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{{Short description|British automotive engineering company}}
{{more citations needed|date=December 2019}}
{{Use dmy dates|date=July 2017}}
{{Use British English|date=July 2017}}
{{Infobox company
| name = Cosworth
| logo = Logo Cosworth.svg
| type = [[privately held company|Private]]
| foundation = {{start date and age|1958|df=yes}}<ref name=Cosworth.com/><br>[[London]], [[England]], U.K.
| founders = [[Mike Costin]]<br>[[Keith Duckworth]]
| location = [[Northampton]], [[England]]<ref name=Cosworth.com/>
| locations = 
| area_served = Worldwide<ref name=Cosworth.com/>
| key_people = Florian Kamelger
| industry = [[Automotive industry|Automotive]], [[auto racing|automobile racing]] (motorsport)<ref name=Cosworth.com/>
| products = [[Internal combustion engine]]s, electronic data acquisition, and control systems
| services = High performance engineering, precision manufacturing
| revenue = 
| operating_income = 
| net_income = 
| assets = 
| equity = 
| owners = CGH (Isle of Man) Holdings Ltd & Indeck-Cosworth LLC
| num_employees = 
| parent = United Engineering Industries (1980–1990)<br>[[Vickers plc]] (1990–1998)<br>[[Ford Motor Company|Ford]] (1998–2004)
| divisions = 
| subsid = 
| homepage = [http://www.cosworth.com Cosworth.com]
| footnotes = 
}}
{{Infobox F1 engine manufacturer
| name          = Cosworth
| logo          = 
| official_name = 
| base          = 
| founders      = 
| staff         = 
| debut         = [[1967 Monaco Grand Prix]]
| final_race    = [[2013 Brazilian Grand Prix]]
| races         = 681
| cons_champ    = 10 ({{F1|1968}}, {{F1|1969}}, {{F1|1970}}, {{F1|1971}}, {{F1|1972}}, {{F1|1973}}, {{F1|1974}}, {{F1|1978}}, {{F1|1980}}, {{F1|1981}})
| drivers_champ = 13 ({{F1|1968}}, {{F1|1969}}, {{F1|1970}}, {{F1|1971}}, {{F1|1972}}, {{F1|1973}}, {{F1|1974}}, {{F1|1976}}, {{F1|1978}}, {{F1|1980}}, {{F1|1981}}, {{F1|1982}}, {{F1|1994}})
| wins          = 176
| podiums       = 535
| points        = 4463.50
| poles         = 140
| fastest_laps  = 161
}}
[[File:Cosworth DFV.jpg|thumb|A [[Ford Motor Company|Ford]]-[[Cosworth DFV]] on a 1979 [[Equipe Ligier|Ligier]] JS11]]
'''Cosworth'''<ref name=Cosworth.com>{{cite web|url=http://www.cosworth.com/Default.aspx?id=1089555|title=Welcome to Cosworth|website=Cosworth.com|publisher=Cosworth|access-date=3 July 2017|archive-url=https://web.archive.org/web/20170625041623/http://www.cosworth.com/Default.aspx?id=1089555|archive-date=25 June 2017|url-status=dead|df=dmy-all}}</ref> is a British [[automotive engineering]] company founded in [[London]] in 1958, specialising in high-performance [[internal combustion engine]]s, [[powertrain]], and [[electronics]] for [[auto racing|automobile racing]] (motorsport) and mainstream [[Automotive industry|automotive]] industries. Cosworth is based in [[Northampton]], England,<ref name=Cosworth.com/> with facilities in [[Cottenham]], England, [[Silverstone]], England, and [[Indianapolis]], IN, US.

Cosworth has collected 176 wins in [[Formula One]] (F1) as engine supplier, ranking third with most wins, behind [[Scuderia Ferrari|Ferrari]] and [[Mercedes-Benz in Formula One|Mercedes]].<ref>{{cite web|url=https://www.statsf1.com/en/statistiques/moteur/victoire/nombre.aspx|title=Stats - Engines |website=www.statsf1.com|access-date=10 June 2019}}</ref>

==Corporate history==
{{More citations needed section|date=July 2017}}
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 [[Team Lotus|Lotus Engineering Ltd.]], and Cosworth initially maintained a strong relationship with Lotus's [[Colin Chapman]]; initial revenues of the company came almost exclusively from [[Lotus Cars|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 [[Lotus Elan|26]] (Elan), as well as leading the Team Lotus contingent at foreign races, as evidenced by the [[Lotus 23#Banned from Le Mans|1962 Le Mans Lotus scandal]].

[[File:Lotus 20 engine detail.jpg|thumb|left|200px|Cosworth Mk.IV on 1962 [[Lotus 20]]]]
[[File:Lotus 59 engine.jpg|thumb|left|200px|Cosworth Mk.XIII on [[Lotus 59]]]]

Initial series production engines ([[#Mk.II|Mk.II]], [[#Mk.V|Mk.V]], [[#Mk.VIII|Mk.VIII]], and [[#Mk.XIV|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|Mk.III]], [[#Mk.IV|IV]], [[#Mk.XI|XI]], and [[#Mk.XVII|XVII]]) started bringing in non-Lotus revenues, and the establishment of [[Formula Atlantic|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|Mk.XIII]], a pure racing engine based on [[Lotus-Ford Twin Cam|Lotus TwinCam]], through its domination of the class. This newly found security enabled the company to distance itself from the [[Lotus Seven|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 [[#The SCA series|SCA series]]; with a [[overhead camshaft#Single overhead camshaft|single overhead camshaft]] (SOHC) [[Reverse-flow cylinder head|reverse-flow]] configuration, similar to the [[Coventry Climax#FW|Coventry Climax FWE]] engine. A real success was achieved with the next gear-driven [[overhead camshaft#Double overhead camshaft|double overhead camshaft]] (DOHC) four-valve [[#The FVA series|FVA]] in 1966, when Cosworth, with a help from Chapman, convinced [[Ford Motor Company|Ford]] to purchase the rights to the design, and sign a development contract, including an eight-cylinder version. This resulted in the [[Cosworth DFV|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.
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 his stake 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.<ref>{{cite news| title=VICKERS TALKS TO FORD ABOUT COSWORTH | publisher=Automotive News Europe | date=11 May 1998| url=https://europe.autonews.com/article/19980511/ANE/805110867/vickers-talks-to-ford-about-cosworth }}</ref>

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.<ref name=Cosworth.com/> In December 2004, Audi announced that it had sold Cosworth Technology to [[Mahle GmbH]];<ref>{{Cite web|url=https://www.autonews.com/article/20041223/REG/412230707/audi-sells-cosworth-engine-group-to-mahle|title=Audi sells Cosworth engine group to Mahle|date=23 December 2004|website=Automotive News}}</ref> the company was renamed as [[MAHLE Powertrain]] on 1 July 2005.<ref>{{cite web|url=http://www.mahle-powertrain.com/C1257126002DFC22/CurrentBaseLink/W26MVMGJ363MARSEN|archive-url=https://web.archive.org/web/20071102123229/http://www.mahle-powertrain.com/C1257126002DFC22/CurrentBaseLink/W26MVMGJ363MARSEN|url-status=dead|archive-date=2 November 2007|title=MAHLE &#124; 2000|website=Mahle-Powertrain.com|publisher=[[Mahle Powertrain]]|date=1 July 2005|access-date=12 July 2010}}</ref>

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 Cosworth Group.<ref name=Cosworth.com/>

Since 2006, Cosworth has diversified to provide engineering consultancy, high performance electronics, and component manufacture services outside of its classic motorsport customer base. On 25 February 2008, Cosworth was awarded a $5.4&nbsp;million contract by the [[United States Navy]] to develop a heavy fuel engine for their [[Boeing Insitu RQ-21 Blackjack|RQ-21A Blackjack]] [[unmanned aerial vehicle]] (UAV).<ref>{{cite web |url=https://govtribe.com/award/federal-contract-award/definitive-contract-n6893608c0003 |title=Definitive Contract N6893608C0003 |website=govtribe.com}} Award Date 25 February 2008; Potential Completion Date 15 November 2011.</ref><ref>{{cite web |url=https://www.flightglobal.com/us-navy-commissions-cosworth-for-heavy-fuel-uav-engine-development/79130.article |title=US Navy commissions Cosworth for heavy fuel UAV engine development |first=Rob |last=Coppinger |date=7 March 2008 |access-date=15 January 2021}}</ref><ref>{{cite web |url=https://www.defenseworld.net/news/14077/Boeing_Subsidiary_Insitu_To_Fit_Cosworth_AG_Engine_On_US_Navy_s_RQ_21_UAV#.YAFNquhKhPY |title=Boeing Subsidiary Insitu To Fit Cosworth AG Engine On US Navy's RQ-21 UAV |website= defenseworld.net |date= 16 September 2015 |access-date=15 January 2021}}</ref>

Cosworth then 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 engine|naturally-aspirated]] 6.5-litre [[V12 engine]] develops {{convert|1,000|hp|kW PS|abbr=on|0}} at 10,500 rpm, and 740 N⋅m (546 lbf⋅ft) of torque at 7,000 rpm, claiming a new standard for maximum rpm and weight<ref>{{cite web |url=https://media.astonmartin.com/aston-martin-valkyrie-the-ultimate-hybrid-powertrain-for-the-ultimate-hypercar/ |title=Aston Martin Valkyrie - The Ultimate Hybrid Powertrain for The Ultimate Hypercar |publisher=Aston Martin|date=1 March 2019 |access-date=15 January 2021}}</ref>
Cosworth supplied its last premier class racing engines to one F1 team in 2013, the [[Marussia F1|Marussia F1 Team]].<ref name="Cosworth.com/sport/f1">{{cite web |url=http://www.cosworth.com/sport/f1/the-teams/ |title=F1 Teams |website=cosworth.com |publisher=Cosworth |url-status=dead |archive-url=https://web.archive.org/web/20120907153224/http://www.cosworth.com/sport/f1/the-teams/ |archive-date=7 September 2012|df=dmy-all}}</ref>

==Internal combustion engines==
{{anchor|Mk.I}}{{anchor|Mk.II}}{{anchor|Mk.III}}{{anchor|Mk.IV}}{{anchor|Mk.V}}{{anchor|Mk.VI}}{{anchor|Mk.VII}}{{anchor|Mk.VIII}}{{anchor|Mk.IX}}{{anchor|Mk.X}}{{anchor|Mk.XI}}{{anchor|Mk.XII}}{{anchor|Mk.XIII}}{{anchor|Mk.XIV}}{{anchor|Mk.XV}}{{anchor|Mk.XVI}}{{anchor|Mk.XVII}}{{anchor|MAE}}

