction jobs were outsourced to Brian Hart. The basis of the developments was the Cosworth DFL, published in 1982, which in turn was a version of the DFV enlarged to 3.9 liters and was primarily intended for use in sports car races. Compared to the DFV, the DFL had a larger bore and a larger stroke; however, the engine blocks of both variants were largely the same.

The DFZ was an eight-cylinder V-engine with two overhead camshafts per cylinder bank and four valves for each cylinder. The cylinder bank angle was 90 degrees. For the DFZ, Cosworth kept the bore of the DFL (90 mm), but changed the stroke to 68.6 mm. This resulted in a displacement of 3489 cm³ for the DFZ. The cylinder heads of the DFZ corresponded to those of the DFV; the modifications that Cosworth introduced to the DFY in 1982 - including narrower valve angles - were not adopted for the DFZ. The fuel pumps came from Lucas . Cosworth fitted the motors with in-house electrical systems at the factory. A conversion to a distributorless ignition and injection system from Magneti-Marelli was possible, but was not supported by the factory. Nevertheless, Mader began in 1988 to convert all of its DFZ engines to Marelli technology. Enzo Osella's team played a special role, equipping the motors with Weber electronics in 1989 .

The output of the first DFZ motors was around 560 bhp, which occurred at 10,200 revolutions per minute, later it rose to up to 580 bhp. The usable speed range began at 7,000 revolutions per minute. Brian Hart's version of the DFZ differed in some details from the basic DFZ. Hart used his own camshafts and had redesigned the cylinder heads. Keith Duckworth estimated that the Hart version was around 20 bhp more powerful than the other DFZ engines.

In 1988, a DFZ at Mader cost CHF 125,000  (US $ 83,000), an overhaul that was due after 1000 kilometers of operation and took 150 working hours to complete cost CHF 25,000 (US $ 17,000).

Cosworth DFR

Cosworth DFR in an Arrows A11B (1990)

The Cosworth DFR, designed under the direction of Geoff Goddard, was the last expansion stage of the DFV, which is now over 20 years old. The DFR was based on the DFZ, but was "redrawn to 80." The changes affected numerous details, but not the basic structure of the engine. The short-stroke design of the DFZ was adopted. With the bore unchanged, Cosworth reduced the stroke by 0.3 mm, so that the total displacement was 3494 cm³ (90 × 68.6 mm). The overall height has been reduced. The DFR had redesigned cylinder heads, with four valves per cylinder and two overhead camshafts for each bank of cylinders. The crankshaft was lower than that of the DFZ and the oil pan was flatter. This gave the engine a lower center of gravity. The weight of the DFR dropped to 140 kg. The engine output was initially between 595 and 600 bhp. Later versions of Hart came to 612 bhp in 1990, and even 625 bhp according to other sources. Ford's HB engine for Benetton reached 680 bhp at the time.

The mixed versions DFZ-DFR

A number of DFZ blocks were provided with DFR components by Mader and Hart in 1988 and 1989. These mixed versions were created before the DFR became generally accessible, and in 1989 still served as a filler for smaller teams that could not afford a real DFR. The modifications primarily concerned the crankshaft: with the help of the kits that Cosworth made available to the tuners from autumn 1988, the DFZ blocks could be equipped with lower-lying crankshafts. The cylinder heads, on the other hand, remained in the mixed versions at the DFZ level. The DFZ-DFR versions largely disappeared at the turn of the year 1989/90. They appeared only occasionally until late summer 1990. The last car with the transition engine was the Coloni C3C .

Yamaha's five-valve cylinder head

The Japanese conglomerate Yamaha has been manufacturing cylinder heads with five valves per cylinder for the Cosworth DFV eight-cylinder in its subsidiary Yamaha Motor since 1987. These revised DFV engines, which were also called the Yamaha OX77, were used in the Japanese Formula 3000 championship in 1987 and 1988 , where they competed successfully with Honda engines - Aguri Suzuki won the title in 1988 with such an engine. In 1987 Yamaha developed a five-valve cylinder head for the DFZ block on behalf of Ford. Calculations showed that the engine output of the five-valve version could increase to 630 bhp. By Christmas 1987, five prototypes had been built that Cosworth did not convince. The engine output was not above that of a regular DFZ block with four valves per cylinder, and there was also an "erratic performance curve". Cosworth abandoned the five-valve project in January 1988. Yamaha then constructed its own eight-cylinder engine with five valves per cylinder (type OX88), which was used unsuccessfully in the Zakspeed 891 in 1989 .

Races

Overview

Best naturally aspirated car 1987: Tyrrell DG016 with DFZ engine

In the 1987 season, Cosworth's DFZ eight-cylinder were the only naturally aspirated engines in the field. With them competed with AGS, Coloni, Larrousse, March and Tyrrell. They were among the weakest teams of the season. Tyrrell was financially troubled, and the other four Cosworth customers were start-ups or had no experience in Formula 1. The most successful naturally aspirated team was the established Tyrrell Racing Organization, which this year was in its 20th Formula 1 season with eleven points finished sixth in the constructors' championship at the end of the season. Arrows had achieved the same number of points with a BMW turbo engine known as the Megatron . The fifth-placed team Benetton had scored only 17 points more than Tyrrell with the much more powerful supercharged Cosworth GBA. This short distance to the naturally aspirated engines was one of the reasons that Cosworth distorted its turbo program at the end of the 1987 season.

1988 was the last season in which turbo engines were allowed. The FIA ​​had intended to break the dominance of turbo engines with further restrictions such as boost pressure limitation, fuel consumption limit and increasing the minimum weight. Accordingly, the camp of suction teams grew: 11 out of 18 teams started with suction motors. Nevertheless, the turbo teams continued to dominate the world championship. All wins went to teams with turbo engines, 15 to McLaren - Honda alone . Ford's preferred customer Benetton took third place in the constructors' championship as the best vacuum team with the new Cosworth DFR. The eight Cosworth customer teams who used DFZ engines, on the other hand, dropped significantly. In addition to the previous customers AGS, Coloni, Larrousse and Tyrrell, they also included the start-ups EuroBrun , Rial and BMS Scuderia Italia . In addition, the previous turbo team Minardi switched to Cosworth's vacuum cleaner. Only Tyrrell (5), Rial (3) and Minardi (1) achieved world championship points with the DFZ engines. That year Cosworth was no longer the sole supplier to the customer team. John Judd's company Engine Developments , which had tuned DFV engines until the early 1980s and was at times the exclusive partner of Williams , offered its own eight-cylinder naturally aspirated engines with the CV series, which were used by Williams, Ligier and March. All DFZ customers were behind Williams and March in the final ranking in 1988.

