Cosworth тарихы: Lotus қарым-қатынасы мен жетістіктері

British automotive engineering company

The company was founded as a British racing internal combustion engine maker in 1958 by Mike Costin and Keith Duckworth. Its company name, "Cosworth", was derived as a portmanteau of the surnames of its two founders (Costin and Duckworth). Both of the co founders were former employees of Lotus Engineering Ltd., and Cosworth initially maintained a strong relationship with Colin Chapman; and initial revenues of the company came almost exclusively from Lotus. When the company was founded in 1958, Duckworth left Lotus, leaving Costin (who had signed a term employment contract with Chapman) at the company. Until 1962, Costin worked on Cosworth projects in his private time, while being active as a key Lotus engineer on the development of Lotus 15 through 26 (Elan), as well as leading the Team Lotus contingent at foreign races, as evidenced by the 1962 Le Mans Lotus scandal. Initial series production engines (Mk. II, Mk. V, Mk. VIII, and Mk. XIV) were sold to Lotus exclusively, and many of the other racing engines up to Mk. XII were delivered to Team Lotus. The success of Formula Junior engines (Mk. III, IV, XI, and XVII) started bringing in non Lotus revenues, and the establishment of Formula B by the Sports Car Club of America (SCCA) allowed the financial foundation of Cosworth to be secured by the increased sales of Mk. XIII, a pure racing engine based on Lotus TwinCam, through its domination of the class. This newly found security enabled the company to distance itself from the Lotus Mk. VII and Elan optional road engine assembly business, and allowed its resources to be concentrated on racing engine development. The first Cosworth designed cylinder head was for SCA series; with a single overhead camshaft (SOHC) reverse flow configuration, similar to the Coventry Climax FWE engine. A real success was achieved with the next gear driven double overhead camshaft (DOHC) four valve FVA in 1966, when Cosworth, with a help from Chapman, convinced Ford to purchase the rights to the design, and sign a development contract – including an eight cylinder version. This resulted in the DFV, which dominated Formula One for many years. From this time on, Cosworth was supported by Ford for many years, and many of the Cosworth designs were owned by Ford and named as Ford engines under similar contracts. Another success by the BD series in the 1970s put Cosworth on a growing track. Cosworth then went through a number of ownership changes. After Duckworth decided he did not want to be involved with the day to day business of running a growing company, he sold out the ownership to United Engineering Industries (UEI) in 1980, retaining his life presidency and day to day technical involvement with Cosworth, and becoming a UEI board director; UEI was a group of small to medium sized technology companies, which was taken over by Carlton Communications in 1988 – Carlton was primarily interested in some of the audio visual companies in the UEI portfolio, and Cosworth was a poor fit with these; a new buyer for the company in the engineering/automotive sector was sought, and the traditional engineering company Vickers plc bought Cosworth in 1990. In September 1998, Vickers sold Cosworth to Audi. Audi kept the engineering, manufacturing and casting unit which it called Cosworth Technology and sold the race engine division, Cosworth Racing, and its electronics division, Pi Research, to Ford. Cosworth Technology was then renamed as MAHLE Powertrain on 1 July 2005. On 15 November 2004 Ford sold Cosworth Racing to Champ Car World Series owners Gerald Forsythe and Kevin Kalkhoven. In December 2004, Ford also sold Pi Research to Kalkhoven and Forsythe, creating the current Cosworth Group. Staying true to the company roots, Cosworth established an engineering partnership with Aston Martin on one of the world's most powerful hybrid electric road car engines for the Aston Martin Valkyrie. Their naturally aspirated 6.5 litre V12 engine develops at 10,500 rpm, and 740 N⋅m (546 lbf⋅ft) of torque at 7,000 rpm, setting a new standard for maximum rpm and weight

Cosworth supplied its last premier class racing engines to one F1 team in 2013, the Marussia F1 Team.