===Early types===
The following is the list of initial products, with [[cylinder head]]s modified, but not originally designed by Cosworth, on [[Ford Kent engine]] [[cylinder block]]s. 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.
{|class=wikitable
!designation!!year!![[Cylinder block|block]]!![[Engine displacement|displacement]]!!claimed [[Power (physics)|power]]!!description!!intended 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 || 997 cc || 75&nbsp;bhp || First series production engine, A2 cam || [[Lotus Seven|Formula Junior]]
|-
| Mk.III || 1960 || 105/107E || 997 cc || 85–90&nbsp;bhp || A3 cam, optional dry sump || [[Formula Junior]]
|-
| Mk.IV || 1961 || 105/107E || 1,098 cc || 90–95&nbsp;bhp || Mk.III with larger bore. || [[Formula Junior]]
|-
| Mk.V || 1962 || 109E || 1,340 cc || 80&nbsp;bhp || Series production road engine || [[Lotus Seven]]
|-
| Mk.VI || 1962 || 109E || 1,340 cc || 105&nbsp;bhp || Racing version of Mk.V || [[Lotus Seven]]
|-
| Mk.VII || 1962 || 109E || 1,475 cc || 120&nbsp;bhp || Mk.VI with larger bore || 1.5 litre class
|-
| Mk.VIII || 1963 || 116E || 1,498 cc || 90&nbsp;bhp || Improved Mk.V on 5 main bearing 116E || [[Lotus Seven]]
|-
| Mk.IX || 1963 || 116E || 1,498 cc || 120–125&nbsp;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&nbsp;bhp || Improved Mk.IV, dry sump || [[Formula Junior]]
|-
| Mk.XII || 1963 || 116E || 1,594 cc || 140&nbsp;bhp || Racing [[Lotus TwinCam]], stock crank and rods, dry sump || [[Lotus 20|Lotus 20B]], [[Lotus 22|22]], [[Lotus 23|23]]
|-
| Mk.XIII || 1963 || 116E || 1,594 cc || 140–150&nbsp;bhp || Improved Mk.XII with steel crank and rods, dry sump || [[Formula B]], [[Lotus 22]], [[Lotus 23|23B]], [[Lotus 23|23C]]
|-
| Mk.XIV || 1963 || 116E || 1,498 cc || 100&nbsp;bhp || Improved Mk.VIII || [[Lotus Seven]]
|-
| Mk.XV || 1963 || 116E || 1,594 cc || 135–145&nbsp;bhp || Racing [[Lotus TwinCam]], steel crank and rods, wet sump || Lotus 26R, [[Lotus Cortina]]
|-
| Mk.XVI || 1963 || 116E || 1,498 cc || 140–150&nbsp;bhp || Mk.XIII for 1.5L class || Note<ref>Mk.XVI was used by [[Bob Gerard Racing]] on Cooper T71/73 for [[John Taylor (racing driver)|John Taylor]] at [[1964 British Grand Prix]], but was entered as "Ford 109E engine" for reasons unknown</ref>
|-
| Mk.XVII || 1964 || 109E || 1,098 cc || 120&nbsp;bhp || Improved Mk.XI, downdraft intake ports, dry sump || [[Formula Junior]]
|-
| MAE || 1965 || 109E || 997 cc || 100–110&nbsp;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]] [[Lotus-Ford Twin Cam#Special Equipment|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 {{convert|1000|cc|1}} engines with 36&nbsp;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.

{{anchor|SCA}}

{{anchor|SCA}}

===The SCA series===
A year before the introduction of the MAE, the single overhead cam two valve '''SCA''' was introduced. It was a 997&nbsp;cc engine based on [[Ford Cortina]] 116E block that was designed for [[Formula 2]], and featured the first totally Cosworth-designed head, Laystall forged crankshaft, steel main bearing caps and pistons with only one compression ring and one oil scraper ring each. Cylinder head to block sealing was by a head gasket incorporating [[Wills Ring|Cooper Ring]]s. The basic configuration was quite similar to [[Coventry Climax#FW|Coventry Climax FWE]] on [[Lotus Elite]] including its [[SOHC]] [[Reverse-flow cylinder head|reverse-flow]] design, except for a series of seven spur gears (one on the crank, two intermediary gears on two fixed shafts mounted on the front cover back plate, one on the 116E camshaft used as a jackshaft, two on a common fixed shaft in the head, and one on the camshaft) driving a five-bearing camshaft and the Ford five main bearing iron block. The intake ports and the oil scavenge pickup for dry sump lubrication were canted 25 degrees, so they faced straight up and down, respectively, when the engine was mounted 25 degrees from vertical to the right for a lower centre of gravity.

The SCA initially had two 40DCM2 Weber twin-choke downdraft sand-cast carburettors mounted on top to produce 115&nbsp;hp, which was replaced by Lucas fuel injection in 1966, eventually reaching 140&nbsp;hp.

{{anchor|SCB}}
The longer stroke '''SCB''' was built to compare against the 1,498&nbsp;cc [[#Mk.XVI|Mk.XVI]], and upon proving its superior power against the [[Harry Mundy|Mundy]]-designed two-valve crossflow DOHC head, it acted as the benchmark for the development of [[#The FVA series|FVA]] to measure the benefits and shortcomings of a four valve crossflow DOHC design. It was the results of this four valve development work that formed the basis for many of the Cosworth engines that followed.

{{anchor|SCC}}A larger 85&nbsp;mm bore SCC with the same short-stroke five-bearing crankshaft as the SCA was built and sold for [[Sports Car Club of America|SCCA]] 1.1 litre sports car class.
{| class="wikitable"
|-
! Type !! Year !! Block !! Displacement !! Claimed !! Description !! Mainly For
|-
| SCA || 1964 || 116E || 997 cc || 115–140&nbsp;bhp || Gear-driven SOHC, reverse-flow || [[Formula Two]]
|-
| SCB || 1964 || 116E || 1,498 cc || 175&nbsp;bhp || Experimental || Development of [[#FVA|FVA]]
|-
| SCC || 1965 || 116E || 1,098 cc || 135&nbsp;bhp || SCA with larger bore || North American sports car racing
|}

{{anchor|FVA}}

===The FVA series===
The Cortina Crossflow block was also the basis for the '''FVA''' (four valve Type A), an F2 engine introduced in 1966, and developed under the same contract as the DFV, for the new 1.6-litre engine rules. This engine featured [[multi-valve|16 valves]] operated by twin overhead camshafts driven by a train of 9 gears. The metering unit for the Lucas mechanical [[fuel injection]] was rotated by a toothed belt from the gear-driven inlet cam, while the exhaust cam directly drove an [[alternator (automotive)|alternator]] on the rear of the head. It produced {{convert|225|bhp|kW|lk=in|abbr=on}} at 9000&nbsp;rpm. This engine dominated the category until 1971, and was also used in sports car racing in 1.8 Litre form as the "FVC".

The cylinder head on the FVA pioneered many of Duckworth's ideas that would be used on the [[#The DFV(Double Four Valve)|DFV]] and a mule for the eight-cylinder engine development, FVB, was built. However, the distance between the two camshafts and the valve inclination angle were larger than on DFV for the series.

The larger displacement FVD was designed and released for endurance racing in 1975, that displaced {{convert|1975|cc|1|lk=on|abbr=on}} on the aluminium block developed for [[#The BDA series|BDG]]. The FVD produced only {{convert|275|bhp|kW|lk=in|abbr=on}}, down from the {{convert|325|hp|kW|abbr=on}} that other twin-cam four cylinders such as the Hart 420S produced but was more reliable. One was campaigned in the [[Canadian-American Challenge Cup|CanAm]] series in 1978 in the Osprey SR-1, built and driven by Dan Hartill.

{| class="wikitable"
|-
! Type !! Year !! Block !! Displacement !! Claimed !! Description !! Mainly For
|-
| FVA || 1966 || 116E || 1,598&nbsp;cc || 218–225&nbsp;bhp || Gear-driven DOHC, crossflow, four valve || [[Formula Two]]
|-
| FVB || 1967 || 116E || 1,498&nbsp;cc || 200&nbsp;bhp || Experimental || [[#The DFV (Double Four Valve)|DFV]] development
|-
| FVC || 1969 || 116E || 1,790&nbsp;cc || 235&nbsp;bhp || FVA with larger bore || 2&nbsp;L sports car racing
|-
| FVD || 1975 || BDG/aluminium || 1,975&nbsp;cc || 275&nbsp;bhp || FVC with yet larger bore on aluminium block || 2&nbsp;L sports car racing
|}

===The DFV (Double Four Valve)===
{{main|Cosworth DFV}}
[[File:Lotus 49-2.JPG|thumb|280px|A Ford-Cosworth DFV installed in the back of a [[Lotus 49]]]]
In 1966, [[Colin Chapman]] ([[Lotus Cars]] founder and principal of [[Team Lotus]]) persuaded Ford to bankroll Keith Duckworth's design for a new lightweight {{convert|3000|cc|1|lk=on|adj=on}} [[Formula One]] engine.<ref name=Cosworth.com/> Cosworth received the order along with the £100,000 that Ford felt it adequate to spend on such an objective. The contract stipulated that a four-cylinder Ford-based F2 engine would be developed as proof of concept (see the [[#FVA|FVA]] above) and that a pure Cosworth V8 would be built based on this.

The DFV design used a similar [[cylinder head]] to the one Duckworth had prototyped on the four-cylinder FVB unit on a custom Cosworth [[cylinder block]] and [[crankcase]], forming a single 90° [[V8 engine]], thus creating a legend in its own right, the '''DFV''' – meaning "[[Cosworth DFV|'''D'''ouble '''F'''our '''V'''alve]]". This engine and its derivatives were used for a quarter of a century, and it was the most successful in the history of [[Formula One]] / [[Grand Prix motor racing]]. Winning 167 races in a career lasting over 20 years, it was the product that put Cosworth Engineering on the map. Although originally designed for Formula One, the engine has been modified to be used in a range of categories.

The DFV won on its first outing, at the [[1967 Dutch Grand Prix]] in the hands of [[Jim Clark]], fitted to a [[Lotus 49]], and from 1968 was available for purchase to any F1 team that wished it. During the 1970s, it was common for almost the entire field (with the notable exception of [[Ferrari 312B|Ferrari]], [[BRM]] and [[Alfa Romeo in Formula One#Naturally aspirated engines (1960s and 1970s)|Alfa Romeo]] scoring wins and titles with V12 engines) to use one of these engines – this at a time when independent wealthy individuals could buy exactly the same engine off the shelf that was also being used by [[McLaren]] et al. Most teams just built a tub around a Cosworth DFV and a [[Hewland]] [[transmission (mechanics)|gearbox]]. It won a record 155 World Championship races, the last being [[Detroit Grand Prix|Detroit in 1983]], powering a [[Tyrrell Racing|Tyrrell]] driven by [[Michele Alboreto]].

