Cosworth ED

The Cosworth ED (also: Ford ED ) was an eight-cylinder naturally aspirated engine designed by Cosworth for Formula 1 , which was used at the beginning of the second 3.0-liter era from 1995 to 1997 . It was purely a customer engine for smaller teams and in this role replaced the HB , which was used until 1994 and to which it was technically related. It was Cosworth's last eight-cylinder engine until the rule change in 2006 . The ED wasn't competitive. He scored only three world championship points in three years.

History of origin

Dominant manufacturer of the 1970s

ED Designer: Cosworth

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 eight-cylinder naturally aspirated engine DFV . The DFV, funded by Ford, was freely available and dominated Formula 1 in the 1970s. Cosworth only lost its dominant position in the early 1980s when expensive and powerful turbo engines began to rule the world championships. Cosworth operated the Turbo Formula 1 only half-heartedly and could not build on old successes with the GBA, which was only completed in 1986 . When the FIA again allowed naturally aspirated engines with a displacement increased to 3.5 liters for the 1987 season , Cosworth set up the DFZ within a few months , an eight-cylinder naturally aspirated engine that was derived from the now 20-year-old DFV.

Factory and customer engines

At this time, Ford and Cosworth began to split the engine program. As a preferred partner, Benetton had an exclusive so-called works engine that was at the current stage of development. All other teams only received customer engines whose development and performance level lagged behind the factory engines. In many cases, older factory engines became customer engines when Cosworth had completed a new expansion stage of the factory engine for the exclusive partner.

Cosworth initially followed this scheme with the DFZ. When Cosworth developed the DFZ into the DFR in 1988 , the previous DFZ became a customer engine . At the same time, Cosworth constructed the Cosworth HB in 1988, a completely new naturally aspirated engine that was again designed as an eight-cylinder, but no longer had any similarities with the DFV. As a factory engine, the HB was primarily sold to the Benetton team from 1989 , while the other Cosworth customers were supplied with the outdated DFR until 1991 . It was not until 1992 that Cosworth began regular customer business with HB engines; however, these were each older versions than Benetton and had less power than the ten- and twelve-cylinder engines from Renault ( Williams ) and Honda ( McLaren ). Depending on the source, the power deficit was 70 to 100 hp.

In 1994 the successor to the HB, referred to internally as Cosworth EC and marketed in public as Ford Zetec-R , appeared, which in turn went exclusively to Benetton as a works engine. For the first time, Cosworth used expensive special materials: The combustion chambers were coated with ceramic, the connecting rods and valves were made of titanium and the pistons were made of a magnesium-copper-nickel alloy. Michael Schumacher won the drivers' world championship with the EC in 1994. The HB continued to serve as the customer engine this year and is now in its sixth season. Three customer teams ( Footwork , Minardi and Larrousse ) scored 16 world championship points with him in 1994, while Benetton achieved 103 points with the new EC.

New customer engines for the 3.0 liter formula

From 1995 both the factory EC in its original form and the customer HB were obsolete. In response to the fatal accidents of Roland Ratzenberger and Ayrton Senna at the 1994 San Marino Grand Prix , the FIA reduced the engine capacity limit to 3.0 liters for the 1995 season. In the early summer of 1994, Cosworth briefly considered using the rule changes as an opportunity to get out of Formula 1. Together with Ford, however, the decision was made to continue the program. The factory EC was redesigned to become the ECA , which was exclusively available to the Sauber team in 1995 .

Neither the EC nor the ECA came into consideration as a customer engine. Because of its elaborate construction, it required an overhaul after 350 km, so that an engine did not even survive a complete racing weekend. The financially weak teams that were dependent on customer engines could not afford this effort. That is why Cosworth designed a new customer engine in the fall of 1994, which was given the designation ED and replaced the HB. The Cosworth ED was presented at the Birmingham Motor Show in January 1995. From 1995 to 1997, five versions were created, which were used by five teams during this time. In total, they only achieved three world championship points with him. The ED was the most widely used, but not the only Cosworth customer engine. In 1996 and 1997, individual ECA blocks went to the Forti and Mastercard Lola teams , who wanted to set them apart from conventional ED customers. Both teams failed before the end of the season.

