Editing Cosworth DFV (section)

===Formula One===
The DFV had three major upgrades over its life in the top formula, with the development of first the DFY and then the DFZ, followed by a major redesign to produce the final DFR type.

====DFY====
{{Infobox automobile engine
| name = [[Cosworth]] DFY<ref name="Engine Ford Cosworth • STATS F1">{{cite web |url=https://www.statsf1.com/en/moteur-ford-cosworth.aspx |title = Engine Ford Cosworth • STATS F1}}</ref>
| image = 
| manufacturer = {{flagicon|UK}} [[Ford Motor Company|Ford]]-[[Cosworth]]
| production = 1983–1985
| configuration = [[V8 engine|V8]], [[naturally aspirated|naturally-aspirated]], 90° cylinder angle
| displacement = {{cvt|2992.6|cc|L|1|order=flip}}
| bore = {{cvt|90|mm|in|1|lk=on}}
| stroke = {{cvt|58.8|mm|in|1|lk=on}}
| block = [[Aluminium]] alloy
| head = [[Aluminium]] alloy
| valvetrain = 32-valve, [[DOHC]], four-valves per cylinder
| power = {{cvt|510-530|hp|kW|0|lk=on}}
| torque = {{cvt|280|lbft|Nm|0|lk=on}}
| oilsystem = Dry sump
| weight = {{cvt|150|kg|lb|0|lk=on}}
| fuelsystem = Electronic and mechanical indirect fuel injection
| fueltype = [[Gasoline]]
}}
With the introduction of turbocharged engines towards the end of the 1970s, Cosworth's naturally aspirated DFV began to lose its predominance. In an attempt to recover some of the performance deficit Cosworth designer [[Mario Illien]] reconfigured the cylinder aspect ratio to allow the engine to rev more freely, and combined this with a narrow-angle valve set-up and [[Nikasil]] Aluminium liners. The changes upped power output to ~520&nbsp;bhp,<ref name="motorsport02" /> and between 11000-12000&nbsp;RPM but this was not sufficient to keep pace with the turbo cars at most tracks, and it was only through a modicum of luck that [[Michele Alboreto]] was able to take what would prove to be the DFV-family's final F1 victory, at the [[1983 Detroit Grand Prix]]. The DFY lived on with back-marker teams until the end of the {{F1|1985}} season, when Cosworth switched their efforts to supporting the new turbocharged Ford GBA V6.

====DFZ====
{{Infobox automobile engine
| name = [[Cosworth]] DFZ<ref name="Engine Ford Cosworth • STATS F1"/>
| image = 
| manufacturer = {{flagicon|UK}} [[Ford Motor Company|Ford]]-[[Cosworth]]
| production = 1987–1988
| configuration = [[V8 engine|V8]], [[naturally aspirated|naturally-aspirated]], 90° cylinder angle
| displacement = {{cvt|3494|cc|L|1|order=flip}}
| bore = {{cvt|90|mm|in|1|lk=on}}
| stroke = {{cvt|68.65|mm|in|1|lk=on}}
| block = [[Aluminium]] alloy
| head = [[Aluminium]] alloy
| valvetrain = 32-valve, [[DOHC]], four-valves per cylinder
| power = {{cvt|575-590|hp|kW|0|lk=on}}
| torque = {{cvt|320|lbft|Nm|0|lk=on}}<ref name="spicerparts.com">{{cite web |url=https://spicerparts.com/calculators/horsepower-torque-calculator |title = Horsepower and Torque Calculator{{!}} Spicer Parts}}</ref>
| oilsystem = Dry sump
| weight = {{cvt|155|kg|lb|0|lk=on}}
| fuelsystem = Electronic and mechanical indirect fuel injection
| fueltype = [[Gasoline]]
}}
The announcement at end of the {{F1|1986}} season that turbocharged cars would be banned from {{F1|1989}}, and the introduction of the [[Jim Clark Cup]] and [[Colin Chapman Trophy]] championships for naturally aspirated cars for {{F1|1987}}, prompted Cosworth to revive their elderly engine design. This resulted in the DFZ, essentially an updated version of the final DFY design. However, the capacity increase for the new 3.5L [[naturally aspirated]] formula running alongside the 1.5L turbos in 1987 allowed Cosworth to increase the power output of the unit to {{cvt|575|bhp|kW PS|0}}.<ref name="motorsport02" /> The engine was intended as a temporary measure to tide smaller teams over until the turbos were banned at the end of the {{f1|1988}} season. [[Tyrrell Racing|Tyrrell]], [[Automobiles Gonfaronnaises Sportives|AGS]], [[March Engineering|March]], [[Lola Cars|Lola]] and [[Enzo Coloni Racing Car Systems|Coloni]] chassis were all powered by Cosworth in 1987. [[Jonathan Palmer]] of Tyrrell eventually won the drivers' Jim Clark Cup, and his team took the constructors' laurels in the Colin Chapman Trophy. The engine remained in service with minor teams until the end of 1988 and development saw a slight power increase to {{cvt|590|bhp|kW PS|0}}. The DFZ did not race in Formula One beyond 1988 as the general release of the DFR engine made it obsolete.