Although the DFV (bore: {{convert|3.373|in|2}}, stroke: {{convert|2.555|in|2}}, displacement: {{convert|2992.98|cc|1|lk=on|abbr=on}}) with {{convert|410|bhp|kW PS|0|lk=in|abbr=on}} at 9,000&nbsp;rpm did not produce as much power as some of its rival 12-cylinder engines, it was lighter, resulting in a better [[power to weight]] ratio. In addition to being lighter, it was also made a structural part of the car itself, by placing load bearing arms to stress the block. These design aspects appealed tremendously to the genius of Colin Chapman who used them to the fullest extent.

The '''DFY''', introduced in 1982 was a further evolution of the DFV for Formula One, with a shorter stroke and a DFL bore (bore: {{convert|3.543|in|2}}, stroke: {{convert|2.316|in|2}}, displacement {{convert|2993.38|cc|1|abbr=on}}) with {{convert|520|bhp|kW PS|0|abbr=on}} at 11,000&nbsp;rpm, thereby producing more power, but still unable to fight against the turbocharged cars of the day. It was the advent of [[turbocharger|turbocharged]] engines in Formula One which sounded the death knell for the venerable DFV, and in 1986 Cosworth returned to the lower formulae preparing the DFV for the newly created [[Formula 3000]], with the installation of a compulsory 9,000&nbsp;rpm rev limiter, which scaled power back from 500 to {{convert|420|bhp|kW PS|0|abbr=on}}; the DFV remained in this class until 1992 and the DFY until 1995. By this time the Cosworth '''AC''' V8 replaced the DFV/Y in F3000 and was the dominant engine in the class until it became a spec-series in 1996 using a Zytek-Judd V8. The final F3000 engines gave {{convert|500|bhp|kW PS|0|abbr=on}}, almost equalling the 1983 DFV which gave {{convert|510|bhp|kW PS|0|abbr=on}} at 11,200&nbsp;rpm.

In Formula One, a new DFV-based design was introduced for the new {{convert|3500|cc|1|abbr=on}} normally aspirated rules in 1987. The '''DFZ''' was produced as an interim model, but in 1988 Cosworth created the DFV's final evolution, the '''DFR''', which soldiered on in F1 with smaller teams until 1991, scoring its last points – including a pair of second places by [[Jean Alesi]] – with [[Tyrrell Racing|Tyrrell]] in 1990.

The DFV has recently been given a new lease of life as a result of interest in Classic F1 racing, which was given a World Championship status by the FIA in 2004.

{{anchor|DFX}}{{anchor|DFS}}{{anchor|DFL}}

====DFV variants====
The DFV spawned a number of derivations. In 1968; Cosworth created the DFV's first derivation, a {{convert|2500|cc|1|lk=on}} version for the [[Tasman Series]], the '''DFW'''. DFV to DFW conversion simply involved substitution of a short-stroke crank and longer connecting rods.

[[File:Cosworth DFX engine.jpg|thumb|left|200px|Cosworth DFX]]
[[File:CosworthDFSV8engine.JPG|thumb|right|200px|Cosworth DFS]]
One of the most successful and longest-lived projects of Cosworth has been its [[Champ Car|CART]] / [[Champ Car]] engine programme. In 1975; Cosworth developed the '''DFX''', by destroking the engine to {{convert|2650|cc|1|abbr=on}} and adding a [[turbocharger]], the DFX became the standard engine to run in [[United States Automobile Club|IndyCar]] racing, ending the reign of the [[Offenhauser]], and maintaining that position until the late 1980s. Ford backed Cosworth with creating a new interim design for IndyCar racing in the late 1980s, the '''DFS''', which merged DFR technology into the ageing DFX design, but it was eventually rendered obsolete by advancing technology.

While designed as an F1 engine, the DFV was also used as in endurance racing, although its flat-plane crank design led to destructive vibrations putting stress on devices surrounding the engine, especially the exhaust system. The first sports car to use a DFV, the [[Ford P68]], failed to finish a single race because of repeated mechanical and electrical failures. Despite this handicap the DFV won the [[24 Hours of Le Mans]] twice in its original 3.0 Litre form for Mirage in 1975 and Rondeau in 1980, who were able to attain sufficient reliability by de-tuning the motor.

The '''DFL''' for endurance racing was developed for the 1982 season to replace the DFV. It came in two versions: one with {{convert|3298|cc|1|abbr=on}} and the other with {{convert|3955|cc|1|abbr=on}}. While neither competed well in the [[Group C]] (C1 Class) the former was adapted to the C2 Class (700&nbsp;kg minimum weight, 55 Litres fuel, 5 refuelings/1000&nbsp;km) starting in 1984. During the latter half of the 1980s it was the most popular motor for that class, with successful championship campaigns and five class wins at the 24 Hours of Le Mans. The latter version's severe lack of reliability caused it to fall out of use by 1985.

{{anchor|BDA}}

===The BDA series===
[[File:Chevron B19.jpg|thumb|right|Aluminium block 2L BDG on [[Chevron Cars Ltd|Chevron B19]]]]

Cosworth solidified its association with Ford in 1969, by developing a [[double overhead camshaft]] (DOHC) 16-valve [[Straight-four engine|inline four-cylinder]] engine for road use in the [[Ford Escort (European)|Ford Escort]]. As Keith Duckworth was busy designing and developing the DFV, the project was assigned to Mike Hall, who created the 1601&nbsp;cc '''BDA''' on the [[Ford Kent engine]] block for [[homologation]] purposes. The camshafts were driven by a [[timing belt (camshaft)|toothed belt]] developed for [[Fiat 124]], hence the name BDA, literally meaning "'''B'''elt '''D'''rive, '''A''' type". It was designed for FIA Group 2 and Group 4 on either [[rallying]] or [[touring car racing]] purpose. The nominal homologation at 1601&nbsp;cc capacity meant that BDA-engined cars competed in what was usually the top class (1600&nbsp;cc and up) so were eligible for overall victories rather than class wins.

In 1970, the 1701&nbsp;cc '''BDB''' was created for the [[Ford Escort (Europe)|Escort RS1600]], and this engine received [[fuel injection]] for the first time in the series as 1701&nbsp;cc '''BDC'''. Two years later, the BDA series was adopted for [[Formula 2]]; first came the 1790&nbsp;cc '''BDE''', then the 1927&nbsp;cc '''BDF''' eventually reaching a maximum of 1975&nbsp;cc '''BDG''' in 1973. As the bore size reached ever closer to the bore centre distance, leaving little space in between cylinders, all three types had brazed-in cylinder liners to the block. As a departure from the Ford iron block, the BDG received a new aluminium block (originally designed by [[Brian Hart]] in 1971 and re-engineered by Cosworth<ref>{{cite book | first = Graham | last = Robson | year =2017 | title = Cosworth – The Search for Power | publisher = Veloce Publishing Ltd | page = 67 | isbn = 978-1845848958| edition = 6th }}</ref>) soon after, and this cylinder block was used as a replacement part in rebuilding many other BD series engines as well as some [[#Early types|Mk.XIII]] engines.

The iron block was also used for smaller displacements; starting with the very successful 1599&nbsp;cc [[Formula Atlantic]] '''BDD''' in 1970, followed by the 1098&nbsp;cc '''BDJ''' and 1300&nbsp;cc '''BDH''' variants for [[SCCA]] Formula C and sports car racing, respectively. There was even a one-off 785&nbsp;cc version built by Cosworth employees Paul Squires and Phil Kidsley; fitted with a [[Lysholm superchargers|Lysholm supercharger]] it was installed in a [[Brabham|Brabham BT28]] Formula 3 chassis and competed in the [[British Hill Climb Championship]] as the Brabham-Lysholm.<ref>{{cite book | first = Chris | last = Mason | year =1990 | title = Uphill Racers | publisher = Bookmarque Publishing | page = 448 | isbn = 978-1-870519-08-3}}</ref>

In 1970, Ford asked [[Weslake|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&nbsp;cc BDDs eligible for under 1.6 Litre class.
The 1599&nbsp;cc BDD engine won a number of championships around the world in Formula Atlantic and Formula Pacific during the 1980s.

In 1975, 1599&nbsp;cc big valve '''BDM''' (225&nbsp;bhp) was developed with fuel injection for Formula Atlantic, and a 'sealed engine' version '''BDN''' (1599&nbsp;cc, 210&nbsp;bhp) followed in 1977 for Canadian Formula Atlantic series.

Largely known as 'Cosworth BDA' or 'Ford 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 Race Cars|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 Australian Grand Prix|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 Australian Sports Car Championship|1987 championship]].

[[File:Ford RS200 engine.jpg|thumb|left|220px|1803&nbsp;cc BDT on Ford RS200 with turbocharger and wastegate valve more visible than the engine]]
The turbo charged 1778&nbsp;cc '''BDT''' was created in 1981, which powered the never-raced RWD Escort RS1700T. In 1984, 4WD [[Ford RS200]] debuted with a 1803&nbsp;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&nbsp;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 {{convert|600|bhp|kW PS|0|lk=in|abbr=on}} in Group B '[[rallycross]]' boost level, normally producing {{convert|530–550|bhp|kW PS|0|lk=in|abbr=on}} 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 Cars|Caterham Super Seven]] in 1601&nbsp;cc (120&nbsp;bhp) and in 1701&nbsp;cc (130&nbsp;bhp) formats.

The [[Hart Racing Engines|Hart]] [[Hart 415T engine|415T]] and the [[Zakspeed]] [[Zakspeed 1500/4|1500/4]] F1 engines owe much to the BDA series, being essentially an aluminium-block derivative using similar heads.<ref>{{cite web | url=https://historicmotorsportcentral.com/2014/04/16/the-cosworth-bd-engine/ | title=#Tech – the Cosworth BD engine | date=16 April 2014 }}</ref>

{{anchor|GA}}{{anchor|GAA}}

===The GA/GAA V6===
[[File:Cosworth Capri DRM 1974.jpg|thumb|200px|The GA V6 in 1974 Ford Capri DRM]]
A fuel-injected belt-driven DOHC '''GA''' (also called the '''GAA''') was based on the 60 degree V6 block of [[Ford Essex V6 engine (UK)|Ford Essex]], and was used for the [[Ford Capri]]s raced in [[Group 2 (racing)|Group 2]] in the early 1970s. This had a capacity of {{convert|3412|cc|1|abbr=on|lk=on}}, 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&nbsp;litres of the previously used Cologne V6 based Weslake V6.