At the end of the 1997 season, Cosworth also gave up the eight-cylinder concept for its customers, after the factory engines had already been converted to ten cylinders in 1996. From 1998 older versions of the Cosworth ten-cylinder replaced the old ED in the role of the customer engine.

technology

Technical basis of the Cosworth ED: The Cosworth HB from 1989

The development of the ED was led by the Cosworth engineer Stewart Banks. While Cosworth had designed the factory engine EC (or ECA) from scratch, the ED was a mere further development of the old customer engine HB.

details

The ED's displacement was 2995 cm³. Cosworth did not provide precise information on the bore and stroke. The ED was an eight cylinder V engine with a cylinder bank angle of 75 degrees. Each bank of cylinders had two overhead camshafts. For each cylinder there were two inlet and two outlet valves, which were reset pneumatically. At 595 mm, the ED was just as long as the HB, but 15 mm shorter than the EC, which had a comparatively large bore and was therefore longer. The overall height of the ED (542 mm) exceeded that of the compact EC by 27 mm and that of the HB by 20 mm. Although Cosworth also used expensive materials such as titanium, magnesium and plastics for the ED, its weight was 500 grams more than that of the EC. The electronics came regularly from Cosworth. The only difference was the motors intended for Minardi: They received control electronics from Magneti Marelli . Minardis motors were therefore also referred to as EDM in the factory. The ED power output was low. Initially they delivered between 580 and 590 hp. This made them the weakest engines in the field. They stayed that way until the end of 1997, even if the performance increased gradually over the next few years.

Stages of development

From 1995 to 1997 five versions of the Cosworth ED were made:

ED1 (1995)

The basic version, retroactively designated as ED1, was in use throughout the 1995 season by all customer teams (Forti, Minardi, Pacific and Simtek ). During that year Cosworth brought no further developments.

ED2 (1996)

At the beginning of the 1996 season, the first expansion stage of the ED appeared. The engine, known internally as ED2, developed 15 hp more than the basic version from 1995. Nevertheless, it was the weakest engine this season. The next more powerful engine, the 830 from Hart used at Arrows , achieved 620 hp, while Tyrrell's OX11A-V10 from Yamaha achieved 650 hp, as did the new Cosworth ten-cylinder engine used at Sauber. All other Formula 1 engines now developed more than 700 hp, the RS8 from Renault even 750 hp. The ED2 only drove at Minardi.

ED3 (1996)

The further developed version ED3 appeared at the Spanish Grand Prix in 1996 . The main difference to the ED2 was an increased speed limit to 14,500 revolutions per minute. The ED3 was used exclusively by Minardi.

ED4 (1997)

The ED4 was the basic version of the Cosworth customer engine for the 1997 season. According to the factory, it should achieve an increase in performance of 8 percent compared to the ED3. Minardi had already tested the ED4 in early October 1996, but did not race it in the 1996 season. The ED4 was only driven by Tyrrell .

ED5 (1997)

The final version of the ED range was the ED5, which appeared at the 1997 Spanish Grand Prix . With it came major modifications. The engine block had remained unchanged, but the cylinder head, all moving parts and also the ancillary units were new. According to the factory, the engine was 20 kg lighter than the ED4, had 20 hp more power and now reached 15,000 revolutions per minute. This version only appeared on Tyrrell.

Races

1995: Forti Corse

Forti FG01 with ED2 engine (1995)

The Forti Corse team from Alessandria made its debut in Formula 1 in 1995 after having been successful in Formula 3000 for many years . The Formula 1 commitment was based largely on the payments made by the Brazilian sponsors arranged by Pedro Diniz . The team started in 1995 with the ED1 customer engine and the FG01 chassis , which went back to the Fondmetal GR02 from 1992 and was 60 kg above the permitted minimum weight. In the first races of the year, the Forti drivers regularly started from the back row; Only in the course of the summer, when the financially troubled Pacific team let inexperienced paydrivers into the cockpit, could Diniz and his teammate Roberto Moreno occasionally qualify for the penultimate row. Diniz finished ten times, Moreno eight times during the season. The team's best result was Diniz's seventh place in the last race of the year in Australia . However, the Forti were extremely slow in the races. The Forti drivers were each lapped several times; they were usually five or six laps behind the winner, in Argentina even nine. On the one hand, the low speeds were due to the uncompetitive package of car and engine; on the other hand, team boss Guido Forti put the emphasis on reliability in the first season in order to gain experience through as many racing laps as possible. Forti came under criticism. With an explicit reference to Forti Corse, the FIA ​​introduced the 107 percent rule at the beginning of the 1996 season in order to exclude cars and drivers that were too slow from participating in the race. In 1996 Forti switched to ECA customer motors, which were hardly more powerful than the ED motors. The team had to stop racing in the summer of 1996 due to financial difficulties.

