In 1970, the BDC version received fuel injection. In 1972, the 1.8 L BDA series was being used in Formula 2. In 1973, it went to 1.98 L as the BDG engine. The BDG also had an aluminum engine block.
Other versions of the engine were made for Formula Atlantic in 1970, and SCCA club racing and sports car racing. A 1.7 L BDR version was built in the 1980s. A 1.8 L BDT was built for the Escort RS1700T and the Ford RS2000.
A 2.14 L version was developed by Brian Hart just as Group B was canceled by the FIA. The Hart 420R owes much to the BDA series. It is basically an aluminum block version with similar cylinder heads.
In 1970, Ford asked Weslake and Co to build the BDA Engine for them, and by the end of 1970 the production line had been installed at Rye and production was under way.
The YB series of 2.0 L engines are based on the older Pinto engine block. They were introduced in the road-going Ford Sierra RS Cosworth in 1986 with 201 horsepower. Racing versions could develop about 400 horsepower. A limited edition version was introduced in 1987. The RS500 could produce 550 horsepower in full racing setup.
The YB series engine was replace in 1997, with the Zetec engine design.
Cosworth tested turbocharged BD version. They finally built an all-new turbocharged 1.5 L V6 engine. This engine was badged (named) the Ford TEC. Inside Cosworth, it was known as the GB-series. This engine had a long development history. It only raced only for a short time. In was used by the Haas Lola team in and the Benetton Formula team in .
The final replacement for the DFV/DFZ/DFR series was the 3.5 L HB V8 engine. It was used by the Benetton team midway through 1989. It won the Japanese Grand Prix that year. This engine had a narrower v-angle than the DFV.
As the works (factory supported) team, Benetton was the only team to use this model through the rest of and . In , customer units became available. The customer engines did not have all the updates the works engines did. In 1991, these engines were supplied to the new Jordan Grand Prix team. In 1992, they went to Team Lotus. 1993 saw McLaren added to the customer engine deal. McLaren won five Grands Prix with Ayrton Senna that year. A new Cosworth unit, badged as a Ford Zetec-R was built in 1994. That year, Michael Schumacher won the Drivers World Championship with Benetton. This was the last Ford powered F1 title.
A Jaguar-badged version of the HB was used for a short time in sports car racing with the Jaguar XJR-14. Cosworth also developed a 72° V10 engine for the Sauber Formula One team. It was baged as a Ford engine.
Cosworth has made several 3.0 L V10 engines for other Formula One teams. The Stewart Grand Prix team basically became the Ford works team. They used Cosworth CR-1 engines from their first season in 1997. Stewart became Jaguar Racing which became Red Bull Racing. They used Cosworth V10 engines until 2006. Minardi also used re-badged Cosworth engines until 2005.
Williams began using the new CA2006 Cosworth V8 engines for the 2006 season. In the same year, Scuderia Toro Rosso used detuned V10 engines based on the 2005 units.
In 2007, Williams and Scuderia Torro Rosso both switched to other engines. This left Cosworth out of Formula one for three years. Honda left F1 in December 2008. This led to Cosworth being selected to provide a standard engine to any interested team. Teams could purchase entire engines, or build their own from the Cosworth designs.
In 2010 Cosworth returned as the engine supplier for Williams. They also supplied three new teams; Hispania Racing, Lotus Racing and Virgin Racing. The CA2010 is the same 2.4 litre V8 base of the CA2006 used by Williams. It has been re-tuned from 20,000 rpm to the current 18,000 rpm limit required on all engines. The first engines were shipped to teams in mid-January, 2 weeks prior to first track testing for the year.
Cosworth needed to replace the DFS engines used in IndyCar and Champ Car racing. Cosworth designed the X-series, beginning in 1992 with the XB. The XF was built for the 2000 season to replace the XD. It was picked as the spec engine for the Champ Car World Series in 2003. The most recent version is the 2.65 litre XFE, used through 2007. The Champ Car World Series set a rev limit of 12,000 rpm. The 2004 model of the XFE was rated at 750 horsepower for normal running. It could produce 800 horsepower during the "Push-to-Pass" mode.
In mid 2003, Cosworth provided the 3.5L V8 XG badged as a Chevrolet Gen 4 engine to IRL IndyCar Series teams. The XG finished 2nd in its first race at Michigan on 27 July 2003. Sam Hornish, Jr. went on to win 3 races that season with the new XG. The XG was reduced in size to 3L for 2004 season. It won one race in 2005 during Chevrolet's final season in IRL.
In 2007, the Ford name was removed from the XFE engine. The Champ Car World Series merged into the Indy Racing League IndyCar Series prior to the 2008 season. Cosworth does not currently provide engines to any American open wheel racing series.
These are 300 horsepower 2.3 L inline-four engines based on the Mazda MZR engine. A detuned (reduced power) 250 horsepower version is sold to the consumer market. This version is intended for club racers. Both engines are built by Cosworth in Torrance, California.
Cosworth is best known in Europe for its relationship with Ford. Cosworth is in the vehicle name on the high performance Ford Sierra RS Cosworth and Ford Escort RS Cosworth.
In the United States, Cosworth has also appeared in the name of a road car, the Chevrolet Vega. Only 3,508 1975 and 1976 Cosworth Vegas were built. The engine featured the Vega sleeveless, aluminum-alloy block fitted with forged components. The twin-cam, 16 valve, aluminum cylinder head design was assisted by Cosworth. The engine featured electronic ignition, electronic fuel injection, and stainless steel headers. The final US version produced 110 bhp. Cosworth's EA racing version was not successful due to engine block structural failures. Projected sales of the Cosworth Vega had been 5,000. The 1500 unused hand-built Cosworth Vega engines were simply scrapped for lack of demand.
Cosworth became involved with Mercedes-Benz in the mid-1980s. Mercedes-Benz wanted to create a Group B rally car. They turned to Cosworth to development the engine.
Mercedes wanted a 320 bhp engine based on the 136 bhp Mercedes M102 2.3 litre 4-cylinder engine. The task was given to Mike Hall, who design the famed DFV and BDA engines. Designed around the existing M102 engine, its valves set a 45° angle, rather than the 40° of the BDA. The valves were the biggest that could be fitted into the combustion chamber. Flat top pistons gave a 10.5:1 compression ratio. The new Cosworth WAA engine also was Cosworth’s first one-piece head. The camshaft carrier was cast with the head itself.
Cosworth tried to design a full Formula One Grand Prix car in 1969. The car was designed by Robin Herd. It used a new design of a 4WD transmission designed by Keith Duckworth. This transmission was different from the Ferguson transmission used by all other 4WD F1 cars of the 1960s. It was powered by a version of the DFV engine built out of magnesium. The plan was to drive the car at the British Grand Prix. Cosworth withdrew the car without any explanation. Herd left Cosworth to form March Engineering. The F1 car project was canceled. The external design of the car was Herd's use of Mallite sheeting. Mallite is a product made from layers of wood and aluminum. The Mallite was for the main structural monocoque (car body) sections. This is a procedure he developed on the first McLaren single-seat race cars, including the McLaren M2B of 1966.
Carbon tetrachloride
Carbon tetrachloride, also known as carbon tet or Freon 10, is a chemical compound. Its chemical formula is CCl. It contains carbon in its +4 oxidation state and chloride ions.