Ford expected a minimum of 400&nbsp;Hp from the new Cosworth engine; that figure was exceeded, with the engine producing 420&nbsp;Hp in the first test run. In race tune they finally produced around 462&nbsp;bhp (345&nbsp;kW; 468 PS) at 9000&nbsp;rpm and 300&nbsp;ft-lb of torque (407&nbsp;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.<ref>{{cite web|url=http://www.weslake-capri.com/wordpress/?page_id=103|archive-url=https://web.archive.org/web/20131019052222/http://www.weslake-capri.com/wordpress/?page_id=103|url-status=dead|archive-date=19 October 2013|title=Engine – WESLAKE / COLOGNE GAA / GROUP-1 CAPRI|website=www.weslake-capri.com|access-date=5 July 2017}}</ref>

{{anchor|FBA}}{{anchor|FBC}}{{anchor|FBE}}

===The FBA and FBC V6===
[[File:Cosworth BOA V6.JPG|thumb|200px|The FBA V6 in a MkIII Granada Scorpio 24v]]
The '''FBA''' and '''FBC''' engines were found in the [[Ford Granada (Europe)|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 {{convert|195|PS|kW bhp|0|lk=on}} and better idle quality.
[[File:Cosworth V6 24v.jpg|thumb|left|200px|Cosworth FBA]]
In 1995, with a new version of the Scorpio, it was upgraded with a wider torque spread and higher power – to {{convert|204|PS|kW hp|0|abbr=on}}, 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 {{convert|400|bhp|abbr=on}}. 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.{{citation needed|date=May 2009}}

{{anchor|YB}}

==={{anchor|YB|YBB|YBD|YBJ|YBG|YBT|YBP}} The YB series===
[[File:Ford Cosworth YB engine (2015-01-01) 01.jpg|thumb|YB engine]]
The YB series of {{convert|1993|cc|1|abbr=on|lk=on}} engines are based on the older [[Straight-four engine|inline four]] [[Ford Pinto engine|Ford T88 engine block]],<ref name=Moreton>{{Citation | title = Rallye Sport Fords – the inside story | author = Moreton, Mike | date = 15 November 2007 | isbn = 978-1-84584-115-7}}</ref> and were introduced in the road-going [[Ford Sierra RS Cosworth]] in 1986 with {{convert|204|PS|kW bhp|0|abbr=on|lk=on}}. 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 {{convert|370|hp|kW PS|0|abbr=on}},<ref>{{cite web|url=http://touringcarracing.net/Pages/1987%20Cars.html|title=1987 WTCC Cars index|website=touringcarracing.net|access-date=5 July 2017}}</ref> but with the small Garrett T3 turbo on the cars reliability was a problem. A limited edition evolution model was introduced in mid-1987 (once the base of 5,000 cars had been built, only 500 "evo" or upgraded versions were needed for Group A homologation), the [[Ford Sierra RS500|Sierra RS500]] which included a bigger T4 turbo, with power initially at around the {{convert|470|hp|kW PS|0|abbr=on}} mark in 1987, but in later years climbing to close to some {{convert|550|hp|kW PS|0|abbr=on}} 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.<br>

'''Championship wins'''
* [[World Touring Car Championship]] – [[1987 World Touring Car Championship|1987]] (<small>Entrants title</small>)
* [[Japanese Touring Car Championship]] – 1987, 1988, 1989 (<small>1989 Entrants title</small>)
* [[Australian Touring Car Championship]] – [[1988 Australian Touring Car Championship|1988]], [[1989 Australian Touring Car Championship|1989]]
* [[European Touring Car Championship]] – 1988 (<small>Entrants title</small>)
* [[Deutsche Tourenwagen Meisterschaft]] – [[1988 Deutsche Tourenwagen Meisterschaft|1988]]
* [[Amaroo Park|AMSCAR series]] – 1988, 1989, 1990
* Nissan Mobil 500 Series – 1989, 1990
* [[New Zealand Touring Car Championship]] – 1989, 1990, 1992
* [[British Touring Car Championship]] – [[1990 British Touring Car Championship|1990]]

'''Major race wins'''
* [[Wellington 500]] – [[1987 Wellington 500|1987]]
* [[Fuji Speedway|Fuji InterTEC 500]] – [[1987 Fuji InterTEC 500|1987]], 1988, 1989
* [[RAC Tourist Trophy]] – 1988
* [[Sandown 500]] – [[1988 Enzed 500|1988]], [[1990 Sandown 500|1990]]
* [[Bathurst 1000]] – [[1988 Tooheys 1000|1988]], [[1989 Tooheys 1000|1989]]
* [[Pukekohe 500]] – 1988, 1989, 1990
* [[Spa 24 Hours]] – 1989
* [[Guia Race of Macau]] – 1989

The only car to truly challenge the Sierra's power dominance towards the end of the Group A era in 1990–1992 was the {{convert|640|hp|kW PS|0|abbr=on}}, [[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 {{convert|600|bhp|kW PS|0|abbr=on}} from the 2.0L turbocharged YB engines. For his pole position lap at the [[1992 Bathurst 1000]], Australian driver [[Dick Johnson (racing driver)|Dick Johnson]], whose [[Dick Johnson Racing|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 and F1-level fuel supplied by the team's major sponsor [[Shell plc|Shell]] (consisting of a mix of [[toluene]] and [[methanol]]). His YBD engine for the Top 10 Runoff at Bathurst was rumoured to be producing up to {{convert|680|hp|kW PS|0|abbr=on}}.

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 [[Ford Escort RS Cosworth|Escort RS Cosworth]] (which used the Sierra floorpan). The engine stopped being used on new cars in 1997, with the [[Ford Focus (International)|Focus WRC]] and road-going Focus RS instead relying on [[Ford Zetec|Zetec]] designs.

{{anchor|GBA}}

===The GBA V6===
{{Further|Cosworth GBA}}
Cosworth experimented with [[turbocharger|turbocharged]] BD derivatives, before settling on an all-new turbocharged {{convert|1500|cc|1|abbr=on|lk=on}} [[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 of Europe|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|1986}}, with the [[Haas Lola]] team and in {{f1|1987}} with the [[Benetton Formula|Benetton]] team. The development of the GBA engine at Cosworth became the subject of a British TV documentary in Channel Four's ''[[Equinox (TV programme)|Equinox]]'' series, broadcast in 1986.<ref>{{cite web|url=https://www.youtube.com/watch?v=1LkxGx5WJzA&t=32s| archive-url=https://ghostarchive.org/varchive/youtube/20211107/1LkxGx5WJzA| archive-date=2021-11-07 | url-status=live|title=1986 Equinox – Turbo – The Cosworth V6 Turbo for the 1986 F1 Season (Part 1)|last=Racing Channel|date=5 November 2014|access-date=5 July 2017|via=YouTube}}{{cbignore}}</ref><ref>{{cite web|url=https://www.youtube.com/watch?v=7RCdRKkt4ds| archive-url=https://ghostarchive.org/varchive/youtube/20211107/7RCdRKkt4ds| archive-date=2021-11-07 | url-status=live|title=1986 Equinox – Turbo – The Cosworth V6 Turbo for the 1986 F1 Season (Part 2)|last=Racing Channel|date=5 November 2014|access-date=5 July 2017|via=YouTube}}{{cbignore}}</ref>

[[File:Haynes International Motor Museum - IMG 1494 - Flickr - Adam Woodford.jpg|thumb|left|200px|Cosworth GBA]]
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 [[Straight 4|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<ref>{{cite web|url=http://www.motorsportmagazine.com/archive/article/september-2002/73/cosworth-gb|title=cosworth-gb|date=7 July 2014|website=motorsportmagazine.com|access-date=5 July 2017}}</ref>). 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 [[Scuderia Ferrari|Ferrari]] V6 turbo engine used from 1981 to 1986. The BDA engine was originally limited to 10,000&nbsp;RPM in sports car racing, but with a turbo its failures generally happened at around 11,000&nbsp;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 four 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|1985}} was pushed back to the 1986 season.

The GBA engine was first road tested by Haas Lola's lead driver, {{f1|1980}} World Champion [[Alan Jones (racing driver)|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&nbsp;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 [[1986 Brazilian Grand Prix|Brazil]] and [[1986 Spanish Grand Prix|Spain]], the team used their 1985 car, the [[Hart Racing Engines|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 [[1986 Belgian Grand Prix|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 [[1986 Austrian Grand Prix|Austrian Grand Prix]], with Jones backing up in the next race in [[1986 Italian Grand Prix|Italy]] with a 6th-placed finish, the final points the engine would gain in 1986.

Producing approximately {{convert|900|bhp|kW PS|0|abbr=on}}, 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 M12|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|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|1988}}.

With the reduction in turbo boost limit not affecting the Ford V6 as much as others such as [[Honda F1|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 [[1987 Austrian Grand Prix|Austria]], followed by its last podium when [[Thierry Boutsen]] also scored third in the last race of the season in [[1987 Australian Grand Prix|Australia]].

===The HB V8===
{{Further|Ford-Cosworth HB engine}}
The replacement for the DFV/DFZ/DFR series was the '''HB''' series designed by Geoff Goddard as a {{convert|3498|cc|1|abbr=on}} (96&nbsp;mm x 60.4&nbsp;mm) V8, introduced with the Benetton team midway through 1989, making its debut at the [[1989 French Grand Prix|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|1990}}. {{f1|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|1993}} saw the customer deal extended to [[McLaren]] who had lost the use of their [[Honda F1|Honda]] [[V12 engine]]s 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 {{convert|630|bhp|kW PS|0|abbr=on}}. By 1993, the factory HBA8 V8 engine used by Benetton was producing approximately {{convert|700|bhp|kW PS|0|abbr=on}} at 13,000&nbsp;rpm.<ref>{{cite web|url=http://www.statsf1.com/en/moteur-ford-cosworth.aspx|title=Engine Ford Cosworth|website=www.statsf1.com|access-date=5 July 2017}}</ref> Although the HB V8 was less powerful than the [[V10 engine|V10]]s and V12s used by rivals [[Renault F1|Renault]], Honda, and [[Scuderia Ferrari|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&nbsp;bhp at 11,500&nbsp;rpm for sports car racing, fitted to the extremely successful [[Jaguar XJR-14]].