In 1989 , for the first time since 1976 , all teams started with naturally aspirated engines. In contrast to the years before the turbo era, in which the Cosworth DFV was the standard engine for almost all teams, the engine landscape was different from 1989 onwards. The top teams had their own engines ( Ferrari ) or had entered into exclusive relationships with large car manufacturers such as Renault (Williams) or Honda (McLaren). In 1989 there were even more alternatives for the remaining teams. In addition to Judd, Lamborghini and Yamaha have also competed with Cosworth since that year ; further, technically unconventional projects from Life , MGN and Subaru were in preparation. Nonetheless, Cosworth's customer motors were the most widely used drive units in 1989. Of the 20 teams that registered in 1989, ten used Cosworth customer engines of the type DFZ-DFR or DFR. Mader alone had 40 Formula 1 engines in circulation this year. Cosworth customers in 1989 were AGS, Arrows , Coloni, Ligier, Onyx , Osella, Minardi, Rial, Scuderia Italia and Tyrrell. With the exception of Coloni and Osella, all were able to achieve at least one world championship point; Arrows, Onyx, Scuderia Italia and Tyrrell even reached the finish line in third place. With Tyrrell's fifth place in the constructors' championship, Cosworth was ultimately able to position himself in front of the best Judd team ( Lotus ).

Most successful DFR pilot with two second places: Jean Alesi

In 1990 nine of the 19 registered teams started with DFR engines: AGS, Arrows, Ligier, Minardi, Onyx / Monteverdi, Osella, Scuderia Italia, Tyrrell and - from summer 1990 - Coloni again. Only Tyrrell (16) and Arrows (2) scored world championship points, with Tyrrell's driver Jean Alesi finishing second twice in the first half of the season. These were the best results in the history of the DFZ / DFR series. However, there is consensus in the literature that she and Tyrrell's fifth place in the constructors' championship were largely due to the exceptional quality of the chassis. In fact, the DFR was already a discontinued model this year, and at least the midfield teams were keen to replace it with newer designs for the coming season.

1991 was the final year of the DFR. He had just become a filler. Arrows, Ligier, Minardi, Scuderia Italia and Tyrrell had been able to conclude contracts for Multi Cylindre Engines with various manufacturers . In addition to Larrousse, which had lost the Lamborghini engine that had been in use since 1989 to its French competitor Ligier, only AGS, the Osella successor Fondmetal and Coloni with DFR engines, were launched. The Arrows team was added in the summer after its partnership with Porsche unexpectedly failed. With the exception of Larrousse, all DFR teams were economically very weak: AGS was repeatedly insolvent, and Coloni had become the "laughing stock of Formula 1". Only Larrousse was able to score two world championship points with the DFR this year.

The teams

AGS

AGS JH23 with DFZ engine from Mader (1988)

The Provencal team AGS, which had been an integral part of the Formula 2 European Championship since 1977 , made its debut in 1986 as a secondary exploiter of older Renault technology in Formula 1. With the exception of its first two races in late summer 1986, in which the team was powered by Turbo engines from Motori Moderni started, it used Cosworth customer engines from Mader throughout its Formula 1 involvement, which lasted until 1991. Until the spring of 1989 it was DFZ motors, then DFZ-DFR and from 1990 finally pure DFR blocks. In 1987, AGS was the smallest team in Formula 1 with just eight employees. Initially, AGS tried to exploit the reliability of the DFZ engine: Pascal Fabre drove the JH22 designed by Christian Vanderpleyn extremely slowly until the late summer of 1987 and was often lapped several times by the fastest drivers , but crossed the finish line more regularly than any other driver, so that AGS led the intermediate results in the Colin Chapman Trophy in the first few months. Fabre's successor Roberto Moreno scored his first world championship point at the end of the season in Australia . In 1988 Philippe Streiff could not score in the JH23 -DFZ. In the following year Gabriele Tarquini scored the second and last world championship point in Mexico in the old JH23B -DFZ for the team that had been under new management since the beginning of the season. The JH24 , which was completed in the summer of 1989, was completely unsuccessful despite the DFR engine being used for the first time: In 19 reports, the drivers missed the pre-qualification 18 times with it; there was only one race participation, which ended in a technical task. After a year and a half without any notable success, AGS was almost insolvent in early 1991. Tuner Heini Mader kept the team alive by deferring demands for engine overhauls; At times he also took over shares in the racing team. After a change of ownership in the spring of 1991, according to observers, AGS last acted chaotically and achieved only a few qualifications with the JH25B and JH27 models and no finish in the points. In the late summer of 1991, AGS ceased racing.

Arrows

Arrows A11 with Hart DFR engine (1989)

The British Arrows team returned to Cosworth engines at the beginning of the 1989 season after having used BMW and Megatron customer engines managed by Mader from 1984 to 1988 . The newly designed Arrows A11 drove consistently with the DFR. Arrows did not continue the five-year relationship with Mader, but purchased the Cosworth engines from Brian Hart, who in turn ended the relationship with Tyrrell in order to enter into the alliance with Arrows. Arrows drove in 1989 with Derek Warwick , Martin Donnelly and Eddie Cheever 13 world championship points and ended the year as the second best Cosworth customer team after Tyrrell in seventh place in the constructors' championship. In 1990, Alex Caffi's fifth place in Monaco was the only finish of an arrow in the points. On the other hand, besides Tyrrell, Arrows was the only Cosworth customer team that ever achieved world championship points with the DFR engine this year. In 1991, the Arrows team, renamed Footwork after a sponsor, entered into an engine partnership with Porsche in 1991, which, however, ended prematurely after six races and seven non-qualifications. For the remainder of the 1991 season, Hart jumped in with DFR engines, but even with this combination Arrows failed twelve times to qualify or pre-qualify. From 1992, Footwork-Arrows received Honda customer engines.

Benetton

First car with DFR engine: Benetton B188 (1988)

Benetton had been Ford's preferred engine customer since 1987. In 1988, the team exclusively used the Cosworth DFR, which, unlike all other engines, was serviced in-house. With him, Benetton became the best naturally aspirated team of the year. Alessandro Nannini and Thierry Boutsen finished third with the B188 -DFR a total of seven times and scored 39 world championship points, so that Benetton was third in the constructors’s championship at the end of the year. With 22 points, March, who use Judd engines, was the next best suction team. In the first half of the 1989 season, Benetton used the DFR engine again, with Nannini able to achieve another third place in San Marino ; in late spring, however, the team switched to the new HB engine.