The following is the list of initial products, with cylinder heads modified, but not originally designed by Cosworth, on Ford Kent engine cylinder blocks. The exceptions were Mk. XVII and MAE (modified Anglia engine), which had intake port sleeves for downdraft carburettors brazed into the stock cast iron cylinder head, in place of the normal side draft ports, thus could be considered Cosworth designs. designationyearblockdisplacementclaimed powerdescriptionintended for Mk. I 1959 105/107E 997 cc – Experimental one off to test cam designs Development of A2 and A3 camshaft Mk. II 1960 105/107E 997cc 75 bhp First series production engine, A2 cam Formula Junior Mk. III 1960 105/107E 997cc 85–90 bhp A3 cam, optional dry sump Formula Junior Mk. IV 1961 105/107E 1098 cc 90–95 bhp Mk. III with larger bore. Formula Junior Mk. V 1962 109E 1,340 cc 80 bhp Series production road engine Lotus Seven Mk. VI 1962 109E 1,340 cc 105 bhp Racing version of Mk. V Lotus Seven Mk. VII 1962 109E 1,475 cc 120 bhp Mk. VI with larger bore 1.5 litre class Mk. VIII 1963 116E 1,498 cc 90 bhp Improved Mk. V on 5 main bearing 116E Lotus Seven Mk. IX 1963 116E 1,498 cc 120–125 bhp Racing version of Mk. VIII 1.5 litre class Mk. X 1962 116E 1,498 cc – Experimental Lotus TwinCam. For Lotus 23 Development of Mk. XII and XIII Mk. XI 1963 109E 1,098 cc 100–110 bhp Improved Mk. IV, dry sump Formula Junior Mk. XII 1963 116E 1,594 cc 140 bhp Racing Lotus TwinCam, stock crank and rods, dry sump Lotus 20B, 22, 23 Mk. XIII 1963 116E 1,594 cc 140–150 bhp Improved Mk. XII with steel crank and rods, dry sump Formula B, Lotus 22, 23B, 23C Mk. XIV 1963 116E 1,498 cc 100 bhp Improved Mk. VIII Lotus Seven Mk. XV 1963 116E 1,594 cc 135–145 bhp Racing Lotus TwinCam, steel crank and rods, wet sump Lotus 26R, Lotus Cortina Mk. XVI 1963 116E 1,498 cc 140–150 bhp Mk. XIII for 1.5L class Note Mk. XVII 1964 109E 1,098 cc 120 bhp Improved Mk. XI, downdraft intake ports, dry sump Formula Junior MAE 1965 109E 997 cc 100–110 bhp Improved Mk. III, downdraft intake ports, dry sump Formula 3
In addition to the above, Cosworth designed and provided the assembly work for Lotus Elan Special Equipment optional road engines with special camshafts and high compression pistons. The final model of the above initial series was the MAE in 1965, when new rules were introduced in Formula 3 allowing up to engines with 36 mm intake restrictor plates. MAE used one barrel of a two barrel Weber IDA downdraft carburettor with the other barrel blanked off. The domination of this engine was absolute as long as these regulations lasted until 1968. As Cosworth had a serious difficulty meeting the demand, the MAE was mainly sold as a kit. This experience led to the later FVA/DFV contract to be drawn where the responsibility of development rested with Cosworth, and the manufacturing right and responsibility rested with Ford. There also were some specially cast iron heads with similar dimensions to these brazed heads with titanium alloy valve spring retainers called the "screamer head" for MAE in later years.