{{anchor|EC}}{{anchor|ECA}}{{anchor|ED}}{{anchor|EDB}}{{anchor|EDC}}{{anchor|EDD}}{{anchor|EDM}}{{anchor|ED 2/4}}

===The EC, ECA, ED, EDM and ED 2/4 V8===
{{Further|Ford-Cosworth EC / ED engine}}
The HB was developed into the {{convert|3498|cc|1|abbr=on}} (100&nbsp;mm x 55.7&nbsp;mm) '''EC''' V8 for the 1994 season. This engine, producing about 740&nbsp;bhp @ 14,500rpm, was badged as Ford Zetec-R, and [[Michael Schumacher]] won the [[list of Formula One World Drivers' Champions|Drivers' World Championship]] with Benetton (his first of a record 7 championships), in {{f1|1994}}. This was the last Ford-powered F1 title.

For the [[1995 Formula One World Championship|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 {{convert|2992|cc|1|abbr=on}} '''ECA''', which was introduced at about 600&nbsp;bhp, and developed to 610 to 630&nbsp;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 [[1995 Italian Grand Prix|Monza]].<ref>{{Cite web|url=https://www.statsf1.com/en/moteur-ford-cosworth.aspx|title = Engine Ford Cosworth • STATS F1}}</ref>

Customer unit Cosworth '''ED''' (not badged as Ford Zetec-R) for non-works teams was also made for 1995 with about 580&nbsp;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 Racing|Tyrrell]] with {{convert|2995|cc|1|abbr=on}} (94mm x 53.95mm) displacement for 600&nbsp;bhp, which was used until the end of {{f1|1997}} season. The ill-fated [[MasterCard Lola|Mastercard Lola]] team initially entered in 1997 using the Ford ECA engine used by Sauber in 1995 and Forti in 1996. However the team withdrew from the championship before the second round of the season in [[1997 Brazilian Grand Prix|Brazil]], having failed to comfortably failed to qualify for [[1997 Australian Grand Prix|the first race in Australia]].

{{anchor|JD}}{{anchor|VJ}}{{anchor|VJM}}

===The JD, VJ and VJM V10===
{{Further|Cosworth JD / VJ engine}}
In order to produce a higher power at higher rpm, a completely new {{convert|2992|cc|1|abbr=on}} (89mm x 48.1mm) '''JD''' 72° V10 was designed for 1996, which produced about 670&nbsp;bhp at 15,800&nbsp;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&nbsp;bhp for racing, and 730&nbsp;bhp for qualifying, at 16,500&nbsp;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 [[1996 Monaco Grand Prix|Monaco]]. This was surpassed one year later by [[Rubens Barichello]]'s sensational second place, again at [[1997 Monaco Grand Prix|Monaco]], which was the first points finish for the newly formed [[Stewart Grand Prix]] team.

{{anchor|CR-1}}

===Further Formula One engines===
{{Further|Cosworth CR|Cosworth TJ / CA engine}}
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&nbsp;bhp at 16,500&nbsp;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 Grand Prix Engineering|Williams]] began testing the new '''CA2006''' 2.4-litre V8 in November 2005, which produced about 755&nbsp;bhp @ 19,250&nbsp;rpm (314.7&nbsp;hp/L),<ref>{{cite web |url=https://www.grandprixengines.co.uk/Note_108.pdf |title=Grand Prix Engine Development 1906-2000: Cosworth 2006 Type CA Series 6 Eg SO25 |first=Derek |last=Taulbut |access-date=18 January 2021}}</ref> and began using Cosworth [[V8 engine]]s 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 F1|Toyota]] power, and Scuderia Toro Rosso made the switch to [[Scuderia Ferrari|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 Grand Prix Engineering|Williams]] and three new teams; [[HRT Formula 1 Team|Hispania Racing]], [[Team Lotus (2010–11)|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&nbsp;rpm limit required on all engines, down from its original 20,000&nbsp;rpm implementation.<ref>{{cite web |url=http://www.itv-f1.com/News_Article.aspx?id=46413&PO=46413 |title=Cosworth expects engines to be strong – F1 &#124; ITV Sport |publisher=Itv-f1.com |date=20 July 2009 |access-date=12 July 2010 |url-status=dead |archive-url=https://web.archive.org/web/20100607144147/http://www.itv-f1.com/News_Article.aspx?id=46413&PO=46413 |archive-date=7 June 2010 |df=dmy-all }}</ref> First units were ready and shipped to teams in mid-January for fitting 2 weeks prior to first track testing for the year.<ref name="autosport1">{{cite news|url=http://www.autosport.com/news/report.php/id/80810 |title=autosport.com |publisher=autosport.com |date= 12 January 2010|access-date=12 July 2010}}</ref>

{{anchor|XB}}{{anchor|X series}}

===Other IndyCar and Champ Car engines===
{{Further|Ford-Cosworth Indy V8 engine}}
[[File:Cosworth V8 Engine Champ Car 2004.jpg|thumb|A 2004 Champ Car display engine]]
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 {{convert|2650|cc|1|lk=on}} '''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&nbsp;rpm down from the over 15,000&nbsp;rpm of 2002. The 2004 model of the XFE had a rated power of nominal {{convert|750|hp|kW PS|0|lk=in}} at 1,054&nbsp;[[mmHg]] (intake boost pressure), and a maximum power of {{convert|800|bhp|kW PS|0|abbr=on}} at 1130&nbsp;mmHg (during Push-to-Pass). The 2004 XFE maximum speed was 12,000&nbsp;rpm (rev limited) and torque of {{convert|490|Nm|0|abbr=on|lk=on}}. The aluminium and iron turbo housing ran a boost of 5.9&nbsp;[[pounds per square inch|psi]] at sea level (= boost of 12&nbsp;[[inches of mercury]] which is 41.5&nbsp;[[inches of mercury]] absolute). The Methanol-fuelled engine used a steel crankshaft and aluminium alloy pistons. Weight was {{convert|120|kg|1|abbr=on}} and length was {{convert|539|mm|1|abbr=on}}.

In 2007, the Ford name was removed from the engine as the manufacturer elected not to continue sponsorship of the series.<ref name=indycomp>{{cite web |url=http://indycompetition.com/engines--engine-parts.html |title=Racing Engines & Parts: Cosworth Ford XFE Indy Car Engines Now Available |website=indycompetition.com |access-date=18 January 2021}}</ref> Several other engine changes were made, notably the removal of the calibrated "pop off valve" designed to limit turbo boost pressure, replaced by engine electronics. The rated life of the engine was {{convert|1400|mi|km}} between rebuilds. Engines were sent by the race teams to Cosworth for the rebuild. In 2007, Champ Car switched to the new [[Panoz DP01]] chassis, which was said to provide better ducting of airflow into the engine. The Champ Car World Series merged into the [[Indy Racing League]] [[IndyCar Series]] prior to the 2008 season, and Cosworth does not currently provide engines to any American open wheel racing series.{{citation needed|date=July 2009}}

In mid-2003, Cosworth provided the 3.5&nbsp;L V8 '''XG''' badged as a Chevrolet Gen 4 engine to IRL IndyCar Series teams after the proprietary Chevrolet Gen 3 engine proved inadequate against rival Hondas and Toyotas during the 2003 season.{{citation needed|date=July 2009}} While many teams left Chevrolet after the 2003 season, those that stayed saw a significant improvement in performance with the new "Chevworth" engine compared to their previous units. The XG finished second in its first race at Michigan on July 27, 2003. Sam Hornish Jr. went on to win 3 races that season with the new XG. The XG was reduced in size to 3&nbsp;L for 2004 season and it won one race in 2005 during Chevrolet's final season in IRL.

{{anchor|MZR}}

===Other Formula Atlantic engines===
Currently these are {{convert|300|hp|kW PS|0|lk=in}} {{convert|2300|cc|1|lk=on}} [[straight-four engine]]s based on the [[Mazda MZR engine]] developed in cooperation with [[Mazda]]. Changes includes a billet crankshaft, barrel throttle bodies, new cylinder head with larger valves, pistons, con rods and camshafts. A detuned {{convert|250|hp|kW PS|lk=in}} version, targeting club racers, is sold to the consumer market. This engine retains the standard crankshaft, and has a different cylinder head. Both engines are built by Cosworth in Torrance, California, under the guidance of newly appointed technical designer Wayne Merry (formerly of Cosworth in Worcester UK).

{{anchor|EA}}{{anchor|WAA}}{{anchor|WAB}}{{anchor|WAC}}{{anchor|WDA}}

===Other road engines===
Best known in Europe for its relationship with Ford<ref name=Cosworth.com/> – in particular because of the Cosworth name in the vehicle title on the high-performance [[Ford Sierra RS Cosworth]] and [[Ford Escort RS Cosworth]],<ref name=Cosworth.com/> but also in the creation of other Ford models; the [[Ford Escort RS1600|Escort RS1600]], [[Ford Escort RS1800|Escort RS1800]], [[Ford RS200|RS200]], and [[Ford Scorpio|Scorpio 2.9i 24V]].

[[File:76 Cosworth Vega.jpg|thumb|left|1976 Chevrolet Cosworth Vega]]
[[File:1976 Cosworth Vega -2673.jpg|thumb|right|Cosworth Vega 122&nbsp;cu&nbsp;in DOHC L4-110&nbsp;hp]]
In the US, the name has also appeared in the title of a road car (well before it did in Europe) as the Cosworth version of the [[Chevrolet Cosworth Vega|Chevrolet Vega]]. Only 3,508 1975 and 1976 Cosworth Vegas were produced from March 1975 through 1976. The engine features the Vega sleeveless, aluminium-alloy block fitted with forged components. The twin-cam, 16-valve, aluminium cylinder head design was assisted by Cosworth, but [[Chevrolet]] did the development work. The engine features [[electronic ignition]], [[Bendix Corporation|Bendix]] [[electronic fuel injection#Electronic|electronic fuel injection]], and stainless steel headers.<ref>1975 Chevrolet Cosworth Vega Shop manual supplement-engine description</ref> The final US [[emissions standard]]ised version produces 110&nbsp;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.<ref>Collectable Automobile-April 2000. Chevrolet's Vega</ref>

Other published projects for [[Adam Opel AG]] include the [[Opel Ascona|Opel Ascona 400]] / [[Opel Manta|Manta 400]] rally cars and the 2.0L 16V engines in the [[Opel Kadett]], [[Opel Astra]] GSi, [[Opel Vectra]] and [[Opel Calibra]] turbo.{{Citation needed|date=July 2009}}

