As a result of Jack Brabham's long-standing relationship with Honda, Judd was hired by them to develop an engine for the company's return to Formula Two in association with Ron Tauranac's Ralt team.

Based on the architecture of the AV, the new BV V8 was a naturally aspirated variant, and would eventually form the basis for the Judd CV Formula One engine.

[13] In 1988, in conjunction with March Engineering, Judd made the move into the recently reintroduced normally aspirated variant of Formula One, which would completely replace turbocharged cars in 1989.

Reigning World Constructors' champion Williams was later forced also to turn to Judd, after they lost their supply of Honda engines for 1988.

During the 1988 season, the 600 bhp (447 kW; 608 PS) Judd V8 was commonly the fastest of the non-turbo engines, and the Marches of Ivan Capelli and Maurício Gugelmin regularly recorded higher speeds through the speed trap than the Cosworth DFR- and DFZ-powered cars with Gugelmin recording the fastest "atmo" speed trap of the season when he hit 312 km/h (194 mph) during qualifying for the German Grand Prix at Hockenheim (though this was still considerably slower than the turbo-powered McLaren-Hondas which were timed at 333 km/h (207 mph)).

Following the 1988 season it was decided that a narrower vee-angle would be adopted to give a more compact engine; the original intent was a 75-degree vee, but limitations in Judd's CNC equipment (it could only work in even-degree increments) meant that 76 degrees was used instead.

This prompted Judd to replace the CV and EV V8s with an all-new engine in 1991 for the BMS Scuderia Italia team.

Judd's agreement with Scuderia Italia ended following the 1991 season, leaving the GVs to be used by the Brabham team and newcomers Andrea Moda Formula in 1992.

Using the Judd GV V10 as a base, Yamaha developed an all-new cylinder head and branded the motor as the OX10, for use by Tyrrell Racing in 1993.

An improved OX10B for 1994 boosted Tyrrell's performance, as the team scored a podium and finished sixth in the Constructors' Championship.

Consequently, a D-Spec was introduced for the fourth race, at Imola, with significant improvements in the airflow management of the combustion chamber area, which permitted the OX11D to gain 20 hp, which along with superior Bridgestone tyres propelled Damon Hill to a second place at the Hungaroring, the 11th race of a year that otherwise was pretty lacklustre with Pedro Diniz's 5th place at the Nürburgring as a last high point before Yamaha consequently pulled the plug on the failing project.

This allowed for Judd to offer their GV V10 to customers following modifications to meet the endurance requirements necessary in the World Sportscar Championship.

The World Sportscar Championship was cancelled in 1993, quickly ending Judd's first brief involvement in sports car racing.

Believing that a large naturally aspirated engine would be fitting for use as a customer supply in the Sports Racing World Cup, Judd resurrected the GV10 from a few years earlier.

Expanded to four litres and upgraded with new technology, the new GV4 became a favorite choice for teams not running the dominant Ferrari 333 SP, eventually winning the championship with Racing for Holland in 2002 and 2003.

The GV4s also became powerful enough to contest for overall wins in the 24 Hours of Le Mans, with Oreca Dallaras running the GV4 finishing fifth and sixth in 2002 as well as an overall victory for Doran Lista at the Rolex 24 at Daytona the same year.

Using the design of the Formula 3000 KV V8, Judd expanded the engine to the maximum of 3.4 litres and reinforced it for endurance racing, creating the KV675.

The GV5 quickly proved its superiority over the GV4, when it took second place in the teams' championship in the Rolex Sports Car Series in its debut year with Doran.

The engine was further upgraded in 2007, with an increase in displacement to 5.5 litres to produce more torque while attaining the maximum power at lower rpms and improving fuel consumption, as the Judd GV5.5 S2.

Judd planned to work closely with a top LMP2 team in order to get better testing out of the DB in 2008 before the engine was released to any customers.

[38] The engine is now found at the back of the numerous Lola B08/80 LMP2 cars in the LMS championship where it competes against the Zyteks and the rare Porsche RS Spyders.

Judd developed the K2000 engine for the MG ZS, with Anthony Reid finishing fourth in the driver's championship in their debut year.