In 1966, Colin Chapman (Lotus Cars founder and principal of Team Lotus) persuaded Ford to bankroll Keith Duckworth's design for a new lightweight Formula One engine.) soon after, and this cylinder block was used as a replacement part in rebuilding many other BD series engines as well as some Mk. XIII engines. The iron block was also used for smaller displacements; starting with the very successful 1599 cc Formula Atlantic BDD in 1970, followed by the 1098 cc BDJ and 1300 cc BDH variants for SCCA Formula C and sports car racing, respectively. There was even a one off 785 cc version built by Cosworth employees Paul Squires and Phil Kidsley; fitted with a Lysholm supercharger it was installed in a Brabham BT28 Formula 3 chassis and competed in the British Hill Climb Championship as the Brabham Lysholm. In 1970, Ford asked Weslake and Co of Rye, East Sussex to build the BDD for them, and by the end of 1970, the production line was installed at Rye and production was under way. These engines were often called the 'BDA', but were 1599 cc BDDs eligible for under 1.6 Litre class. The 1599 cc BDD engine won a number of championships around the world in Formula Atlantic and Formula Pacific during the 1980s. In 1975, 1599 cc big valve BDM (225 bhp) was developed with fuel injection for Formula Atlantic, and a 'sealed engine' version BDN (1599 cc, 210 bhp) followed in 1977 for Canadian Formula Atlantic series. Largely known as 'Cosworth BDA', BDD and BDM were also very successful in Formula Pacific and Formula Mondial racing in Australia and New Zealand. In open wheel racing, Cosworth powered cars (Ralt RT4 and Tiga's) won Australian Drivers' Championship in 1982–1986 as well as winning the Australian Grand Prix in 1981–1984 (including wins by Alain Prost and Roberto Moreno) before the race became part of the Formula One World Championship in 1985, and won the New Zealand Grand Prix each year from 1982 to 1988. BDD and BDM engines were also prominent in the Australian Sports Car Championship during the 1980s, winning the 1987 championship. The turbo charged 1778 cc BDT was created in 1981, which powered the never raced RWD Escort RS1700T. In 1984, 4WD Ford RS200 debuted with a 1803 cc version of BDT, which was created for Group B rallying. Between 1984 and 1986 the BDT engine was used in Group C endurance racing by Roy Baker, in class C2 using the Tiga GC284, GC285 and GC286. Later in 1986, a 2137 cc version was created by Brian Hart using a bespoke aluminium block and a large intercooler for RS200 Evolution, just as Group B was cancelled by the FIA. This BDT E ('E' for Evolution) produced over in Group B 'rallycross' boost level, normally producing on a lower but sustainable boost. In 1983, the BD series saw its second road engine incarnation (the first being the original BDA and BDB), the BDR, which was a BDA or BDB sold in kit form for the Caterham Super Seven in 1601 cc (120 bhp) and in 1701 cc (130 bhp) formats. The Hart 420R and the Zakspeed F1 engines owe much to the BDA series, being essentially an aluminium block derivative using similar heads.

A fuel injected belt driven DOHC GA (also called the GAA) was based on the 60 degree V6 block of Ford Essex, and was used for the Ford Capris raced in Group 2 in the early 1970s. This had a capacity of , and was highly competitive against the BMW straight sixes. The GA was also used in the later years of Formula 5000 in Europe. The GA or GAA was commissioned by Ford in May 1972, when Ford realised that the Cologne V6 based Weslake OHV V6 engines used in their Capris which competed in the European Touring Car Championship had been modified to the point that no more performance could be extracted from them. Mike Hall, who had already designed the highly successful Cosworth DFV and BDA engines, took on the task of developing a whole new engine based on the 3 Litre Essex V6 block. The new engine was radically different from the previously used Weslake unit in that it featured twin overhead camshaft aluminium alloy cylinder heads, 4 valves per cylinder, a Lucas mechanical fuel injection system, dry sump oiling system, a steel crankshaft, and enlarged displacement of 3412cc, compared with the 2.9  litres of the previously used Cologne V6 based Weslake V6. Ford expected a minimum of 400 Hp from the new Cosworth engine; that figure was exceeded, with the engine producing 420 Hp in the first test run. In race tune they finally produced around 462 bhp (345 kW; 468 PS) at 9000 rpm and 300 ft lb of torque (407 Nm). This meant that the new engine proved highly successful at competing against BMW in the 1973 Season of the European Touring Car Championship where the engine was installed in Ford's newly homologated Capri RS 3100. Ford Motorsport also sold 100 Cosworth GA V6 engines, most of them ending up in Formula 5000 cars. The GA/GAA V6 is a very rare, and extremely expensive engine, with rebuilt units priced at £50,000.

The FBA and FBC engines were found in the Ford Granada and Ford Scorpio. The FBA came first in 1991 and was also known as the 'BOA'; it was based on the Ford Cologne V6 used in the Ford Sierra and Ford Capri and other models and was a twin overhead camshaft 24valve conversion for more power, producing and better idle quality. In 1995, with a new version of the Scorpio, it was upgraded with a wider torque spread and higher power – to , from a variable intake system and reprofiled cams. The NVH was improved with a change from a single chain to drive all four camshafts – to one chain to drive one bank of cams and a second for the other bank; this engine was known as the 'BOB'. A racing version was also available for a short time – FBE – with an individual throttle butterfly for each cylinder. FBB and FBD engines existed as development engines but these were never released. The two production engines were always mated to an automatic gearbox but have become popular in the custom car scene where they have been mated to the 4x4 manual transmission and the rear wheel drive manual transmission from the Ford Sierra XR4 and XR4x4. There are also companies that offer twin and single turbo conversions, and other modifications to increase power to usually around These engines can be bought relatively cheaply and, providing they are well serviced, engines have been known to cover over 200,000 miles without major work being required.