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 [[Audi S and RS models|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 disaster|1955 Le Mans crash]] which killed 80 spectators. Mercedes-Benz was looking to create a [[Group B]] rally car out of its new [[Mercedes-Benz W201|W201 Chassis]] (190E Model) and turned to the expertise of Cosworth to shorten the development time for this project.{{Citation needed|date=July 2009}}
[[File:2.3-16 Race Car.JPG|thumb|right|2.3-16 Targa Car]]
The request was a huge surprise for Cosworth, and the original brief for a 320&nbsp;bhp engine based on the 136&nbsp;bhp Mercedes M102 2.3-litre SOHC 4-cylinder engine was duly passed to Mike Hall, who "drew the famed DFV and BDA engine".<ref name="ReferenceA">"Flying the Flag", Autocar 7 August 1985, pp32-33</ref> 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|BDA]].<ref name="ReferenceA" /> The valves were the biggest that could be fitted into the combustion chamber. Flat top pistons delivered the 10.5:1 compression ratio. The new Cosworth '''WAA'''<ref>{{cite web |url=http://www.cosworthvega.com/the_cosworth_story.html |title=The Cosworth Story |publisher=Cosworthvega.com |access-date=12 July 2010 |archive-url=https://web.archive.org/web/20090518004707/http://www.cosworthvega.com/the_cosworth_story.html |archive-date=18 May 2009 |url-status=dead |df=dmy-all }}</ref> 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.<ref name="ReferenceA"/>

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&nbsp;bhp by reducing the port diameters and a more restrictive fuel injection and induction was substituted for the race items to complete the detune.<ref name="ReferenceA" /> 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.{{Citation needed|date=July 2009}} 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 {{convert|4300|cc|1|abbr=on}} 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 {{convert|3994|cc|1|abbr=on}} V12 for use in their new [[Gordon Murray T.50|T.50]] sports car; which produces {{convert|663|PS|kW hp|0|abbr=on}} at 11,500&nbsp;rpm, and {{convert|467|Nm|0|abbr=on}} of torque at 9,000&nbsp;rpm.

Cosworth was chosen by [[Bugatti Automobiles|Bugatti]] to develop a [[V16 engine]] as part of the [[hybrid vehicle drivetrain|hybrid powertrain]] for the upcoming [[Bugatti Tourbillon]]. The engine is reported to produce 1,000 PS (735 kW; 986 hp) and 900 N⋅m (664 lb⋅ft).<ref>{{cite web |title=Bugatti Tourbillon |url=https://tourbillon.bugatti.com/ |website=Bugatti |access-date=21 June 2024}}</ref>

==Cosworth F1 car==
[[File:Cosworth F1 Donington Collection.jpg|thumb|The four-wheel drive Cosworth Formula One car]]
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 Research Ltd.|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.

==Formula One World Championship results==
{{main|Cosworth engine customers' Grand Prix results}}