1995: Pacific

Pacific PR02 with ED1 engine (1995)

The British team Pacific, like Forti Corse, had its roots in Formula 3000. In 1994 Pacific made its Formula debut with a three-year-old Reynard chassis and a ten-cylinder Ilmor engine , which was at the development level of 1992 and was serviced by Mader 1. Pacific was the weakest team this year. It did not reach the finish line. Both drivers failed to qualify in every race from the French Grand Prix until the end of the season. For 1995 Pacific switched to Cosworth ED1 customer engines. The chassis PR02 was a new design by Frank Coppuck . The car was said to have had significant aerodynamic problems that the team was unable to fix due to a lack of money for test drives. Pacific started the season with riders Andrea Montermini and Bertrand Gachot . When the financial situation became difficult in the course of the year, the paydrivers Giovanni Lavaggi and Jean-Denis Delétraz took over the cockpit for individual races from Gachot, who was co-owner of the team. Pacific's second season was again unsuccessful: there were 16 defects, eight accidents, one abandonment and one disqualification. Once Gachot was unable to start due to transmission problems, and once you were not classified due to the large backlog. However, it is doubtful whether all of the failures were actually due to technical reasons. Andrea Montermini later explained that his tasks were often due to the team's financial needs: Since Pacific had no money for regular engine overhauls, he was instructed to only do a few laps in the races and then to give up in order to reduce the running time of the engines to stretch. At the end of the season, as in the previous year, the team had not scored a point in the constructors' championship. For 1996 Pacific approached John Judd for Yamaha customer engines. This did not happen, however, because the team could not set up the budget for another Formula 1 season and instead returned to the Formula 3000 championship in 1996.

1995: Simtek

Simtek S951 with ED1 engine (1995)

The British design office Simtek, which had been commissioned to develop Formula 1 cars for BMW , Andrea Moda and Bravo since 1991 , made its Formula 1 debut together with Pacific in 1994. Roland Ratzenberger was fatal in a Simtek S941 in the team's third race in Imola crashed. In the further course of the 1994 season, the team succeeded with changing drivers to control the competitor Pacific. However, Simtek did not achieve world championship points. In 1995 Simtek switched from Cosworth HB to ED1 motors, which were used in the S951, a further development of last year's chassis. The rear axle and gearbox were bought from Benetton; they corresponded to the design of last year's Benetton B194 . The Simtek was considered the most competitive car with an ED customer engine at the start of the 1995 season, which was also superior to the Minardi M195. Driver Jos Verstappen , who was also Benetton's test driver , was able to regularly qualify for the middle starting positions and, despite numerous failures, compete with the middle field during the racing phases. At the Monaco Grand Prix , team boss Nick Wirth announced the impending insolvency of the racing team. Because no further donors were found, the team skipped the subsequent race in Canada and filed for bankruptcy.

1995 and 1996: Minardi

Minardi M195 with ED1 engine

Minardi-Box at the 1996 German Grand Prix

The Italian team Minardi had used Cosworth HB customer engines in 1993 and 1994. In 1993 the engines came from Tom Walkinshaw Racing , in 1994 they came directly from Cosworth. For the 1995 season, Minardi had signed a contract with Mugen for ten-cylinder engines, which was not implemented. Tom Walkinshaw , now owner of the Équipe Ligier , convinced Mugen not to deliver the engines to Minardi, but to Ligier, so that Minardi had to switch to Cosworth ED engines at short notice in the winter of 1994/1995. Minardi filed a breach of contract lawsuit, but ultimately withdrew after Walkinshaw took action against Minardi over unpaid bills from 1993 and had Minardi 's racing cars confiscated at the 1995 French Grand Prix . As part of an out-of-court settlement, Minardi received US $ 3.5 million in compensation from Mugen, which did not even cover the leasing costs for the 1995 season ED engines.

In 1995, Minardi was the best ED customer team over the year, but was left behind by midfield teams like Tyrrell-Yamaha and Arrows-Hart. Pierluigi Martini , who contested his last Formula 1 races here, finished seventh twice in the Minardi M195 ; his successor Pedro Lamy scored Minardi's only world championship point in Australia . Luca Badoer , the second driver, achieved two finishings in eighth place as the best results. In the remaining races there were a number of technical failures. Minardi finished the Constructors' Championship in tenth behind Tyrrell and Arrows, who each scored five points.