The YB series of engines are based on the older inline 4 Ford T88 engine block, and were introduced in the road going Ford Sierra RS Cosworth in 1986 with With 5,000 units built for homologation purposes in Group A, both for rallies and touring cars. Racing versions of the RS Cosworth were developing around , but with the small Garrett T3 turbo on the cars reliability was a problem. A limited edition evolution model was introduced in mid 1987, the Sierra RS500 which included a bigger T4 turbo, with power initially at around the mark in 1987, but in later years climbing to close to some in full racing trim. The RS500 came to dominate touring car racing in its heyday from 1987 to 1992, winning multiple championships and major races in Europe including the ETCC, Britain and DTM (German), as well as Japan, Australia and New Zealand. This included wins in the five major races, the Spa 24 Hours held at Spa Francorchamps in Belgium, the Bathurst 1000 at Mount Panorama in Australia, the RAC Tourist Trophy at Silverstone in England, the Wellington 500 street race in New Zealand, and the InterTEC 500 at Fuji in Japan. The only car to truly challenge the Sierra's dominance towards the end of the Group A era in 1990–1992 was the , 4WD twin turbo Nissan Skyline R32 GT R.

At the end of its life in Group A in 1992, the Australian Sierra teams were reportedly getting around from the 2.0L turbocharged YB engines. For his pole position lap at the 1992 Bathurst 1000, Australian driver Dick Johnson (whose team since 1988 had a reputation for having the fastest Sierras in Group A racing anywhere in the world) was reportedly running a special qualifying engine that was producing close to in his RS500. The various colour cam covers that distinguished each version were as follows: Red: YBB (Sierra Cosworth 2wd, both 3 door and Sapphire), YBD (Sierra RS500), YBJ (Sierra Sapphire 4wd, non cat); Green: YBG (catalyst equipped 4x4 Sierra Sapphire Cosworth); Blue: YBT (large turbo Escort Cosworth); Silver: YBP (small turbo Escort Cosworth). Further evolutions of the YB included a reduced emissions road version, as well as the block used in the Escort RS Cosworth (which used the Sierra floorpan). The engine stopped being used on new cars in 1997, with the Focus WRC and road going Focus RS instead relying on Zetec designs.