BMS Scuderia Italia

Dallara 189 with DFR engine by Mader (1989)

That of the Italian industrialist Giuseppe "Beppe" Lucchini team BMS Scuderia Italia, founded in Brescia debuted in 1988 with EuroBrun and Rial in Formula 1. BMS used in the first five years purchased chassis from Dallara and set a 1988-1990 customer engines from Cosworth that Mader delivered. After the team had started its first race due to a time delay at the chassis manufacturer with the Dallara 3087 Formula 3000 car and an unchanged DFV engine, it regularly ran the Dallara F188 with a DFZ engine in the 1988 season . Alex Caffi , the team's only driver, did not score any World Championship points this year. His best result was seventh at the Portuguese Grand Prix . In 1989 Scuderia Italia drove with regular DFR engines in the Dallara BMS 189 . Andrea de Cesaris , who joined the team , only crossed the finish line once in the points. With third place in Canada he achieved the first of two podium finishes for the Scuderia. Alex Caffi finished sixth in the second BMS in Canada. Together with Caffi's fourth place in Monaco , there were eight world championship points that were enough for eighth place in the constructors' championship. This made Scuderia Italia the third best Cosworth customer team this year. The result could not be repeated in the following year. Gianni Morbidelli , Emanuele Pirro and Andrea de Cesaris brought the Dallara F190 with DFR engine to the finish line only six times; the best results were two tenth places in Hungary and Italy . For the 1991 season the team switched to ten-cylinder engines from Judd (type GV).

Coloni

Coloni FC188B with DFZ engine from Mader (spring 1989)

Coloni made his debut in 1987 with the FC187 in Formula 1, whose DFZ engine, depending on the source, from Mader or Novamotor. The team only contested two races that year and never reached the finish line. In 1988 the modified car from the previous year was entered as FC188 with Mader-DFZ for Gabriele Tarquini , whose best result was eighth place in Canada . A revision of the car in the summer of 1988 made the chassis significantly worse; from now on the non-qualifications predominated. Tarquini's eleventh place in Portugal was the last finish of a Coloni in Formula 1. For the 1989 season, Coloni used Mader engines. For the first races the team registered the old FC188B for Roberto Moreno and Pierre-Henri Raphanel . Although the official report was for DFR engines, many sources assume that the team still equipped the old cars with pure DFZ engines. With the introduction of the Christian Vanderpleyn-designed C3 at the 1989 Canadian Grand Prix , the team received Mader DFZ-DFR engines for the rest of the season. Overall, Coloni only managed five qualifications in 1989. The 1989 Portuguese Grand Prix , in which Moreno retired after eleven laps with an electrical fault, was the last time a Coloni car competed in Formula 1. In 1990, Coloni initially used twelve-cylinder engines from Carlo Chiti (Motori Moderni) in the C3B , which were marketed as Subaru were. When Subaru ended the relationship in the early summer of 1990 due to unsuccessfulness, the team returned to Cosworth Motors. Nominally they were DFR blocks; However, some sources assume that Coloni used the old DFZ-DFR mixed versions at least until the 1990 Hungarian Grand Prix . The tuner was now Langford & Peck. In 1990, Bertrand Gachot was unable to qualify for a race with either the Subaru engine or the DFR engine. In 1991 Coloni received DFR engines from Langford & Peck, and from the Monaco Grand Prix onwards from Hart. At that time Coloni was considered the worst team in Formula 1. The economically stricken racing team missed pre-qualification in every race in 1991 with Pedro Chaves and Naoki Hattori . However, since the summer of 1991 at the latest, the team has not made any serious efforts to qualify: In order to save the cost of engine overhauls, Chaves was only allowed to complete individual laps in the pre-qualification. From Hungary to Portugal there were no more than 13 rounds in total. In 1992 Coloni lived on as Andrea Moda Formula ; the team used Judd GV ten-cylinder engines.

EuroBrun

EuroBrun ER188 with DFZ engine from Mader (1988)

The EuroBrun racing team based in Senago near Milan , operated by Euroracing from Italy and Brun Motorsport from Switzerland, made their Formula 1 debut in 1988. The team's first chassis, the ER188 , was technically a replica of an Alfa Romeo 184T from 1984. He had a DFZ engine from Mader, which had to struggle with considerable electrical problems in the first races. The outdated chassis of the ER188, the careless care of the emergency vehicles on the racetrack and the inexperience of the drivers Stefano Modena and Oscar Larrauri prevented the team from meeting its own expectations in the first year. There were 14 non-qualifications during the year. Modena's eleventh place at the Hungarian Grand Prix was the best result of the season. In 1989, EuroBrun initially continued to use the ER188, which was now powered by an eight-cylinder Judd (type CV) engine. EuroBrun took over the engines that Williams had used the year before.

Larrousse

Lola LC88 (1988)

The newly founded French team Larrousse started in 1987 with the LC87 designed by Lola and a DFZ eight-cylinder from Mader. With three world championship points, which were retracted by three sixth places Philippe Alliots , Larrousse finished 9th in the constructors championship at the end of the year; this made Gérard Larrousse's racing team the second best suction motor team of the year behind Tyrrell. Although was Yannick Dalmas in the second Lola at the end of the season in Australia crossed the finish line in fifth place. Since Larrousse had not entered his car in all races of the year, the two points associated with this position were not taken into account in the constructors' championship. In 1988 Larrousse continued to use Maders DFZ engines in the LC88 for Alliot, Dalmas, Pierre-Henri Raphanel and Aguri Suzuki , but failed to finish in the points. In 1989 and 1990 Larrousse switched to twelve-cylinder engines from Lamborghini , only to start again with DFR engines in 1991. The engines came from Hart this year. Éric Bernard and Aguri Suzuki each crossed the finish line in sixth place. These were the only finishes the DFR achieved in the points that the DFR achieved in its final year. In 1992 Larrousse was a Lamborghini customer again.

Ligier

Ligier JS33B with DFR engine (1990)

After using eight-cylinder naturally aspirated engines from Judd in 1988, the Équipe Ligier started with DFR engines from Langford & Peck in 1989. At least initially, the mixed versions DFZ-DFR were still in use at Ligier. The drivers were René Arnoux and Olivier Grouillard . Arnoux missed the qualification seven times, Grouillard four times with the JS33 . On the other hand, both drivers scored once each: Arnoux finished fifth in Canada , Grouillard sixth in France . With three points, the team was in 14th place in the constructors' championship at the end of the year. For the 1990 season Ligier kept the chassis engine package largely unchanged. The drivers were now Nicola Larini and Philippe Alliot. Both drivers could now qualify regularly. However, there were no finishings in the points. For the 1991 season Ligier got twelve-cylinder engines from Lamborghini, which had previously been used by the competitor Larrousse. They served to fill the gap until Ligier received customer versions of the Renault ten-cylinder in 1992.