After Giancarlo Minardi's hopes for a customer engine from Ferrari were shattered, his team competed again with ED engines in 1996. Minardi was the only ED customer team that year. The competitor Forti instead used the more expensive and well-known, but actually not more powerful “Zetec-R” motors of the ECA series. At the beginning of the season, Minardi received the ED2; the further developed version ED3 appeared in spring. In the fall, Minardi finally tested the ED4, which was also used in training for the Australian Grand Prix , but was not used in the race. The car was the M195B, a slightly revised version of the previous year's car. Minardi's regular driver Pedro Lamy dropped out in eight of 16 races; his best result was ninth place in Imola . The second car was driven alternately by the debutants Giancarlo Fisichella and Tarso Marques as well as Giovanni Lavaggi, who, as in the previous year, bought into the team at Pacific and kept the racing team alive with his payments. In 1996 Minardi did not score any world championship points. The team finished 10th in the constructors' championship. The direct competitors Arrows and Tyrrell were one and five points ahead of Minardi. For the 1997 season, the team switched to eight-cylinder Hart engines.

1997: Tyrrell

Tyrrell 025

In 1997 the traditional British racing team Tyrrell was the only team to use ED customer motors in 1997. The revival of the relationship with Cosworth, which ended in 1990, had become necessary because Tyrrell's previous engine partner, Yamaha, had entered into an exclusive relationship with Arrows for 1997. Although Tyrrell tried to get customer versions of Cosworth's ten-cylinder engines, which ran as factory engines in the newly founded Team Stewart Grand Prix that year ; Its owner Jackie Stewart , who was world champion driver with Tyrrell three times from 1969 to 1973, refused to pass on the ten-cylinder. At the start of the season, Tyrrell received the ED4 version, which was heavier and weaker than last year's Yamaha engine, and the lighter and slightly more powerful ED5 version appeared from the Spanish Grand Prix. For Tyrrell, the switch to ED engines meant, in addition to the sporting setback, a financial burden, because while Yamaha had supplied the engines free of charge until 1996, Tyrrell had to pay around US $ 5.5 million for Cosworth's eight-cylinder in 1997. This year Tyrrell used the 025 designed by Harvey Postlethwaite , which was based on the predecessor 024 and was limited in mechanical terms to changes that were necessary due to the installation of the larger and heavier engine. The team tried to compensate for the weaknesses of the chassis and the engine through aerodynamic innovations. The most striking feature were the air deflectors called X-Wings or X-Towers , which were attached to the side pods at the height of the cockpit and stood on struts. They appeared in most races and were copied by almost all teams over the course of the year. 1997 was largely unsuccessful for Tyrrell. It is true that the drivers Mika Salo and Jos Verstappen succeeded in at least a few races at the beginning of the season, leaving the Stewart team's new cars behind in qualifying (for example in Australia and Spain ); overall, however, for Tyrrell it was only a question of staying ahead of the Minardi. World championship points were only awarded under the special circumstances of the rainy Monaco Grand Prix , which Salo (for the first time since the reintroduction of refueling in 1994) finished without refueling and finished in fifth place due to the time advantage. At the end of the season, Tyrrell finished 10th in the constructors' championship with two points ahead of Minardi and Lola . In 1998 the team started with customer versions of Cosworth's ten-cylinder engine.