Cosworth experimented with turbocharged BD derivatives, before settling on an all new turbocharged V6 engine to be badged as the Ford TEC (internally it was known as the GB series). This had a long development history dating back to the 1984 British Grand Prix at Brands Hatch where Cosworth and Ford's competition department agreed to build a new turbo engine to replace the outdated DFV / DFY series. The TEC raced only briefly, in F1 season of 1986, with the Haas Lola team and in F1 season of 1987 with the Benetton team. The development of the GBA engine at Cosworth became the subject of a British TV documentary in Channel Four's Equinox series, broadcast in 1986. The GBA was designed by Keith Duckworth and Geoff Goddard, though many in Formula One doubted Duckworth's ability to design another truly competitive engine due to his known distaste for turbocharging in general. Rather than design an entirely new engine, Duckworth instead chose to originally try and develop an old, modified 4 cylinder BDA sports car engine as he believed 4 cylinder engines were more compact and economical than a V6 (Cosworth's chief race engine designer Geoff Goddard was against the idea of the straight 4, but reluctantly let Duckworth go down that path). However, after numerous failures of the test engines on the dynamometer which were eventually traced to an incurable vibration at the crankshaft, Duckworth and Goddard designed an all new 120° V6 engine instead, the same configuration as the Ferrari V6 turbo engine used from 1981 to 1986. The BDA engine was originally limited to 10,000 RPM in sports car racing, but with a turbo its failures generally happened at around 11,000 RPM. The first 4 cylinder test engine was so badly damaged that it actually changed the shape of the engine block to the point where the crankshaft would not move the engine was simply not designed to be turbocharged. As around 4 months had been lost in trying to get the 4 cylinder engine to work, Ford and Cosworth's plan for the engine to debut with Haas Lola in F1 season of 1985 was pushed back to the 1986 season. The GBA engine was first road tested by Haas Lola's lead driver, F1 season of 1980 World Champion Alan Jones in the new Lola THL2 at the Boreham Circuit in Essex just north east of London on 21 February 1986. In freezing, snowy conditions (−6° Celsius) at approximately 10 AM, the V6 turbo, running a conservative 2.5 BAR boost setting, ran cleanly although the engine management electronics developed by Motorola in the United States and Cosworth had not yet been finalised and the engine ran with the same electronics that were used on the dynamometer. Also present at the test were Duckworth, Goddard, the THL2's designer Neil Oatley, the teams #2 driver Patrick Tambay and other staff from both Haas Lola, Ford and Cosworth. The engine made its Formula One debut with Jones driving the Lola THL2 at the 1986 San Marino Grand Prix, the third round of the 1986 season (for the opening two races in Brazil and Spain, the team used their 1985 car, the Hart 415 T turbo powered Lola THL1, while Tambay also drove the THL1 at Imola). Jones qualified in 21st place and retired after 28 of the races 60 laps due to overheating. Jones also recorded the engine's first finish when he placed 11th in the Belgian Grand Prix. Jones and teammate Patrick Tambay captured the Ford V6 turbo's first ever points when they finished 4th and 5th respectively in the Austrian Grand Prix, with Jones backing up in the next race in Italy with a 6th placed finish, the final points the engine would gain in 1986. Producing approximately , the turbocharged V6 is the most powerful Formula One engine designed and built by Cosworth. With Haas Lola not competing in 1987, Benetton, having lost the use of the 4 cylinder BMW engines when the German giant pulled out of Formula One, signed with Ford to race their V6 for the season. While in 1986 turbo boost had been unrestricted by the rules, 1987 saw the FIA introduce the pop off valve to the turbocharged engines in a two year plan to outlaw the turbos and make all Formula One engines 3.5 litres and naturally aspirated by the start of the F1 season of 1989 season. While Cosworth adapted the TEC to 1987's 4.0 Bar turbo limit and the new 195 litre fuel limit, development of the V6 turbo engine which would be obsolete in less than two years virtually stopped. Cosworth instead worked on the DFR V8 that was introduced with Benetton in F1 season of 1988. With the reduction in turbo boost limit not affecting the Ford V6 as much as others such as Honda, BMW and Ferrari which had more horsepower to lose, the turbo engine would be more competitive with Benetton in 1987, with Teo Fabi taking the engine's first podium with third in Austria, followed by its last podium when Thierry Boutsen also scored third in the last race of the season in Australia.

The HB DFV/DFZ/DFR replacement was designed by Geoff Goddard as a (96 mm x 60.4 mm) V8, introduced with the Benetton team midway through 1989, making its debut at the French Grand Prix. It won the Japanese Grand Prix that year (Benetton used both the original HBA1 and the development HBA4 in 1989). As Ford's de facto works team, Benetton maintained exclusivity with this model through the rest of 1989 and F1 season of 1990. F1 season of 1991 saw the introduction of customer units, two specifications behind their works equivalents. In 1991, these were supplied to the fledgling Jordan Grand Prix outfit, and for 1992, Lotus. F1 season of 1993 saw the customer deal extended to McLaren who had lost the use of their Honda V12 engines after 1992. Using the customer HBA7 (and later a customer HBA8), McLaren won five Grands Prix with triple World Champion Ayrton Senna that year. The HBA1 V8 was introduced in 1989. It exploited a narrower 75° vee angle rather than the 90° used in the DFV series, and was originally rated at approximately By 1993, the factory HBA8 V8 engine used by Benetton was producing approximately at 13,000 rpm. Although the HB V8 was less powerful than the V10s and V12s used by rivals Renault, Honda, and Ferrari, its advantage was that it was lighter and gave better fuel economy. A Jaguar badged version of the HB was developed by Tom Walkinshaw Racing to the tune of 650 bhp at 11,500 rpm for sports car racing, fitted to the extremely successful Jaguar XJR 14.