March

The British racing car manufacturer March Engineering returned to Formula 1 with a works team in 1987 after a ten-year break. The team was a Cosworth customer for only its first year. In the first race, March used a converted Formula 3000 chassis ( March 87P ) because the newly designed racing car was not yet completed , after which the regular 871 took to the start. Both chassis had a Mader DFZ engine. Ivan Capelli scored a world championship point with the 871 . In 1988 the team switched to eight-cylinder engines from Judd, and from 1990 onwards they started with exclusive engines from Ilmor .

Minardi

Minardi M189 with DFR engine by Mader (1989)

Minardi began in 1985 with turbo engines, which Carlo Chiti's company Motori Moderni had designed exclusively for the Faenza team . In the years up to 1987 Minardi did not score a single world championship point with them. In 1988 the team switched to Cosworth DFZ engines supplied by Mader. When the US Grand Prix in 1988 drove Pierluigi Martini in the M188 a first World Cup point. In 1989, Minardi used pure DFR motors from Mader, with which the team found connection to the midfield. Luis Pérez-Sala finished sixth once, Martini sixth once and fifth twice. At the end of the year the team finished 11th in the constructors' championship with six world championship points. In 1990 Minardi started again with Mader-DFR. At the start of the season, the team achieved some extraordinary successes, which were largely due to particularly good qualifying tires from Pirelli . At the opening race in the USA, for example, Martini qualified for second place on the grid in last year's Minardi. However, technical problems often led to failures. In addition, Minardi neglected work on the current vehicle this year because the team concentrated early on on the development of the 1991 car, in which a customer engine from Ferrari was to be used. Minardi therefore did not score any World Championship points with the DFR engine in 1990.

Onyx / Monteverdi

Monteverdi ORE-1B with Mader-DFR (1990)

Mike Earle's British Onyx team , which had been a fixture in Formula 2 and Formula 3000 for many years , made its debut in Formula 1 in 1989 with the ORE-1 designed by Alan Jenkins . The car, often called a March - Copy was viewed with a Hart DFR engine. Stefan Johansson finished fifth in France and third in Portugal . Because of these results, Onyx was considered the surprise of the year. The financial support of the Belgian entrepreneur Jean-Pierre Van Rossem temporarily gave Onyx the prospect of Porsche engines in the 1990 season, which were ultimately given to Arrows. When Van Rossem stopped providing support at the turn of the year 1989/90, the Swiss automobile manufacturer Peter Monteverdi and his business partner Karl Foitek bought the team. The material was used largely unchanged; only the Mader DFR engines, which Monteverdi chose for national reasons, were new. The drivers were Karl Foitek's son Gregor and JJ Lehto . The team, which has meanwhile moved to Binningen in Switzerland , was run in an amateurish manner in 1990 and did not score any world championship points. It stopped racing before the end of the season.

Osella / Fondmetal

Fondmetal Fomet 1 with DFR engine from Hart (1991)

The Turin Team Osella Squadra Corse had used turbo engines from Alfa Romeo (Tipo 890T ) from 1984 to 1988 , and most recently serviced them themselves due to a lack of factory support. With the return to naturally aspirated engines, Osella renewed the customer relationship with Cosworth that had existed until 1983. Osella reported all DFR motors for the newly designed FA1M-89 . One source assumes that these were mixed versions of the DFZ-DFR type. Osella obtained the motors from Mader. With them there were some unusually good qualifying results, but only one finish that was outside of the points. In 1990 Osella drove with regular DFR engines, which were initially serviced by Mader and from summer 1990 by Tickford. The revised FA1-ME crossed the finish line three times, but again failed to score any points. Before the beginning of the 1991 season, Enzo Osella sold his team to Gabriele Rumis Fondmetal Group. Associated with this was a name change for the racing team. The cars now called Fomet 1 , which were mere revisions of last year's Osella cars, again ran with Harts DFR engines, which were at the technical level of 1990. They were largely unsuccessful. Fondmetal missed qualification or pre-qualification eight times this year. In 1992 the team used Cosworth HB engines.

Rial

The newly founded German Rial team of the entrepreneur Günter Schmid started in 1988 with the Rial ARC1 designed by Gustav Brunner , which was powered by a Mader DFZ. In any case, from the summer of 1988 Rial had access to the mixed version DFZ-DFR. There were only four finishings this season, including a fourth place for Andrea de Cesaris at the US Grand Prix . Rial finished the season with three points in 9th place in the constructors' championship. This positioning ensured that one of the Rial cars did not qualify for pre-qualification in the first half of the 1989 season. In the second year Rial used pure DFR motors from Mader. This time, too, the team made only four finishings. The best result was another fourth place, which Christian Danner again achieved in the USA . In the second half of the season, the team with changing drivers ( Volker Weidler , Gregor Foitek and Bertrand Gachot ) fell far behind; there were no more races from the French Grand Prix . Observers saw the main reason for this in Schmid's management style. After the end of the 1989 season, Rial ceased racing.

Tyrrell

Tyrrell 019 with DFR engine from Langford & Peck (1990)

Tyrrell was by far the most successful DFZ-DFR customer team. From 1987 to 1990 Tyrrell drove a total of 48 world championship points with the Cosworth engines and was the only team to achieve two second places (Jean Alesi 1990). In 1987 Tyrrell started with the DG016 and the pilots Jonathan Palmer and Philippe Streiff. This year, the DFZ engines came exclusively from Hart; In addition, Tyrrell was the only customer team to receive repeated factory support from Cosworth. Palmer and Streiff qualified for each race and scored five times. Fourth places in Germany (Streiff) and Australia (Palmer) were the best results. Correspondingly, the team also won the Colin Chapman Trophy , the design engineer title for naturally aspirated vehicles, which is a one-off this year, with a clear lead over Larrousse . In 1988 the team continued to use DFZ engines; During the season, however, it had access to the first conversion kits with DFR components, which allowed the engine to be installed deeper. Nevertheless, the results deteriorated. Julian Bailey missed qualification ten times, Jonathan Palmer twice. Palmer came in fifth twice and sixth once. With a total of five world championship points, Tyrrell fell back to eighth place in the constructors' championship, but was again the best Cosworth customer team. In the 1989 season, Tyrrell had only six engines available for economic reasons. These were DFZ-DFR units that Tyrrell had to purchase from Langford & Peck because Hart had entered into a priority relationship with Arrows for that season. With the 018 constructed by Harvey Postlethwaite , whose special feature was a high vehicle nose, Tyrrell was successful again. Michele Alboreto finished third in Mexico , his successor Jean Alesi finished fourth in the races in France and Spain and fifth in Italy . At the end of the year, Tyrrell finished fifth in the constructors' championship. In 1990, Hart engines were again in use in the "radically new" Tyrrell 019 ; this time it was original DFR blocks. In the first half of the season, Alesi finished second in the USA and Monaco . Then the team broke in. Only two sixth places for Satoru Nakajimas in Italy and Japan followed . At the end of the season, Tyrrell was again in fifth place in the constructors' championship. In 1991, the team used Honda ten-cylinder engines.