==Summary of F1 engine use==
{{clear}}
{| class="wikitable sortable" style="font-size: 95%;"
|-
! Season
! Engine
! Type
! [[Engine displacement|Disp.]]
! Teams
! Wins
! Notes
|-
! [[1963 Formula One season|1963]]
| ''Mk.IX'' || [[straight-4|I4]] || 1.5
| [[Team Lotus|Lotus]]
|style="text-align:center;"| 0
|
*The first 'Ford' Formula One engine entry
|-
! [[1964 Formula One season|1964]]
| ''Mk.XVI'' || I4 || 1.5
| [[Cooper Car Company|Cooper]]
|style="text-align:center;"| 0
|
*Entered as 'Ford 109E'
|-
! [[1965 Formula One season|1965]]
| ''Mk.XVI'' || I4 || 1.5
| [[Team Lotus|Lotus]], [[Cooper Car Company|Cooper]]
|style="text-align:center;"| 0
|
*Entered as 'Ford 109E'
|-
! [[1966 Formula One season|1966]]
| ''SCA'' || I4 || 1.0
| [[Brabham]], [[Team Lotus|Lotus]], [[Equipe Matra Sports|Matra]]
|style="text-align:center;"| 0
|
*Entered as Formula Two entires with 'Cosworth SCA' engines
|-
!rowspan=2| [[1967 Formula One season|1967]]
| ''FVA'' || I4 || 1.6
| [[Brabham]], [[Lola Cars|Lola]], [[Team Lotus|Lotus]], [[Equipe Matra Sports|Matra]], [[Protos (constructor)|Protos]]
| rowspan="2" style="text-align:center;"| 4
|rowspan=2|
*Debut of DFV
*[[Team Lotus|Lotus]] second in [[List of Formula One World Constructors' Champions|Constructors' Championship]]
|-
| ''DFV'' || [[V8 engine|V8]] || 3.0
| [[Team Lotus|Lotus]]
|-
!rowspan=2| [[1968 Formula One season|1968]]
| ''DFV'' || V8 || 3.0
| [[Team Lotus|Lotus]], [[McLaren]], [[Equipe Matra Sports|Matra]]
| rowspan="2" style="text-align:center;"| 11
|rowspan=2|
* Cosworth powered cars won all but one Grand Prix.
*[[Graham Hill]] (''[[Team Lotus|Lotus]]'') won [[List of Formula One World Drivers' Champions|Drivers' Championship]], 2nd and 3rd placed drivers were also Cosworth powered.
*The 3 Cosworth-powered teams took 1st (''[[Team Lotus|Lotus]]''), 2nd and 3rd places in the [[List of Formula One World Constructors' Champions|Constructors' Championship]].
|-
| ''FVA'' || I4 || 1.6
| [[Equipe Matra Sports|Matra]]
|-
!rowspan=2| [[1969 Formula One season|1969]]
| ''DFV'' || V8 || 3.0
| [[Equipe Matra Sports|Matra]], [[Brabham]], [[Team Lotus|Lotus]], [[McLaren]]
| rowspan="2" style="text-align:center;"| 11
|rowspan=2|
* Cosworth powered cars won every Grand Prix this season.
*[[Jackie Stewart]] (''[[Equipe Matra Sports|Matra]]'') won [[List of Formula One World Drivers' Champions|Drivers' Championship]]
*[[Equipe Matra Sports|Matra]] won [[List of Formula One World Constructors' Champions|Constructors' Championship]].
|-
| ''FVA'' || I4 || 1.6
| [[Brabham]], [[Team Lotus|Lotus]], [[Equipe Matra Sports|Matra]], [[Tecno (motorsport)|Tecno]]
|-
! [[1970 Formula One season|1970]]
| ''DFV'' || V8 || 3.0
| [[Team Lotus|Lotus]], [[March Engineering|March]], [[McLaren]], [[Brabham]], [[Surtees Racing Organisation|Surtees]], [[Tyrrell Racing|Tyrrell]], [[Bellasi]], [[Frank Williams Racing Cars|De Tomaso]]
|style="text-align:center;"| 8
|
*[[Jochen Rindt]] (''[[Team Lotus|Lotus]]'') posthumously won [[List of Formula One World Drivers' Champions|Drivers' Championship]]
|-
! [[1971 Formula One season|1971]]
| ''DFV'' || V8 || 3.0
| [[Tyrrell Racing|Tyrrell]], [[March Engineering|March]], [[Team Lotus|Lotus]], [[McLaren]], [[Surtees Racing Organisation|Surtees]], [[Brabham]], [[Bellasi]]
|style="text-align:center;"| 7
|
*[[Jackie Stewart]] (''[[Tyrrell Racing|Tyrrell]]'') won [[List of Formula One World Drivers' Champions|Drivers' Championship]]
*[[Tyrrell Racing|Tyrrell]] won [[List of Formula One World Constructors' Champions|Constructors' Championship]]
|-
! [[1972 Formula One season|1972]]
| ''DFV'' || V8 || 3.0
| [[McLaren]], [[Team Lotus|Lotus]], [[Tyrrell Racing|Tyrrell]], [[Surtees Racing Organisation|Surtees]], [[March Engineering|March]], [[Brabham]], [[Frank Williams Racing Cars|Poiltoys]], [[Connew]]
|style="text-align:center;"| 10
|
*[[Emerson Fittipaldi]] (''[[Team Lotus|Lotus]]'') won [[List of Formula One World Drivers' Champions|Drivers' Championship]]
*[[Team Lotus|Lotus]] won [[List of Formula One World Constructors' Champions|Constructors' Championship]]
|-
! [[1973 Formula One season|1973]]
| ''DFV'' || V8 || 3.0
| [[Team Lotus|Lotus]], [[Tyrrell Racing|Tyrrell]], [[McLaren]], [[Brabham]], [[March Engineering|March]], [[Shadow Racing Cars|Shadow]], [[Surtees Racing Organisation|Surtees]], [[Iso–Marlboro]], [[Ensign (racing team)|Ensign]]
|style="text-align:center;"| 15
|
* Cosworth powered cars won every Grand Prix this season.
*[[Jackie Stewart]] (''[[Tyrrell Racing|Tyrrell]]'') won [[List of Formula One World Drivers' Champions|Drivers' Championship]]
*[[Team Lotus|Lotus]] won [[List of Formula One World Constructors' Champions|Constructors' Championship]]
|-
! [[1974 Formula One season|1974]]
| ''DFV'' || V8 || 3.0
| [[McLaren]], [[Tyrrell Racing|Tyrrell]], [[Team Lotus|Lotus]], [[Brabham]], [[Hesketh Racing|Hesketh]], [[Shadow Racing Cars|Shadow]], [[March Engineering|March]], [[Iso–Marlboro]], [[Surtees Racing Organisation|Surtees]], [[Lola Cars|Lola]], [[Token (Racing team)|Token]], [[Trojan (Racing team)|Trojan]], [[Penske Racing|Penske]], [[Parnelli]], [[Lyncar]], [[Ensign (racing team)|Ensign]], [[Amon (Formula One team)|Amon]], [[Maki (constructor)|Maki]]
|style="text-align:center;"| 12
|
*[[Emerson Fittipaldi]] (''[[McLaren]]'') won [[List of Formula One World Drivers' Champions|Drivers' Championship]]
|-
! [[1975 Formula One season|1975]]
| ''DFV'' || V8 || 3.0
| [[McLaren]], [[Brabham]], [[Hesketh Racing|Hesketh]], [[Tyrrell Racing|Tyrrell]], [[Shadow Racing Cars|Shadow]], [[March Engineering|March]], [[Team Lotus|Lotus]], [[Frank Williams Racing Cars|Williams]], [[Parnelli]], [[Hill (constructor)|Hill]], [[Penske Racing|Penske]], [[Ensign (racing team)|Ensign]], [[Fittipaldi Automotive|Fittipaldi]], [[Lyncar]], [[Lola Cars|Lola]], [[Maki (constructor)|Maki]], [[Surtees Racing Organisation|Surtees]]
|style="text-align:center;"| 8
|
*Cosworth powered teams filled 2nd to 17th places in the [[List of Formula One World Constructors' Champions|Constructors' Championship]]
|-
! [[1976 Formula One season|1976]]
| ''DFV'' || V8 || 3.0
| [[Tyrrell Racing|Tyrrell]], [[McLaren]], [[Team Lotus|Lotus]], [[Penske Racing|Penske]], [[March Engineering|March]], [[Shadow Racing Cars|Shadow]], [[Surtees Racing Organisation|Surtees]], [[Fittipaldi Automotive|Fittipaldi]], [[Ensign (racing team)|Ensign]], [[Parnelli]], [[Wolf–Williams Racing|Wolf–Williams]], [[Frank Williams Racing Cars|Williams]], [[Kojima Engineering|Kojima]], [[Hesketh Racing|Hesketh]], [[Maki (constructor)|Maki]], [[Brabham]], [[Boro (Formula One)|Boro]]
|style="text-align:center;"| 10
|
*[[James Hunt]] (''[[McLaren]]'') won [[List of Formula One World Drivers' Champions|Drivers' Championship]]
|-
! [[1977 Formula One season|1977]]
| ''DFV'' || V8 || 3.0
| [[Team Lotus|Lotus]], [[McLaren]], [[Walter Wolf Racing|Wolf]], [[Tyrrell Racing|Tyrrell]], [[Shadow Racing Cars|Shadow]], [[Fittipaldi Automotive|Fittipaldi]], [[Ensign (racing team)|Ensign]], [[Surtees Racing Organisation|Surtees]], [[Penske Racing|Penske]], [[Williams Grand Prix Engineering|Williams]], [[Boro (Formula One)|Boro]], [[LEC Refrigeration Racing|LEC]], [[McGuire (Formula One)|McGuire]], [[Kojima Engineering|Kojima]], [[Hesketh Racing|Hesketh]], [[March Engineering|March]]
|style="text-align:center;"| 12
|
|-
! [[1978 Formula One season|1978]]
| ''DFV'' || V8 || 3.0
| [[Team Lotus|Lotus]], [[Tyrrell Racing|Tyrrell]], [[Walter Wolf Racing|Wolf]], [[Fittipaldi Automotive|Fittipaldi]], [[McLaren]], [[Arrows (F1)|Arrows]], [[Williams Grand Prix Engineering|Williams]], [[Shadow Racing Cars|Shadow]], [[Surtees Racing Organisation|Surtees]], [[Ensign (racing team)|Ensign]], [[Martini (cars)|Martini]], [[Hesketh Racing|Hesketh]], [[ATS (wheels)|ATS]], [[Theodore Racing|Theodore]], [[Merzario]], [[March Engineering|March]]
|style="text-align:center;"| 9
|
*[[Mario Andretti]] (''[[Team Lotus|Lotus]]'') won [[List of Formula One World Drivers' Champions|Drivers' Championship]]
*[[Team Lotus|Lotus]] won [[List of Formula One World Constructors' Champions|Constructors' Championship]]
|-
! [[1979 Formula One season|1979]]
| ''DFV'' || V8 || 3.0
| [[Williams Grand Prix Engineering|Williams]], [[Equipe Ligier|Ligier]], [[Team Lotus|Lotus]], [[Tyrrell Racing|Tyrrell]], [[McLaren]], [[Arrows (F1)|Arrows]], [[Shadow Racing Cars|Shadow]], [[ATS (wheels)|ATS]], [[Fittipaldi Automotive|Fittipaldi]], [[Kauhsen]], [[Walter Wolf Racing|Wolf]], [[Brabham]], [[Ensign (racing team)|Ensign]], [[Rebaque]], [[Merzario]]
|style="text-align:center;"| 8
|
*Cosworth-powered teams took 2nd, 3rd and 4th place in Constructors' Championship
|-
! [[1980 Formula One season|1980]]
| ''DFV'' || V8 || 3.0
| [[Williams Grand Prix Engineering|Williams]], [[Equipe Ligier|Ligier]], [[Brabham]], [[Team Lotus|Lotus]], [[Tyrrell Racing|Tyrrell]], [[McLaren]], [[Arrows (F1)|Arrows]], [[Fittipaldi Automotive|Fittipaldi]], [[Shadow Racing Cars|Shadow]], [[ATS (wheels)|ATS]], [[Osella]], [[Ensign (racing team)|Ensign]]
|style="text-align:center;"| 11
|
*[[Alan Jones (Formula 1)|Alan Jones]] (''[[Williams Grand Prix Engineering|Williams]]'') won [[List of Formula One World Drivers' Champions|Drivers' Championship]]
*[[Williams Grand Prix Engineering|Williams]] won [[List of Formula One World Constructors' Champions|Constructors' Championship]]
|-
! [[1981 Formula One season|1981]]
| ''DFV'' || V8 || 3.0
| [[Williams Grand Prix Engineering|Williams]], [[Brabham]], [[McLaren]], [[Team Lotus|Lotus]], [[Tyrrell Racing|Tyrrell]], [[Arrows (F1)|Arrows]], [[Ensign (racing team)|Ensign]], [[Theodore Racing|Theodore]], [[ATS (wheels)|ATS]], [[Fittipaldi Automotive|Fittipaldi]], [[Osella]], [[March Engineering|March]]
|style="text-align:center;"| 8
|
*[[Nelson Piquet]] (''[[Brabham]]'') won [[List of Formula One World Drivers' Champions|Drivers' Championship]]
*[[Williams Grand Prix Engineering|Williams]] won [[List of Formula One World Constructors' Champions|Constructors' Championship]]
|-
! [[1982 Formula One season|1982]]
| ''DFV'' || V8 || 3.0
| [[McLaren]], [[Williams Grand Prix Engineering|Williams]], [[Team Lotus|Lotus]], [[Tyrrell Racing|Tyrrell]], [[Brabham]], [[Arrows (F1)|Arrows]], [[ATS (wheels)|ATS]], [[Osella]], [[Fittipaldi Automotive|Fittipaldi]], [[March Engineering|March]], [[Theodore Racing|Theodore]], [[Ensign (racing team)|Ensign]]
|style="text-align:center;"| 8
|
*[[Keke Rosberg]] (''[[Williams Grand Prix Engineering|Williams]]'') won [[List of Formula One World Drivers' Champions|Drivers' Championship]]
|-
!rowspan=2| [[1983 Formula One season|1983]]
| ''DFY'' || V8 || 3.0
| [[Williams Grand Prix Engineering|Williams]], [[McLaren]], [[Tyrrell Racing|Tyrrell]]
| rowspan="2" style="text-align:center;"| 3
|rowspan=2|
*[[Michele Alboreto]] (''[[Tyrrell Racing|Tyrrell]]'') took the DFV series' final race victory at [[1983 Detroit Grand Prix|Detroit]]
|-
| ''DFV'' || V8 || 3.0
| [[Williams Grand Prix Engineering|Williams]], [[McLaren]], [[Tyrrell Racing|Tyrrell]], [[Arrows (F1)|Arrows]], [[Team Lotus|Lotus]], [[Theodore Racing|Theodore]], [[Osella]], [[RAM Racing|RAM]], [[Equipe Ligier|Ligier]]
|-
!rowspan=2| [[1984 Formula One season|1984]]
| ''DFY'' || V8 || 3.0
| [[Tyrrell Racing|Tyrrell]]
| rowspan="2" style="text-align:center;"| 0
|rowspan=2|
|-
| ''DFV'' || V8 || 3.0
| [[Arrows (F1)|Arrows]], [[Spirit (racing team)|Spirit]]
|-
!rowspan=2| [[1985 Formula One season|1985]]
| ''DFY'' || V8 || 3.0
| [[Tyrrell Racing|Tyrrell]]
| rowspan="2" style="text-align:center;"| 0
|rowspan=2|
|-
| ''DFV'' || V8 || 3.0
| [[Minardi]]
|-
! [[1986 Formula One season|1986]]
| ''GBA'' || [[V6 engine|V6]]-[[turbocharger|T]] || 1.5
| [[Haas Lola]]
|style="text-align:center;"| 0
|
*First Cosworth engine to use a [[Turbocharger|turbo]] in F1, and first non-V8 [[V engine]]
|-
!rowspan=2| [[1987 Formula One season|1987]]
| ''GBA'' || V6-T || 1.5
| [[Benetton Formula|Benetton]]
| rowspan="2" style="text-align:center;"| 0
|rowspan=2|
*Benetton reach 1000+ bhp with qualifying spec turbo engine
|-
| ''DFZ'' || V8 || 3.5
| [[Tyrrell Racing|Tyrrell]], [[Larrousse]], [[Automobiles Gonfaronnaises Sportives|AGS]], [[March Engineering|March]], [[Enzo Coloni Racing Car Systems|Coloni]]
|-
!rowspan=3| [[1988 Formula One season|1988]]
| ''DFR'' || V8 ||3.5
| [[Benetton Formula|Benetton]]
| rowspan="3" style="text-align:center;"| 0
|rowspan=3|
*Dallara used a [[Formula 3000]] car in the opening round in [[1988 Brazilian Grand Prix|Brazil]] but did not pre-qualify. This was the last F1 race for the DFV engine
|-
| ''DFZ'' || V8 || 3.5
| [[Tyrrell Racing|Tyrrell]], [[Rial Racing|Rial]], [[Minardi]], [[Enzo Coloni Racing Car Systems|Coloni]], [[Larrousse]], [[Automobiles Gonfaronnaises Sportives|AGS]], [[EuroBrun]], [[Dallara]]
|-
| ''DFV'' || V8 || 3.0
| [[Dallara]]
|-
!rowspan=2| [[1989 Formula One season|1989]]
| ''HB'' || V8 || 3.5
| [[Benetton Formula|Benetton]]
| rowspan="2" style="text-align:center;"| 1
|rowspan=2|
*[[Alessandro Nannini]] (''[[Benetton Formula|Benetton]]'') takes Cosworth's first win with a non-DFV engine design at [[1989 Japanese Grand Prix|Suzuka]]
|-
| ''DFR'' || V8 || 3.5
| [[Benetton Formula|Benetton]], [[Tyrrell Racing|Tyrrell]], [[Arrows (F1)|Arrows]], [[Dallara]], [[Minardi]], [[Onyx Grand Prix|Onyx]], [[Equipe Ligier|Ligier]], [[Rial Racing|Rial]], [[Automobiles Gonfaronnaises Sportives|AGS]], [[Osella]], [[Enzo Coloni Racing Car Systems|Coloni]]
|-
!rowspan=2| [[1990 Formula One season|1990]]
| ''HB'' || V8 || 3.5
| [[Benetton Formula|Benetton]]
| rowspan="2" style="text-align:center;"| 2
|rowspan=2|
|-
| ''DFR'' || V8 || 3.5
| [[Tyrrell Racing|Tyrrell]], [[Arrows (F1)|Arrows]], [[Onyx Grand Prix|Monteverdi]], [[Equipe Ligier|Ligier]], [[Osella]], [[Dallara]], [[Enzo Coloni Racing Car Systems|Coloni]], [[Automobiles Gonfaronnaises Sportives|AGS]], [[Minardi]]
|-
!rowspan=2| [[1991 Formula One season|1991]]
| ''HB'' || V8 || 3.5
| [[Benetton Formula|Benetton]], [[Jordan Grand Prix|Jordan]]
| rowspan="2" style="text-align:center;"| 1
|rowspan=2|
*DFV-series' last F1 season (DFR)
|-
| ''DFR'' || V8 || 3.5
| [[Lola Cars|Lola]], [[Fondmetal]], [[Enzo Coloni Racing Car Systems|Coloni]], [[Automobiles Gonfaronnaises Sportives|AGS]], [[Arrows (F1)|Footwork]]
|-
! [[1992 Formula One season|1992]]
| ''HB'' || V8 || 3.5
| [[Benetton Formula|Benetton]], [[Team Lotus|Lotus]], [[Fondmetal]]
|style="text-align:center;"| 1
|
*[[Michael Schumacher]]'s [[1992 Belgian Grand Prix|first Grand Prix victory]] comes in a Cosworth-powered Benetton-Ford
|-
! [[1993 Formula One season|1993]]
| ''HB'' || V8 || 3.5
| [[McLaren]], [[Benetton Formula|Benetton]], [[Team Lotus|Lotus]], [[Minardi]]
|style="text-align:center;"| 6
|
|-
!rowspan=2| [[1994 Formula One season|1994]]
| ''EC Zetec-R'' || V8 || 3.5
| [[Benetton Formula|Benetton]]
| rowspan="2" style="text-align:center;"| 8
|rowspan=2|
*[[Michael Schumacher]] (''[[Benetton Formula|Benetton]]'') won [[List of Formula One World Drivers' Champions|Drivers' Championship]]
|-
| ''HB'' || V8 || 3.5
| [[Arrows (F1)|Footwork]], [[Minardi]], [[Larrousse]], [[Simtek]]
|-
!rowspan=2| [[1995 Formula One season|1995]]
| ''ECA Zetec-R'' || V8 || 3.0
| [[Sauber]]
| rowspan="2" style="text-align:center;"| 0
|rowspan=2|
*ECA engine is a developed 3-litre version of the 3.5litre EC Zetec-R V8.
|-
| ''ED'' || V8 || 3.0
| [[Minardi]], [[Forti]], [[Simtek]], [[Pacific Racing|Pacific]]
|-
!rowspan=3| [[1996 Formula One season|1996]]
| ''JD Zetec-R'' || [[V10 engine|V10]] || 3.0
| [[Sauber]]
| rowspan="3" style="text-align:center;"| 0
|rowspan=3|
*First Cosworth V10 design
|-
| ''ECA Zetec-R'' || V8 || 3.0
| [[Forti]]
|-
| ''ED'' || V8 || 3.0
| [[Minardi]]
|-
!rowspan=3| [[1997 Formula One season|1997]]
| ''VJ Zetec-R'' || V10 || 3.0
| [[Stewart Grand Prix|Stewart]]
| rowspan="3" style="text-align:center;"| 0
|rowspan=3|
|-
| ''ECA Zetec-R'' || V8 || 3.0
| [[MasterCard Lola|Lola]]
|-
| ''ED'' || V8 || 3.0
| [[Tyrrell Racing|Tyrrell]]
|-
!rowspan=2| [[1998 Formula One season|1998]]
| ''VJ Zetec-R'' || V10 || 3.0
| [[Stewart Grand Prix|Stewart]]
| rowspan="2" style="text-align:center;"| 0
|rowspan=2|
|-
| ''JD Zetec-R'' || V10 || 3.0
| [[Tyrrell Racing|Tyrrell]], [[Minardi]]
|-
!rowspan=2| [[1999 Formula One season|1999]]
| ''CR-1'' || V10 || 3.0
| [[Stewart Grand Prix|Stewart]]
| rowspan="2" style="text-align:center;"| 1
|rowspan=2|
|-
| ''VJ Zetec-R'' || V10 || 3.0
| [[Minardi]]
|-
!rowspan=2| [[2000 Formula One season|2000]]
| ''CR-2'' || V10 || 3.0
| [[Jaguar Racing|Jaguar]]
| rowspan="2" style="text-align:center;"| 0
|rowspan=2|
*Starting this year, Ford uses Cosworth for the engine names
*Minardi engines rebadged as ''[[Fondmetal]]''
|-
| ''VJ Zetec-R'' || V10 || 3.0
| [[Minardi]]
|-
!rowspan=2| [[2001 Formula One season|2001]]
| ''CR-3'' || V10 || 3.0
| [[Jaguar Racing|Jaguar]]
| rowspan="2" style="text-align:center;"| 0
|rowspan=2|
*Minardi engines rebadged as ''[[European (engine)|European]]''
|-
| ''VJ Zetec-R'' || V10 || 3.0
| [[Minardi]]
|-
!rowspan=2| [[2002 Formula One season|2002]]
| ''CR-4'' || V10 || 3.0
| [[Jaguar Racing|Jaguar]], [[Arrows (F1)|Arrows]]
| rowspan="2" style="text-align:center;"| 0
|rowspan=2|
|-
| ''CR-3'' || V10 || 3.0
| [[Jaguar Racing|Jaguar]], [[Arrows (F1)|Arrows]]
|-
!rowspan=3| [[2003 Formula One season|2003]]
| ''CR-5'' || V10 || 3.0
| [[Jaguar Racing|Jaguar]]
| rowspan="3" style="text-align:center;"| 1
|rowspan=3|
*Jordan engines use ''Ford'' name
*[[Giancarlo Fisichella]] (''[[Jordan Grand Prix|Jordan]]'') took Cosworth's last Grand Prix victory, at [[2003 Brazilian Grand Prix|Interlagos]]
|-
| ''RS1'' || V10 || 3.0
| [[Jordan Grand Prix|Jordan]]
|-
| ''CR-3'' || V10 || 3.0
| [[Minardi]]
|-
!rowspan=3| [[2004 Formula One season|2004]]
| ''CR-6'' || V10 || 3.0
| [[Jaguar Racing|Jaguar]]
| rowspan="3" style="text-align:center;"| 0
|rowspan=3|
*Jordan engines use ''Ford'' name
|-
| ''RS2'' || V10 || 3.0
| [[Jordan Grand Prix|Jordan]]
|-
| ''CR-3L'' || V10 || 3.0
| [[Minardi]]
|-
! [[2005 Formula One season|2005]]
| ''TJ2005'' || V10 || 3.0
| [[Red Bull Racing|Red Bull]], [[Minardi]]
|style="text-align:center;"| 0
|
*Minardi used the CK2004 (CR-3L) engine during the first 3 races of the season where the team used the old [[Minardi PS04B|PS04B]] chassis.
|-
!rowspan=2| [[2006 Formula One season|2006]]
| ''CA2006'' || V8 || 2.4
| [[Williams Grand Prix Engineering|Williams]]
| rowspan="2" style="text-align:center;"| 0
|rowspan=2|
*Toro Rosso V10s rev-limited
|-
| ''TJ2005'' || V10 || 3.0
| [[Scuderia Toro Rosso|Toro Rosso]]
|-
| colspan="7" style="text-align:left;"| {{F1|2007}}–{{F1|2009}}: Cosworth did not supply any engines in Formula One.
|-
! [[2010 Formula One season|2010]]
| ''CA2010'' || V8 || 2.4
| [[Williams Grand Prix Engineering|Williams]], [[Team Lotus (2010–11)|Lotus]], [[HRT Formula 1 Team|HRT]], [[Virgin Racing|Virgin]]
|style="text-align:center;"| 0
|
|-
! [[2011 Formula One season|2011]]
| ''CA2011'' || V8 || 2.4
| [[Williams Grand Prix Engineering|Williams]], [[HRT Formula 1 Team|HRT]], [[Virgin Racing|Virgin]]
|style="text-align:center;"| 0
|
|-
! [[2012 Formula One season|2012]]
| ''CA2012'' || V8 || 2.4
| [[HRT Formula 1 Team|HRT]], [[Marussia F1|Marussia]]
|style="text-align:center;"| 0
|
|-
! [[2013 Formula One season|2013]]
| ''CA2013'' || V8 || 2.4
| [[Marussia F1|Marussia]]
|style="text-align:center;"| 0
|
|-
| colspan="7" style="text-align:left;"| {{F1|2014}}–present: Cosworth has not been supplying any engines in Formula One.
|}

