Judd (engine)
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Judd engines are produced by Engine Developments Ltd., a company founded in 1971 by John Judd and Sir Jack Brabham to design and produce racing engines for competition. Engine Developments Ltd. is based in Rugby, Warwickshire, England.
Judd engines have been supplied to a number of competitive racing teams, including Honda, Yamaha, Mazda, Toyota, Nissan, and the Williams, Lotus, Tyrrell, and Arrows F1 Teams. Engine Developments supplied engines for various teams in F1 races from 1988 to 1997.
Engine Developments continues to design and manufacture Judd engines, and supplies them to participants in several racing series, including acting as the exclusive engine supplier to the Formula 3000 International Championship between 1996 and 2004 through Zytek. The Zytek-Judd units are now the basis of the A1GP series.
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[edit] Early Judd Engines
[edit] John Judd's relationship with Brabham and Honda
John Judd originally worked at Coventry-Climax, including a spell working on their Formula 1 engines. He later moved on to work with the Repco V8s used by Brabham, and undertook road car work for Sir Jack Brabham under the name 'Jack Brabham Conversions' - this became 'Engine Developments Ltd' when Brabham sold off his interest in the marque that bore his name and returned to Australia. Judd was a noted builder of Cosworth DFV engines in the 1970s. When Honda returned to Formula Two racing in the early 1980s they chose Brabham's partners to work with them - Ron Tauranac's RALT team as their main supplier of chassis and John Judd working with the Japanese works on the design of the V6 F2 engine. After the demise of F2 at the end of the 1984 season Judd continued to develop new engines for Honda.
[edit] Judd AV V8
This was the 'Brabham-Honda' turbocharged V8 for CART racing. It scored only one win, for Bobby Rahal at Pocono in 1988. Some developed engines continued to race on into the early 1990s after the Honda badging lapsed. The Judd name almost returned to Champcar in 2003 - see the section below on the XV for more information.
[edit] Judd BV V8
This was the first Honda Formula 3000 engine - not the later Mugen V8, but a normally-aspirated three-litre version of the AV.
[edit] Judd CV V8
A relatively simple 3.5 litre derivative of the BV for normally-aspirated 3.5 litre Formula 1 use. This was originally intended to be used only by March Engineering in 1988, but after being left without engines by Honda, Williams later signed up to use the engine, as did Ligier. There were encouraging signs of speed, but running six cars with a fundamentally new engine did show up some problems. With the arrival of the EV in 1989, the CV became the 'customer' unit for 1990 and beyond.
[edit] Judd EV V8
All of the previous Judd engines had been based on similar 90-degree blocks; the EV was a much more compact 3.5 litre F1 V8 based on a 76-degree angle between banks of cylinders (Judd's early CNC machine could only work in whole degrees; the design was originally going to use a 75-degree angle). This was raced first by March in 1989, and adopted by Team Lotus and Brabham in 1990.
Enlarged CVs and EVs have been popular power units for single-seaters in hillclimbing.
[edit] Judd GV V10
The most successful engines in the first couple of years of the normally-aspirated 3.5l F1 formula had been of V12 and V10 configuration and in 1991 Judd launched his first V10, for Scuderia Italia. Some good results were achieved but the engine was arguably better than the Dallara chassis that carried it; the partnership was dissolved and for 1992 the Judd engines went to the ailing Brabham team. It looked like Judd would disappear from F1 at the end of the season as Brabham failed, but John Judd was soon to team up with Yamaha who had signularly failed to impress with their own V8 and V12 units. The GV family was to have a long life after F1 in sports car racing; see below.
[edit] Yamaha OX10/OX11
The Yamaha OX10 as used by Tyrrell between 1993 and 1995 was essentially a mix of Judd GV10 and Yamaha (mostly in the cylinder heads) technology; after the reduction in capacity from 3.5 to three litres for 1995 the engine became the Judd HV/Yamaha OX10C. Judd later helped Yamaha to design a significantly more compact unit (the JV, aka the OX11). This is the engine that almost took Damon Hill to victory in the 1997 Hungarian Grand Prix.
[edit] Touring Car and Formula Three engines
Judd has been involved at various times with the production of engines for touring car racing and Formula Three. Engine Developments is particularly well-known for Nissan and MG touring car units and for Volkswagen F3 engines.
[edit] Engine range
[edit] KV V8
ED designed and manufactures the KV 3.0 litre V8 for the F3000 International Championship since 1995. Over 80 engines have been supplied to Zytek Engineering, who carry out all engine maintenance and support the series.
With the demise of F3000, the KV has been modified into the Zytek unit used in A1 Grand Prix.
[edit] KV675 V8
This 3.4 litre V8 engine was introduced in 2001 when the ACO allowed eight cylinder engines in the LMP675 category. It is based on the KV platform between the 3 litre version which has powered the F3000 cars since 1995 and the 4.0 litre. The 3.4 litre engine uses many common components with these two engines and incorporates new developments from the GV4 V10.