Other uses

Works Spice SE89C with DFZ engine, used in Le Mans 1989

With Cosworth DFR engine: Monteverdi Hai 650 F1

Some DFZ and DFR engines were used in sports car races. In the sports car world championship , from 1989 until its discontinuation in 1992 , these missions mainly focused on vehicles from the manufacturer Spice Engineering , founded by the British Gordon Spice , which had won the sports car championship in group C2 in 1985, 1986 and 1988 with the DFL engine commitment now to the group C concentrated. The Spice chassis SE88C, SE89C and SE90C were brought to the start by various racing teams including a works team that operated until 1990 with DFZ or DFR engines. In addition, there were also smaller racing teams such. B. that of Louis Descartes partly with Spice constructions, partly with his own vehicles and these engines. In this racing series, which was then dominated by major manufacturers such as Peugeot , Mercedes-Benz , Jaguar , Mazda and Porsche , there were no major successes. The best results with these engine types were a few fourth places for Spice vehicles and, as an absolute exception, third place for Ferdinand de Lesseps and Will Hoy in the 500 km race at Silverstone in 1992 . Such results were partly due to a steadily shrinking field of participants.

The Swiss automobile manufacturer Monteverdi , which temporarily took over the British Onyx team in the 1990 Formula 1 season, constructed the two-seater Hai 650 F1 mid-engine sports car in 1992 , in which numerous spare parts for the Onyx ORE1 Formula 1 car were reused. This also included a Cosworth DFR engine. The car was not street legal in Europe. Peter Monteverdi spoke of a small series production. It is doubtful whether a Hai 650 F1 was actually sold. Until its dissolution in 2017, a copy of the Hai 650 F1 was in Monteverdi's automobile museum in Binningen.