statistics

season	team	chassis	engine	No.	driver	1	2	3	4th	5	6th	7th	8th	9	10	11	12	13	14th	15th	16	17th	Points	rank
1995
	Minardi Scuderia Italia	Minardi M195	ED1	23	P. Martini	DNF	DNF	12	14th	7th	DNF	DNF	7th	DNF									1	10
					P. Lamy										9	10	DNF	DNF	9	13	11	6th
				24	L. Badoer	DNF	DNF	14th	DNF	DNF	8th	13	10	DNF	8th	DNF	DNF	14th	11	15th	9	DNS
	Parmalat Forti Corse	Forti FG01		21st	P. Diniz	10	DNF	15th	DNF	10	DNF	DNF	DNF	DNF	DNF	13	9	16	13	17th	DNF	7th	0	-
				22nd	R. Moreno	DNF	DNF	16	DNF	DNF	DNF	16	DNF	DNF	DNF	14th	DNF	17th	DNF	16	DNF	DNF
	Pacific Racing	Pacific PR02		16	B. Gachot	DNF	DNF	DNF	DNF	DNF	DNF	DNF	12							DNF	DNF	8th	0	-
					G. Lavaggi									DNF	DNF	DNF	DNF
					J.-D. Delétraz													DNF	NC
				17th	A. Montermini	9	DNF	DNF	DNS	DSQ	DNF	NC	DNF	8th	12	DNF	DNF	DNF	DNF	DNF	DNF	DNF
	MTV Simtek	Simtek S951		11	D. Schiattarella	DNF	9	DNF	15th	DNF													0	-
				12	J. Verstappen	DNF	DNF	DNF	12	DNF
1996
	Minardi Scuderia Italia	Minardi M195B	ED2 ED3	20th	P. Lamy	DNF	10	DNF	12	9	DNF	DNF	DNF	12	DNF	12	DNF	10	DNF	16	12		0	-
				21st	G. Fisichella	DNF			13	DNF	DNF	DNF	8th	DNF	11
					T. Marques		DNF	DNF
					G. Lavaggi											DNQ	10	DNQ	DNF	15th	DNQ
1997
	PIAA Tyrrell	Tyrrell 025	ED4 ED5	18th	J. Verstappen	DNF	15th	DNF	10	8th	11	DNF	DNF	DNF	10	DNF	DNF	DNF	12	DNF	13	16	2	10
				19th	M. Salo	DNF	13	8th	9	5	DNF	DNF	DNF	DNF	DNF	13	11	DNF	DNF	10	DNF	12

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

History of Cosworths Formula 1 engines on the website www.research-racing.de

Individual evidence

1. ↑ With 155 world championship races won, 12 driver and 10 constructor titles between 1967 and 1983, it is the most successful engine in the history of Formula 1.
2. ↑ ^{a b c} History of Cosworths Formula 1 engines on the website www.research-racing.de (accessed on January 21, 2019).
3. ^ David Hodges: Rennwagen from A – Z after 1945 , Stuttgart 1993, ISBN 3-613-01477-7 , p. 187.
4. ↑ Adriano Cimarosti: The century of racing . Stuttgart 1997, ISBN 3-613-01848-9 , p. 464.
5. ↑ Willy Knupp (Ed.): Grand Prix 95 - experienced live , Zeitgeist Verlag 1995, 1995, ISBN 3-926224-91-6 , p. 23.
6. ↑ Adriano Cimarosti: The century of racing . Stuttgart 1997, ISBN 3-613-01848-9 , pp. 481, 492.
7. ↑ Adriano Cimarosti: The century of racing . Stuttgart 1997, ISBN 3-613-01848-9 , p. 493.
8. ↑ Willy Knupp (Ed.): Grand Prix 95 - experienced live , Zeitgeist Verlag 1995, 1995, ISBN 3-926224-91-6 , p. 65.
9. ↑ History of Forti Corse on the website www.f1rejects.com (archived version; accessed on January 11, 2019).
10. ^ Alan Henry: Auto Course 1995/96 , Hazleton Publishing Ltd, ISBN 1-874557-36-5 , p. 71.
11. ↑ ^{a b c} Willy Knupp (Ed.): Grand Prix 95 - experienced live , Zeitgeist Verlag 1995, 1995, ISBN 3-926224-91-6 , p. 59.
12. ^ David Hodges: AZ of Grand Prix Cars 1906-2001. Crowood Press, 2001, ISBN 1-86126-339-2 , p. 187.
13. ^ David Hodges: AZ of Grand Prix Cars 1906-2001 . Crowood Press, 2001, ISBN 1-86126-339-2 , p. 211.
14. ^ Pierre Ménard: La Grande Encyclopédie de la Formule 1st 2nd edition. St. Sulpice, 2000, ISBN 2-940125-45-7 , p. 454.
15. ↑ Motorsport aktuell, issue 48/1995.
16. ↑ ^{a b} David Hodges: AZ of Grand Prix Cars 1906-2001 . Crowood Press, 2001, ISBN 1-86126-339-2 , p. 179.
17. ↑ Willy Knupp (Ed.): Grand Prix 97 Live miterlebt , Zeitgeist Verlag, Düsseldorf, 1997, ISBN 3-613-30343-4 , p. 63.
18. ↑ David Hodges: AZ of Grand Prix Cars 1906-2001 , Crowood Press, 2001, ISBN 1-86126-339-2 , p. 234.
19. ^ Pierre Ménard: La Grande Encyclopédie de la Formule 1 , 2nd edition. St. Sulpice, 2000, ISBN 2-940125-45-7 , p. 543.