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The DFV is an internal combustion engine that was originally produced by Cosworth for Formula One motor racing.The name is an abbreviation of Double Four Valve, the engine being a V8 development of the earlier four-cylinder FVA, which had four valves per cylinder.
The HB was the first engine Cosworth designed specifically for the 3.5 liter Formula One. Geoff Goddard and John Hancock were responsible for its development. Unlike the DFR, Brian Hart was not involved in the design. The development of the HB took place in close cooperation with Benetton's technical director at the time, Rory Byrne.
The H16 was replaced by a V12 (2.9375 x 2.25 in, 74.61 x 57.15 mm) designed by Geoff Johnson. It had been intended for sports car use, but was first used in F1 by the McLaren M5A. [7] Back at the works, the early V12 years were lean ones. In 1967 the two-valve layout gave about 360 bhp (270 kW) at 9,000 rpm. In 1968 this had increased to 390 ...
BRM compromised by committing to a new H16 engine with two valves per cylinder, while allowing Weslake to pursue their V12 design. Single-cylinder test engines for each design were built by Shell and tested at Rye. The test engine for the Weslake design produced 158 bhp (118 kW) per litre, and a subsequent Shell twin cylinder test engine was built.
The TJ and CA series are a family of naturally-aspirated V10 and V8 Formula One racing engines, in both 2.4-litre and 3-litre engine configurations, designed and developed by Cosworth; and produced between 2005 and 2013. [2]
Cylinder head material: Aluminum alloy: Valvetrain: 24-valve (four-valves per cylinder), DOHC: Combustion; Turbocharger: Hybrid turbocharger with typical 3.5-5.0 bar boost pressure: Fuel system: 500 bar (7,252 psi) gasoline direct injection: Management: McLaren TAG-320: Fuel type: Shell V-Power unleaded gasoline 94.25% + 5.75% biofuel [1] Oil ...
The JD and VJ family is a series of 3.0-litre, naturally-aspirated V10 Formula One engines, designed by Cosworth in partnership with Ford; used between 1996 and 1999. [2] [3] The customer engines were used by Sauber, Stewart, Minardi, and Tyrrell. [4]
Camless valve trains have long been investigated by several companies, including Renault, BMW, Fiat, Valeo, General Motors, Ricardo, Lotus Engineering who developed electro-hydraulic valve actuation in the late 1980s as a spinoff of their active suspension program (both utilised similar electro-hydraulic actuation and control), Ford, Jiangsu Gongda Power Technologies, and Koenigsegg's sister ...