statistics

The Cosworth DFZ and DFR in the Formula 1 World Championship

season	team	chassis	engine	No.	driver	1	2	3	4th	5	6th	7th	8th	9	10	11	12	13	14th	15th	16	Points	rank
1987
	Data General Team Tyrrell	Tyrrell DG016	DFZ	3	J. Palmer	10	DNF	DNF	5	11	7th	8th	5	7th	14th	14th	10	DNF	7th	8th	4th	11	6th
				4th	P. Streiff	11	8th	9	DNF	DNF	6th	DNF	4th	9	DNF	12	12	7th	8th	12	DNF
	Larrousse Calmels	Lola LC87	DFZ	29	Y. Dalmas														9	14th	5	3	9
				30th	P. Alliot		10	8th	DNF	DNF	DNF	DNF	6th	DNF	12	DNF	DNF	6th	6th	DNF	DNF
	Team El Charro AGS	AGS JH22	DFZ	14th	P. Fabre	12	13	10	13	12	9	9	DNF	13	NC	DNQ	DNQ	DNF	DNQ			1	12
					R. Moreno															DNF	6th
	Leyton House March	March 87P	DFZ	16	I. Capelli	DNS																1	13
		March 871					DNF	DNF	6th	DNF	DNF	DNF	DNF	10	11	13	9	12	DNF	DNF	DNF
	Enzo Coloni Racing Car System	Coloni FC187	DFZ	31	N. Larini											DNPQ		DNF				0	-
1988
	Benetton Formula	Benetton B188	DFR	19th	A. Nannini	DNF	6th	DNF	7th	DNF	DNF	6th	3	18th	DNF	DSQ	9	DNF	3	5	DNF	39	3
				20th	T. Boutsen	7th	4th	8th	8th	3	3	DNF	DNF	6th	3	DSQ	6th	3	9	3	5
	Tyrrell Racing Organization	Tyrrell 017	DFZ-DFR	3	J. Palmer	DNF	14th	5	DNQ	6th	5	DNF	DNF	11	DNF	12	DNQ	DNF	DNF	12	DNF	5	8th
				4th	J. Bailey	DNQ	DNF	DNQ	DNQ	DNF	9	DNQ	16	DNQ	DNQ	DNQ	12	DNQ	DNQ	14th	DNQ
	Rial Racing	Rial ARC1	DFZ-DFR	22nd	A. de Cesaris	DNF	DNF	DNF	DNF	9	4th	10	DNF	13	DNF	DNF	DNF	DNF	DNF	DNF	8th	3	9
	Lois Minardi team	Minardi M188	DFZ	23	A. Campos	DNF	16	DNQ	DNQ	DNQ												1	10
					P. Martini						6th	15th	15th	DNQ	DNF	DNQ	DNF	DNF	DNF	13	7th
				24	L. Perez-Sala	DNF	11	DNF	11	13	DNF	NC	DNF	DNQ	10	DNQ	DNF	8th	12	15th	DNF
	Larrousse Calmels	Lola LC88	DFZ	29	Y. Dalmas	DNF	12	7th	9	DNQ	7th	13	13	DNF	9	DNF	DNF	DNF	11			0	-
					A. Suzuki															16
					P.-H. Raphanel																DNQ
				30th	Philippe Alliot	DNF	17th	DNF	DNF	DNF	DNF	DNF	DNF	DNF	12	9	DNF	DNF	14th	9	DNF
	BMS Scuderia Italia	Dallara F188	DFZ	36	A. Caffi		DNF	DNF	DNF	DNPQ	8th	12	11	15th	DNF	8th	DNF	7th	10	DNF	DNF	0	-
	Automobiles Gonfaronnaises Sportives	AGS JH23	DFZ	14th	P. Streiff	DNF	10	DNF	12	DNF	DNF	DNF	DNF	DNF	DNF	10	DNF	9	DNF	8th	11	0	-
	Coloni	Coloni FC188	DFZ	31	G. Tarquini	DNF	DNF	DNF	14th	8th	DNPQ	DNPQ	DNPQ	DNPQ	13	DNF						0	-
		Coloni FC188B															DNQ	11	DNPQ	DNPQ	DNQ
	EuroBrun Racing	EuroBrun ER188	DFZ	32	O. Larrauri	DNF	DNQ	DNF	13	DNF	DNF	DNF	DNQ	16	DNQ	DNQ	DNPQ	DNPQ	DNPQ	DNQ	DNF	0	-
				33	S. Modena	DNF	NC	DNF	DNF	12	DNF	14th	12	DNF	11	DNQ	DNQ	DNQ	13	DNQ	DNF
1989
	Benetton Formula	Benetton B188	DFR	19th	A. Nannini	6th	3	8th	4th	DNF	DSQ											39	3
				20th	J. Herbert	4th	11	15th	14th	5	DNQ
					E. Pirro							9	11
	Tyrrell Racing Organization	Tyrrell 017B	DFZ-DFR	3	J. Palmer	7th																16	5
				4th	M. Alboreto	10
		Tyrrell 018		3	J. Palmer		6th	9	DNF	9	DNF	10	DNF	DNF	13	14th	DNF	6th	10	DNF	DNQ
				4th	M. Alboreto		DNQ	5	3	DNF	DNF
					J.Alesi							4th	DNF	9	10		5		4th	DNF	DNF
					J.Herbert											DNF		DNQ
	Arrows Grand Prix International	Arrows A11	DFR	9	D. Warwick	5	5	DNF	DNF	DNF	DNF		9	6th	10	6th	DNF	DNF	9	6th	DNF	13	7th
					M. Donnelly							12
				10	E. Cheever	DNF	9	9	7th	3	DNF	7th	DNQ	12	5	DNF	DNQ	DNF	DNF	8th	DNF
	BMS Scuderia Italia	Dallara bms 189	DFR	21st	A. Caffi	DNPQ	7th	4th	13	DNF	6th	DNF	DNPQ	DNF	7th	DNF	11	DNF	DNF	9	DNF	8th	8th
				22nd	A. de Cesaris	13	10	13	DNF	8th	3	DNPQ	DNF	7th	DNF	11	DNF	DNF	7th	10	DNF
	Moneytron Onyx Formula One	Onyx ORE-1	DFR	36	S. Johansson	DNPQ	DNPQ	DNPQ	DNF	DNF	DSQ	5	DPNQ	DNF	DNF	8th	DPNQ	3	DNPQ	DNPQ	DNPQ	6th	10
				37	B. Gachot	DNPQ	DNPQ	DNPQ	DNPQ	DNPQ	DNPQ	13	12	DNQ	DNF	DNF	DNF
					JJ Lehto													DNPQ	DNF	DNPQ	DNF
	Minardi team	Minardi M188B	DFR	23	P. Martini	DNF	DNF	DNF														4th	12
				24	L. Perez-Sala	DNF	DNF	DNF
		Minardi M189		23	P. Martini				DNF	DNF	DNF	DNF	5	9	DNF	9	7th	5	DNF		6th
					P. Barilla															DNF
				24	L. Perez-Sala				DNQ	DNF	DNF	DNQ	6th	DNQ	DNF	15th	8th	12	DNF	DNF	DNQ
	Rial Racing	Rial ARC2	DFR	38	C. Danner	14th	DNQ	DNQ	12	4th	8th	DNQ	DNQ	DNQ	DNQ	DNQ	DNQ	DNQ				3	13
					G. Foitek														DNQ
					B. Gachot															DNQ	DNQ
				39	V. Weidler	DNPQ	DNPQ	DNPQ	DNPQ	DNPQ	DNPQ	DNPQ	DNPQ	EX	DNQ
					P.-H. Raphanel											DNQ	DNQ	DNQ	DNQ	DNQ	DNQ
	Ligier Loto	Ligier JS33	DFR	25th	R. Arnoux	DNQ	DNQ	12	14th	DNQ	5	DNF	DNQ	11	DNQ	DNF	9	13	DNQ	DNQ	DNF	3	14th
				26th	O. Grouillard	9	DSQ	DNF	8th	DNQ	DNQ	6th	7th	DNF	DNQ	13	DNF	DNQ	DNF	DNF	DNF
	Automobiles Gonfaronnaises Sportives	AGS JH23B	DFZ	40	G. Tarquini		8th	DNF	6th	7th	DNF	DNF										1	15th
				41	J. Winkelhock	DNPQ	DNPQ	DNPQ	DNPQ	DNPQ	DNPQ	DNPQ
					Y. Dalmas								DNPQ	DNPQ	DNPQ
		AGS JH24	DFR	40	G. Tarquini								DNQ	DNPQ	DNPQ	DNPQ	DNPQ	DNPQ	DNPQ	DNPQ	DNPQ
				41	Y. Dalmas											DNPQ	DNPQ	DNPQ	DNPQ	DNPQ	DNPQ
	Osella Squadra Corse	Osella FA1M-89	DFR	17th	N. Larini	DSQ	12	DNPQ	DNPQ	DNPQ	DNF	DNPQ	DNF	DNPQ	DNPQ	DNPQ	DNF	DNPQ	DNF	DNF	DNF	0	-
				18th	P. Ghinzani	DNPQ	DNPQ	DNPQ	DNPQ	DNPQ	DNPQ	DNPQ	DNPQ	DNPQ	DNF	DNPQ	DNPQ	DNPQ	DNF	DNPQ	DNF
	Coloni	Coloni FC188B	DFZ	31	R. Moreno	DNQ	DNQ	DNF	DNQ	DNQ												0	-
				32	P.-H. Raphanel	DNPQ	DNPQ	DNF	DNPQ	DNPQ					DNPQ
		Coloni C3	DFZ-DFR	31	R. Moreno						DNF	DNQ	DNF	DNPQ	DNPQ	DNPQ	DNPQ	DNF	DNPQ	DNPQ	DNPQ
				32	P.-H. Raphanel						DNPQ	DNPQ	DNPQ	DNPQ
					E. Bertaggia											DNPQ	DNPQ	DNPQ	DNPQ	DNPQ	DNPQ
1990
	Tyrrell Racing Organization	Tyrrell 018B	DFR	3	N. Nakajima	6th	8th															16	5
				4th	J. Alesi	2	7th
		Tyrrell 019		3	N. Nakajima			DNF	DNF	11	DNF	DNF	DNF	DNF	DNF	DNF	6th	DNS	DNF	6th	DNF
				4th	J. Alesi			6th	2	DNF	7th	DNF	8th	11	DNF	8th	DNF	8th	DNF	DNS	8th
	Footwork Arrows Racing	Arrows A11	DFR	9	M. Alboreto	10	DNF	DNQ	DNQ	DNF	17th	10	DNF	DNF	12	13	12	9	10	DNF	DNQ	2	9
				10	B. Schneider	12													DNQ
					A.Caffi		DNF	DNQ	6th	8th	DNQ	DNF	7th	9	9	10	9	13		9	DNQ
	Ligier Gitanes	Ligier JS33B	DFR	25th	N. Larini	DNF	11	10	DNF	DNF	16	14th	10	10	11	14th	11	10	7th	7th	10	0	-
				26th	P. Alliot	DNQ	12	9	DNF	DNF	18th	9	13	DSQ	14th	DNQ	13	DNF	DNF	10	11
	SCM Minardi team	Minardi M189B	DFR	23	P. Martini	7th	9															0	-
				24	P. Barilla	DNF	DNF
		Minardi M190		23	P. Martini			DNS	DNF	DNF	12	DNF	DNF	DNF	DNF	15th	DNF	11	DNF	8th	9
				24	P. Barilla			11	DNF	DNQ	14th	DNQ	12	DNQ	15th	DNF	DNQ	DNQ	DNQ
					G. Morbidelli															DNF	DNF
	Monteverdi Onyx Formula One	Onyx ORE-1B	DFR	35	S. Johansson	DNQ	DNQ															0	-
					G. Foitek			DNF	7th	DNF	15th	DNQ	DNQ	DNF	DNQ
				36	JJ Lehto	DNQ	DNQ	12	DNF	DNF	DNF	DNQ	DNQ	NC	DNQ
	Automobiles Gonfaronnaises Sportives	AGS JH24	DFR	17th	G. Tarquini	DNPQ	DNPQ															0	-
				18th	Y. Dalmas	DNPQ	DNF
		AGS JH25		17th	G. Tarquini			DNPQ	DNPQ	DNPQ	DNPQ	DNQ	DNF	DNPQ	13	DNQ	DNQ	DNQ	DNF	DNPQ	DNF
				18th	Y. Dalmas			DNPQ	DNPQ	DNPQ	DNPQ	17th	DNPQ	DNQ	DNQ	DNQ	DNF	DNF	9	DNQ	DNQ
	BMS Scuderia Italia	Dallara F190	DFR	21st	G. Morbidelli	DNQ	14th															0	-
					E. Pirro			DNF	DNF	DNF	DNF	DNF	11	DNF	10	DNF	DNF	15th	DNF	DNF	DNF
				22nd	A. de Cesaris	DNF	DNF	DNF	DNF	DNF	13	DSQ	DNF	DNQ	DNF	DNF	10	DNF	DNF	DNF	DNF
	Osella Squadra Corse	Osella FA1M-89	DFR	14th	O. Grouillard	DNF	DNF															0	-
		Osella FA1ME						DNF	DNQ	13	19th	DNPQ	DNQ	DNQ	DNPQ	16	DNF	DNQ	DNF	DNQ	DNF
	Coloni Racing	Coloni C3C	DFZ-DFR	31	B. Gachot									DNPQ	DNPQ	DNQ	DNQ	DNQ	DNQ	DNQ	DNQ	0	-
1991
	Larrousse F1	Lola LC91	DFR	29	É. Bernard	DNF	DNF	DNF	9	DNF	6th	DNF	DNF	DNF	DNF	DNF	DNF	DNQ	DNF	DNS		2	11
					B. Gachot																DNQ
				30th	A. Suzuki	6th	DNS	DNF	DNF	DNF	DNF	DNF	DNF	DNF	DNF	DNQ	DNQ	DNF	DNQ	DNF	DNQ
	Automobiles Gonfaronnaises Sportives	AGS JH25B	DFR	17th	G. Tarquini	8th	DNF	DNQ	DNF	DNQ	DNQ	DNQ	DNQ	DNQ	DNQ	DNQ						0	-
				18th	S. Johansson	DNQ	DNQ
					F. Barbazza			DNQ	DNQ	DNQ	DNQ	DNQ	DNQ	DNQ	DNQ	DNQ	DNQ
		AGS JH27		17th	G. Tarquini												DNPQ	DNQ
					O. Grouillard														DNPQ
				18th	F. Barbazza													DNPQ	DNPQ
	Fund metal	Fund metal FA1ME	DFR	14th	O. Grouillard	DNPQ	DNPQ															0	-
		Fondmetal Fomet 1						DNPQ	DNPQ	DNPQ	DNF	DNF	DNPQ	DNPQ	DNQ	10	DNF	DNPQ
					G. Tarquini														12	11	DNPQ
	Footwork Grand Prix International	Footwork FA12C	DFR	9	M. Alboreto							DNF	DNF	DNQ	DNQ	DNPQ	DNQ	16	DNF	DNQ	13	0	-
				10	S. Johansson							DNQ	DNQ
					A. Caffi									DNPQ	DNPQ	DNQ	DNPQ	DNPQ	DNPQ	10	15th
	Coloni Racing	Coloni C4	DFR	31	P. Chaves	DNPQ	DNPQ	DNPQ	DNPQ	DNPQ	DNPQ	DNPQ	DNPQ	DNPQ	DNPQ	DNPQ	DNPQ	DNPQ				0	-
					N. Hattori															DNPQ	DNPQ

