The first Cosworth-designed cylinder head was for SCA series; with a single overhead camshaft (SOHC) reverse-flow configuration, similar to the Coventry Climax FWE engine.

A real success was achieved with the next gear-driven double overhead camshaft (DOHC) four-valve FVA in 1966, when Cosworth, with a help from Chapman, convinced Ford to purchase the rights to the design, and sign a development contract, including an eight-cylinder version.

[6] On 15 November 2004 Ford sold Cosworth Racing to Champ Car World Series owners Gerald Forsythe and Kevin Kalkhoven.

[1] 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 million contract by the United States Navy to develop a heavy fuel engine for their RQ-21A Blackjack unmanned aerial vehicle (UAV).

The final model of the above initial series was the MAE in 1965, when new rules were introduced in Formula 3 allowing up to 1,000 cubic centimetres (61.0 cu in) engines with 36 mm intake restrictor plates.

A larger 85 mm bore SCC with the same short-stroke five-bearing crankshaft as the SCA was built and sold for SCCA 1.1 litre sports car class.

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.

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 in 1990.

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.

As Keith Duckworth was busy designing and developing the DFV, the project was assigned to Mike Hall, who created the 1601 cc BDA on the Ford Kent engine block for homologation purposes.

There was even a one-off 785 cc version built by Cosworth employees Paul Squires and Phil Kidsley; fitted with a Lysholm supercharger it was installed in a Brabham BT28 Formula 3 chassis and competed in the British Hill Climb Championship as the Brabham-Lysholm.

In open wheel racing, Cosworth powered cars (Ralt RT4 and Tiga's) won Australian Drivers' Championship in 1982–1986 as well as winning the Australian Grand Prix in 1981–1984 (including wins by Alain Prost and Roberto Moreno) before the race became part of the Formula One World Championship in 1985, and won the New Zealand Grand Prix each year from 1982 to 1988.

Later in 1986, a 2137 cc version was created by Brian Hart using a bespoke aluminium block and a large intercooler for RS200 Evolution, just as Group B was cancelled by the FIA.

The new engine was radically different from the previously used Weslake unit in that it featured twin overhead camshaft aluminium alloy cylinder heads, 4 valves per cylinder, a Lucas mechanical fuel injection system, dry sump oiling system, a steel crankshaft, and enlarged displacement of 3412cc, compared with the 2.9 litres of the previously used Cologne V6 based Weslake V6.

In 1995, with a new version of the Scorpio, it was upgraded with a wider torque spread and higher power – to 204 PS (150 kW; 201 hp), from a variable intake system and reprofiled cams.

Racing versions of the RS Cosworth were developing around 370 hp (276 kW; 375 PS),[18] but with the small Garrett T3 turbo on the cars reliability was a problem.

Championship wins Major race wins The only car to truly challenge the Sierra's power dominance towards the end of the Group A era in 1990–1992 was the 640 hp (477 kW; 649 PS), 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 600 bhp (447 kW; 608 PS) from the 2.0L turbocharged YB engines.

For his pole position lap at the 1992 Bathurst 1000, Australian driver Dick Johnson (whose team since 1988 had a reputation for having the fastest Sierras in Group A racing anywhere in the world) was reportedly running a special qualifying engine that was producing close to 680 hp (507 kW; 689 PS) in his RS500.

This had a long development history dating back to the 1984 British Grand Prix at Brands Hatch where Cosworth and Ford's competition department agreed to build a new turbo engine to replace the outdated DFV / DFY series.

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.

With Haas Lola not competing in 1987, Benetton, having lost the use of the 4 cylinder BMW engines when the German giant pulled out of Formula One, signed with Ford to race their V6 for the season.

This was surpassed one year later by Rubens Barichello's sensational second place, again at Monaco, which was the first points finish for the newly formed Stewart Grand Prix team.

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.

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.

[citation needed] There is evidence that Cosworth was working on a 3,400 cc (207.5 cu in) push-rod V8[citation needed] along the lines of the Ilmor/Mercedes 500I to exploit the peculiar loophole in the Indianapolis 500 rules on the definition of the word "pushrod engine", permitting such engines with extremely short pushrods higher turbocharger boost – this was assigned a project code CD but seemingly never completed.

[citation needed] 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.

Changes includes a billet crankshaft, barrel throttle bodies, new cylinder head with larger valves, pistons, con rods and camshafts.

Cosworth's involvement with Mercedes-Benz came with moves in the mid-1980s from the German manufacturer to re-enter motorsport after retiring from direct factory participation after the 1955 Le Mans crash which killed 80 spectators.

Mercedes-Benz was looking to create a Group B rally car out of its new W201 Chassis (190E Model) and turned to the expertise of Cosworth to shorten the development time for this project.