The HB was developed into the (100 mm x 55.7 mm) EC V8 for the 1994 season. This engine, producing about 740 bhp @ 14,500rpm, was badged as Ford Zetec R, and Michael Schumacher won the Drivers' World Championship with Benetton (his first of a record 7 championships), in F1 season of 1994. This was the last Ford powered F1 title. For the 1995 season, the F1 engine regulation changed to 3 litres, and the EC's bore and stroke were changed to 94mm x 53.9mm, resulting in ECA, which was introduced at about 600 bhp, and developed to 610 to 630 bhp at 14,000rpm. It was exclusively used by the Sauber team, whose biggest success of the year was Heinz Harald Frentzen's third place at Monza. Customer unit Cosworth ED (not badged as Ford Zetec R) for non works teams was also made for 1995 with about 580 bhp for Simtek (called the EDB), Pacific Racing (EDC) and Forti (EDD) teams. Minardi continued with Magneti Marelli engine management as per their HB in 1994, this version having the Cosworth designation EDM. At the first test with the EDM, Luca Badoer reported that this engine felt less powerful then the 3 litre 9000rpm rev limited engine he had used to win the F3000 championship in 1992. Cosworth later updated the ED to ED 2/4 for Tyrrell and Lola with (94mm x 53.95mm) displacement for 600 bhp, which was used until the end of F1 season of 1997 season.

In order to produce a higher power at higher rpm, a completely new (89mm x 48.1mm) JD 72° V10 was designed for 1996, which produced about 670 bhp at 15,800 rpm, and used by Sauber Formula One team. This engine was further developed into VJ and VJM with the same V angle, bore and stroke, reaching 720 bhp for racing, and 730 bhp for qualifying, at 16,500 rpm. All three of these engines were badged as Ford Zetec R as well, and used by several teams. In its debut season, the best result was another third place, this time taken by Johnny Herbert at Monaco. This was surpassed one year later by Rubens Barichello's sensational second place, again at Monaco, which was the first points finish for the newly formed Stewart Grand Prix team.

The Stewart Grand Prix team effectively became the Ford works team, and used Cosworth CR 1 engines from its first season in 1997, which was a much lighter version of VJM, ultimately reaching 770 bhp at 16,500 rpm by 2001. Over the next few years Ford had increased its involvement with the Stewart team, and finally bought the team, renaming it Jaguar Racing for 2000. Ford pulled out of F1 at the end of 2004, but the team (bought by and renamed Red Bull Racing) continued to use Cosworth V10 engines until switching to a Ferrari V8 for 2006. Minardi also used re badged Cosworth engines until 2005. Williams began testing the new CA2006 2.4 litre V8 in November 2005, which produced about 755 bhp @ 19,250 rpm (314.7 hp/L), and began using Cosworth V8 engines for the 2006 season. In the same year, Scuderia Toro Rosso used detuned V10 engines based on the 2005 units. In 2007, however, the company was left without a partner when Williams chose to switch to Toyota power, and Scuderia Toro Rosso made the switch to Ferrari engines (as used in 2006 by their mother team Red Bull Racing). In Max Mosley's letter following the withdrawal of Honda from Formula One in December 2008, it was announced that Cosworth had won the tender to provide a standard engine to any interested participants. The new engine would become the standard design and manufacturers could opt to use whole units, construct their own from designs provided by Cosworth, or produce their own engine with the caveat that it be limited to the same power as the new "standard" engine. In 2010 Cosworth returned as the engine supplier for Williams and three new teams; Hispania Racing, Lotus Racing and Virgin Racing. The CA2010 is the same 2.4 litre V8 base of the CA2006 used by Williams, but has been re tuned for the then mandated 18,000 rpm limit required on all engines, down from its original 20,000 rpm implementation. First units were ready and shipped to teams in mid January for fitting 2 weeks prior to first track testing for the year.