Legend
colour	abbreviation	meaning
gold	-	victory
silver	-	2nd place
bronze	-	3rd place
green	-	Placement in the points
blue	-	Classified outside the point ranks
violet	DNF	Race not finished (did not finish)
	NC	not classified
red	DNQ	did not qualify
	DNPQ	failed in pre-qualification (did not pre-qualify)
black	DSQ	disqualified
White	DNS	not at the start (did not start)
	WD	withdrawn
Light Blue	PO	only participated in the training (practiced only)
	TD	Friday test driver
without	DNP	did not participate in the training (did not practice)
	INJ	injured or sick
	EX	excluded
	DNA	did not arrive
	C.	Race canceled
		no participation in the World Cup
other	P / bold	Pole position
	SR / italic	Fastest race lap
	*	not at the finish, but counted due to the distance covered
	()	Streak results
	underlined	Leader in the overall standings

Colin Chapman Trophy 1987

Item	constructor	No.																	Points
1	Tyrrell - Ford	3	1	DNF	DNF	1	1	2	1	2	1	3	3	2	DNF	2	1	1	169
		4th	2	1	2	DNF	DNF	1	DNF	1	2	DNF	1	3	2	3	2	DNF
2	Lola - Ford	29														4th	4th	4th	43
		30th		2	1	DNF	DNF	DNF	DNF	3	DNF	2	DNF	DNF	1	1	DNF	DNF
3	AGS - Ford	14th	3	3	3	3	2	3	2	DNF	4th	NC	DNQ	DNQ	DNF	DNQ	DNF	3	41
4th	March - Ford	16		DNF	DNF	2	DNF	DNF	DNF	DNF	3	1	2	1	3	DNF	DNF	DNF	38
5	Coloni - Ford	16											DNQ		DNF				0

literature

• Norman Burr: First Principles: The Official Biography of Keith Duckworth. Veloce Publishing, 2015, ISBN 978-1-84584-528-5 .
• Adriano Cimarosti: The Century of Racing . Stuttgart 1997, ISBN 3-613-01848-9 .
• David Hodges: AZ of Grand Prix Cars 1906-2001 . Crowood Press, 2001, ISBN 1-86126-339-2 .
• David Hodges: Racing cars from AZ after 1993 . Stuttgart 1993, ISBN 3-613-01477-7 .
• Pierre Ménard: La Grande Encyclopédie de la Formule 1st 2nd edition. St. Sulpice, 2000, ISBN 2-940125-45-7 .
• Graham Robson: Cosworth: The Search for Power. JH Haynes & Co, 2017, ISBN 978-1-84425-015-8 .
• Bernd Tuchen: Ford in Formula 1 1965 to 1994. Verlag Dr. Faustus, Büchenbach 2006, ISBN 3-933474-38-8 .