The engine did however have a second brief lease of life in sportscar racing, when the FIA announced plans to transition towards using 3.5&nbsp;L F1-style engines in [[Group C]] in the early 1990s. In 1990 [[Spice Engineering]] adapted its existing Group C design to take a 3.5L DFZ instead of the previously used 3.3&nbsp;L DFL engine. However the new engine caused significant problems due to vibration, which resulted in the breakage of components and a significant increase in running costs - [[Gordon Spice]] estimated that the DFZ-powered car was about four times more expensive to run than the DFL-engined one.<ref>{{cite web |url=http://www.autosport.com/premium/feature/4734/the-death-of-group-c/ |title=The death of Group C |last1=Cooper |first1=Adam|date=24 August 2012 |website=[[autosport.com]] |access-date=2 April 2016}}</ref> The DFZ was successfully used in FIA Cup class racing in 1992, with that low-powered class being the last appearance of the DFV family in sportscar racing.

====DFR====
{{Infobox automobile engine
| name = [[Cosworth]] DFR<ref name="Engine Ford Cosworth • STATS F1"/>
| image = 
| manufacturer = {{flagicon|UK}} [[Ford Motor Company|Ford]]-[[Cosworth]]
| production = 1988–1993
| configuration = [[V8 engine|V8]], [[naturally aspirated|naturally-aspirated]], 90° cylinder angle
| displacement = {{cvt|3494|cc|L|1|order=flip}}
| bore = {{cvt|90|mm|in|1|lk=on}}
| stroke = {{cvt|68.65|mm|in|1|lk=on}}
| block = [[Aluminium]] alloy
| head = [[Aluminium]] alloy
| valvetrain = 32-valve, [[DOHC]], four-valves per cylinder
| power = {{cvt|580-630|hp|kW|0|lk=on}}
| torque = {{cvt|320-400|lbft|Nm|0|lk=on}}<ref name="spicerparts.com"/>
| oilsystem = Dry sump
| weight = {{cvt|155|kg|lb|0|lk=on}}
| fuelsystem = Electronic indirect fuel injection
| fueltype = [[Gasoline]]
| predecessor = [[Cosworth GBA]]
| successor = [[Ford-Cosworth HB engine|Ford-Cosworth HB]]
}}
From {{f1|1987}} [[Benetton Formula|Benetton]] had been operating as the works Ford team, essentially taking over the role from the now defunct [[Haas Lola]] team. With the abandonment of turbocharging it was clear that the venerable DFV/Y/Z design was nowhere near being competitive with far newer offerings from [[Honda F1|Honda]] and [[Renault F1|Renault]] who were building [[V10 engine]]s for 1989 and beyond, and [[Scuderia Ferrari|Ferrari]] who were building what they knew, a [[V12 engine|V12]] ([[Lamborghini]] entered F1 in 1989 and like Ferrari, also went down the [[Lamborghini V12 engine|V12]] path). To counter this, drastic changes were made for the DFR of 1988. Although superficially a DFV-design, almost the only feature carried over from previous versions into the DFR was the basic 90° V8 engine architecture. The DFR became available to all customers in 1989, with the Benetton team also using this engine until the [[1989 British Grand Prix]]. The DFR struggled on until the 1991 season finally being eclipsed by the higher revving abilities of new [[pneumatic valve gear]] engines such as the HB, and was last used in that year's Australian Grand Prix by the Footwork, Fondmetal, Larrousse and Coloni teams, nearly a quarter of a century after the DFV's first race. By the time of its demise, continued improvement had pushed the DFR power output to nearly {{cvt|630|bhp|kW PS|0}},<ref name="motorsport02" /> 60% higher than the original 1967 DFV.

The DFR enjoyed success in 1988 with Benetton. The team was the best performed non-turbo team of the season finishing third in the Constructors' Championship behind Ferrari (turbo) and the all-conquering [[McLaren]]-Honda. [[Thierry Boutsen]] recorded five podium finishes and [[Alessandro Nannini]] scored two podiums. The DFR was also the most powerful non-turbo of the season with a reported {{cvt|620|bhp|kW PS|0}}. This compared to the 590 of the DFZ and the new [[Judd (engine)#CV|Judd]] V8 with a reported {{cvt|600|bhp|kW PS|0}}. This still lagged behind the Honda and Ferrari turbos which were producing over {{cvt|650|bhp|kW PS|0}} each.

The 3.5 L DFR engine was later used in the [[Allard J2X-C]] [[Group C]] [[sports car racing|sports car]], in 1992.<ref>{{cite web |url=https://www.ultimatecarpage.com/car/3532/Allard-J2X-C.html |title = 1992 - 1993 Allard J2X-C - Images, Specifications and Information}}</ref><ref>{{cite web |url=https://www.supercars.net/blog/1992-allard-j2x-c/ |title = 1992 Allard J2X-C {{!}} Allard {{!}} SuperCars.net}}</ref><ref>{{cite web| url = https://drivetribe.com/p/cutting-edge-1992-allard-j2x-c-Fl-f8egMTuig2wNXM7ON_w?iid=RWXtNxoxRguD-L45-2SdRA| title = Cutting Edge - 1992 Allard J2X-C| access-date = 2021-11-19| archive-date = 2021-11-19| archive-url = https://web.archive.org/web/20211119084011/https://drivetribe.com/p/cutting-edge-1992-allard-j2x-c-Fl-f8egMTuig2wNXM7ON_w?iid=RWXtNxoxRguD-L45-2SdRA| url-status = dead}}</ref><ref>{{cite web |url=http://www.mulsannescorner.com/allardj2x.html |title = Mulsanne's Corner: 1992-1993 Allard J2X}}</ref><ref>{{cite web |url=https://www.conceptcarz.com/z19754/allard-j2x-c.aspx |title = 1992 Allard J2X-C {{!}} conceptcarz.com}}</ref>