==See also==
* [[Marcos Engineering]]
* [[MAHLE Powertrain]]

==References==
===Notes===
{{reflist|group=note}}

===Citations===
{{Reflist}}

==Further reading==
*{{cite book|first=Bernd|last=Tuchen|title=Ford in der Formel 1 1965 bis 1994. Die Geschichte des legendären Ford Cosworth DFV Motors. Seine Entstehung, seine Rennställe, seine Siege und Weltmeister|language=de|location=[[Büchenbach]]|year=2006|publisher=Verlag Dr. Faustus|isbn=978-3-933474-38-4}}
*{{cite book|first=Graham|last=Robson|title=Cosworth: The Search For Power |edition=4th|publisher=[[Haynes Publishing]]|year=1999|isbn=1-85960-610-5}}

==External links==
{{commons category}}
* {{official website}}
* [http://www.race-cars.com/utility/coswrthr.htm List of Cosworth engine types] {{Webarchive|url=https://web.archive.org/web/20110222090951/http://www.race-cars.com/utility/coswrthr.htm |date=22 February 2011 }}
* [http://8w.forix.com/6thgear/engines.html List of f1 engines by year]

{{Formula One constructors}}
{{Automotive industry in the United Kingdom}}
{{Ford Motor Company}}
{{Volkswagen Group}}
{{Authority control}}

[[Category:Manufacturing companies established in 1958]]
[[Category:1958 establishments in England]]
[[Category:Companies based in Cambridge]]
[[Category:Manufacturing companies based in Northampton]]
[[Category:Ford of Europe]]
[[Category:Volkswagen Group]]
[[Category:Formula One engine manufacturers]]
[[Category:Formula One constructors]]
[[Category:IndyCar Series engine manufacturers]]
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[[Category:Cosworth| ]]