Web links

• Documentation on the Cosworth DFZ and DFR on the website www.research-racing.de

Individual evidence

1. ↑ Installed in the Monteverdi Hai 650 F1 sports car.
2. ↑ Adriano Cimarosti: The century of racing. Motorbuch Verlag Stuttgart 1997, ISBN 3-613-01848-9 , pp. 320, 327.
3. ↑ Doug Nye: The Big Book of Formula 1 Racing Cars. The three-liter formula from 1966 . Verlagsgesellschaft Rudolf Müller, Cologne 1986, ISBN 3-481-29851-X , p. 18.
4. ↑ Adriano Cimarosti: The century of racing . Stuttgart 1997, ISBN 3-613-01848-9 , p. 369.
5. ^ ^{A b c d e} Norman Burr: First Principles: The Official Biography of Keith Duckworth. Veloce Publishing, 2015, ISBN 978-1-84584-528-5 , p. 250.
6. ^ Graham Robson: Cosworth: The Search for Power. JH Haynes & Co, 2017, ISBN 978-1-84425-015-8 , p. 186.
7. ^ Graham Robson: Cosworth: The Search for Power. JH Haynes & Co, 2017, ISBN 978-1-84425-015-8 , p. 248.
8. ↑ ^{a b} Adriano Cimarosti: The century of racing . Stuttgart 1997, ISBN 3-613-01848-9 , p. 396.
9. ^ ^{A b c} Alan Henry: Auto Course 1990/91. Osprey Publishing, London 1991, ISBN 0-905138-74-0 , p. 58.
10. ↑ ^{a b} Overview of the engines used in Formula 1 and the tuning companies on the website forix.autosport.com (accessed on December 18, 2018).
11. ^ History of the Coloni team on the website www.f1rejects.com (archived version) (accessed December 19, 2018).
12. ↑ ^{a b c d e f g h} Documentation on the Cosworth DFZ and DFR on the website www.research-racing.de (accessed on December 14, 2018).
13. ^ Graham Robson: Cosworth: The Search for Power. JH Haynes & Co, 2017, ISBN 978-1-84425-015-8 , p. 271.
14. ↑ ^{a b c d} Adriano Cimarosti: The Century of Racing . Stuttgart 1997, ISBN 3-613-01848-9 , p. 385.
15. ^ ^{A b} Graham Robson: Cosworth: The Search for Power. JH Haynes & Co, 2017, ISBN 978-1-84425-015-8 , p. 250.
16. ^ ^{A b} Graham Robson: Horses for Courses . Motorsport Magazine, issue 7/2007, p. 44.
17. ^ Graham Robson: Cosworth: The Search for Power. JH Haynes & Co, 2017, ISBN 978-1-84425-015-8 , p. 260.
18. ^ Graham Robson: Cosworth: The Search for Power. JH Haynes & Co, 2017, ISBN 978-1-84425-015-8 , p. 262.
19. ^ Graham Robson: Cosworth: The Search for Power. JH Haynes & Co, 2017, ISBN 978-1-84425-015-8 , p. 248 f.
20. ↑ Adriano Cimarosti: The century of racing . Stuttgart 1997, ISBN 3-613-01848-9 , p. 416.
21. ^ David Hodges: Racing Cars from AZ after 1993 . Stuttgart 1993, ISBN 3-613-01477-7 , p. 57.
22. ^ David Hodges: Racing Cars from AZ after 1993 . Stuttgart 1993, ISBN 3-613-01477-7 , p. 9.
23. ^ ^{A b} Pierre Ménard: La Grande Encyclopédie de la Formule 1st 2nd edition. St. Sulpice, 2000, ISBN 2-940125-45-7 , p. 106.
24. ^ Motorsport aktuell, issue 15, 1988, p. 8.
25. ^ Alan Henry: Autocourse. The World's leading Grand Prix Annual. 1988-89. Hazelton, Richmond 1988, ISBN 0-905138-57-0 , pp. 58 and 68.
26. ^ Alan Henry: Auto Course 1991/92 . Hazleton Securities, London 1992, ISBN 0-905138-87-2 , p. 83.
27. ↑ Motorsport Aktuell, issues 19/1991, 24/1991, 32/1991 and 34/1991, each page 6.
28. ^ Alan Henry: Auto Course 1991/92. Hazleton Securities, London 1992, ISBN 0-905138-87-2 , p. 219.
29. ^ Motorsport aktuell , issue 29, 1988, p. 10 and p. 21.
30. ↑ Motorsport news. Issue 28, 1988, p. 4.
31. ↑ Motorsport news. Issue 23, 1988, p. 26.
32. ↑ Auto Motor und Sport, Issue 7/1988, p. 288.
33. ^ Auto motor und sport, Issue 23/1989, p. 268.
34. ↑ Adriano Cimarosti: The century of racing . Stuttgart 1997, ISBN 3-613-01848-9 , p. 417.
35. ^ David Hodges: Racing Cars from AZ after 1993 . Stuttgart 1993, ISBN 3-613-01477-7 , p. 194.
36. ↑ Patrice Burchkalter, Jean-Francois Galeron: Formula 1 - A complete guide to 1992. Surèsnes 1992, 2-87-636-107-8, p. 90.
37. ^ David Hodges: Racing Cars from AZ after 1993 . Stuttgart 1993, ISBN 3-613-01477-7 , p. 197.
38. ^ David Hodges: Racing Cars from AZ after 1993 . Stuttgart 1993, ISBN 3-613-01477-7 , p. 104.
39. ↑ Patrice Burchkalter, Jean-Francois Galeron: Tout sur la Formule 1 1991 . Surèsnes 1991, ISBN 2-87636-067-5 , p. 62.
40. ^ David Hodges: Racing Cars from AZ after 1993 . Stuttgart 1993, ISBN 3-613-01477-7 , p. 255.
41. ^ David Hodges: Racing Cars from AZ after 1993 . Stuttgart 1993, ISBN 3-613-01477-7 , S: 256.
42. ^ Alan Henry: Auto Course 1990/91. Osprey Publishing, London 1991, ISBN 0-905138-74-0 , p. 54.
43. ↑ ^{a b c d} No points in the constructors' championship or in the Colin Chapman Trophy for the second car, which was not consistently registered.
44. ↑ In 1989 Benetton scored a total of 39 points, 13 of them with the Benetton B188-DFR and 26 with the B189-HB.