Cosworth designed a series of replacements for the DFS to be used in IndyCar and Champ Car racing: the X series, beginning in 1992 with the XB. The XF was developed for the 2000 season to replace the XD, and was chosen as the spec engine for the Champ Car World Series in 2003. The most recent derivative of the XF, the XFE quad cam 90° V8 overhead camshaft, continued in that role through the 2007 season. The Champ Car World Series imposed a rev limit of 12,000 rpm down from the over 15,000 rpm of 2002. The 2004 model of the XFE had a rated power of nominal at 1,054 mmHg (intake boost pressure), and a maximum power of at 1130 mmHg (during Push to Pass). The 2004 XFE maximum speed was 12,000 rpm (rev limited) and torque of The aluminium and iron turbo housing ran a boost of 5.9 psi at sea level (= boost of 12 inches of mercury which is 41.5 inches of mercury absolute). The Methanol fuelled engine used a steel crankshaft and aluminium alloy pistons. Weight was and length was
In 2007, the Ford name was removed from the engine pieces as the manufacturer elected not to continue sponsorship of the series. The final US emissions standardised version produces 110 bhp. Cosworth's EA racing version was not successful due to engine block structural failures. Chevrolet later produced a heavy duty 'off road' block with thicker walls to better withstand the racing application, but by that time Cosworth had moved on. Projected first year sales of the Cosworth Vega had been 5,000. With only 3,508 cars produced and many unsold, the car was discontinued. 1,500 hand built Cosworth Vega engines were simply scrapped for lack of demand. Other published projects for Adam Opel AG include the Opel Ascona 400 / Manta 400 rally cars and the 2.0L 16V engines in the Opel Kadett, Opel Astra GSi, Opel Vectra and Opel Calibra turbo. Other companies known to have benefitted from the Cosworth engineering input are Mercedes Benz (with the 190 E 2.3 16) and Audi (notably their RS cars). Cosworth's involvement with Mercedes Benz came with moves in the mid 1980s from the German manufacturer to re enter motorsport after retiring from direct factory participation after the 1955 Le Mans crash which killed 80 spectators. Mercedes Benz was looking to create a Group B rally car out of its new W201 Chassis (190E Model) and turned to the expertise of Cosworth to shorten the development time for this project. The request was a huge surprise for Cosworth, and the original brief for a 320 bhp engine based on the 136 bhp Mercedes M102 2.3 litre SOHC 4 cylinder engine was duly passed to Mike Hall, who "drew the famed DFV and BDA engine". Designed around the existing M102 head bolt pattern, the new twin cam, 16 valve, pentroof head, had its valves set at 45° included angle, rather than the 40° angle of the BDA. engine also was Cosworth's first one piece head, i. e. the camshaft carrier was cast integral with the head itself. Again the constraints of the existing head bolt pattern meant that Hall had to shift the camshaft bearings from outside each pair of cam lobes as in the BDA to in between each cylinder's pair of cam lobes. The upside being that this configuration made for less flex at high rpm. The advent of the AWD turbo Audi Quattro gave the rear wheel drive, normally aspirated 190E rally car no chance of being successful and the competition car was stillborn. Instead Mercedes Benz decided to recoup its development cost by selling the car as a road going sports sedan. Hall detuned the WAA race engine to 185 bhp by reducing the port diameters and a more restrictive fuel injection and induction was substituted for the race items to complete the detune. All WAA 2.3 16 engines were built in the Cosworth factory with the heads being produced by the Coscast method. Cosworth assisted with the later 2.5 16 engine (WAB), and the short stroke 2.5 16 Evo engines (WAC) although these were all manufactured in house by Mercedes Benz. The 190E 2.3 16 became the basis for privateer Mercedes entries into the DTM from 1988. The short stroke 2.5 16 190E EVO II was race developed to 375+ bhp, gaining the 1992 DTM crown with Klaus Ludwig at the wheel. A V10 designated WDA was also built and tested in a Volvo S80 in 1997, but this did not see production. In 2020, Gordon Murray Automotive commissioned Cosworth to design and build a V12 for use in their new T.50 sports car; which produces at 11,500 rpm, and of torque at 9,000 rpm.

Cosworth made an attempt at designing a full Formula One Grand Prix car in 1969. The car, designed by Robin Herd, used an original 4WD transmission designed by Keith Duckworth (different from the Ferguson used by all other 4WD F1 cars of the 1960s) and powered by a magnesium version of the DFV unit. The car was planned to drive at the 1969 British Grand Prix, but it was silently withdrawn. When Herd left to form March Engineering, the project was cancelled. The external design of the car was a product of Herd's use of Mallite sheeting (a wood aluminium laminate composite) for the principal structural monocoque sections, a technique he pioneered on the first McLaren single seat cars, including the McLaren M2B of 1966.