In its inaugural year it won the 675 class of the ALMS Championship, and in 2004 the LMP2 class at Le Mans and Petit Le Mans with Intersport Racing. Its competitivity against 6 cylinder production based engines is reinforced with the recent regulation changes to restrictor sizes and chassis weight limits for 2004 and after.
In its inaugural year of competition the KV675 engine won the LMP675 class of the ALMS Championship for the Dick Barbour Racing team. Since then it has also won its class at the 2003 Petit Le Mans and at Le Mans in 2004.
- Configuration
- 3397 cc 90° V8, DOHC 4 valves per cylinder
- Dry weight
- 120 kg (265 lb) including flywheel but not clutch, exhausts or alternator
- Dimensions
- length 530 mm, height 588 mm including trumpets, width 642 mm
- Maximum power
- around 500 bhp @ 9000 rpm (2003 restrictors)
- Maximum torque
- 290 lbf·ft (393 N·m) @ 8000 rpm
- Maximum rpm
- 10,500 rpm
- Engine management system
- EFI Euro 6
- Cooling system
- Twin water pumps (one per bank), water outlets on front of cylinder heads
- Oil system
- Pressure pump and oil inlet on LHS, scavenge pump and oil outlet on RHS
- Rebuild interval
- 3000 km
[edit] XV675 V8
The XV almost saw Judd return to Champcar racing; when it became evident that Ford had no interest in contining to back the Cosworth XF engines that had become ubiquitous in the series, Judd proposed a variant of the KV675, and MG proposed to badge it as part of a return to the US market. This deal fell through, but this new version of the KV675 for sports car racing in 2004 used a cylinder head originally designed for CART/IRL. It permits operating at higher revs and improves breathing, increasing performance within the ACO LMP2 sized air restrictors limitations when competitors available for the category restricted by valve area in the case of V6’s, or rpm can't make full use of the air available. Also, a more compact design reduces the weight and lowers the centre of gravity.
- Configuration
- 3397 cc 90° V8, DOHC 4 valves per cylinder
- Weight
- 118 kg including flywheel but not clutch, exhausts or alternator
- Dimensions
- length 530 mm, height 588 mm (including trumpets), width 642 mm
- Maximum power
- over 500 bhp with 44 mm restrictor
- Maximum torque
- 300 lbf·ft (407 N·m)
- Maximum rpm
- 11,000 rpm
- Engine management system
- EFI Euro 12
- Cooling system
- twin water pumps (one per bank), water outlets on front of cylinder heads
- Oil system
- Pressure pump and oil inlet on LHS, scavenge pump and oil outlet on RHS
- Chassis mounting
- can be fully stressed
- Rebuild interval
- 3000 km
[edit] GV4 V10
Introduced in 1999, this is a 4 litre development of the 3.5 litre F1 based engine which finished 4th at Le Mans in 1992. It is competitive in sports car racing thanks to its reduced size and weight since there are fewer compromises in the basic design of a purpose-designed race engine than in a production-based one.
More than 35 engines being built and delivered to teams, it has been installed in all the front running sports car customer chassis, including Lola, Dome and Riley & Scott. Courage, Ascari and Crawford have purpose-designed their chassis for their works run cars to take advantage of its low centre of gravity and simplicity.
The GV4 has been successful: a win at the Daytona 24 Hours in February with the Doran Lista Racing team, and 5th, 6th, 8th and 13th places at Le Mans with ORECA, Racing for Holland and the factory Courage team in the 2002 season.
Some GV4s were badged as MGs; a Durango-MG (Judd) competed in the Le Mans 24 Hours in 2002.
- Configuration
- 3997cc 72° V10
- Weight
- 135 kg (dry weight, includes flywheel and wiring harness but excludes clutch and exhausts)
- Dimensions
- Length 622.5 mm, Height 417 mm (excluding trumpets), Width 555 mm
- Maximum power
- Over 600 bhp (450 kW) @ 10250 rpm (with 48 mm intake restrictor), over 700 bhp (520 kW) @ 10500 rpm (no intake restrictor)
- Maximum torque
- 355 lbf·ft (481 N·m) @ 8500 rpm (with 48 mm intake restrictor), 375 lbf·ft (508 N·)@ 8500 rpm (no intake restrictor)
- Maximum rpm
- 11,000 rpm
- Engine management system
- EFi Euro 12
- Cooling system
- Twin water pumps (one per bank), water outlets on front of cylinder heads
- Oil system
- Pressure pump and oil inlet on LHS, scavenge pump and oil outlet on RHS
- Chassis mounting
- Top front mounting by shear plate, all others stud fixing, including 4 rear mounting points, can be fully stressed
- Rebuild intervals
- 3000 km
[edit] GV5 V10
Studies of applications have lead to a lower revving, higher torque engine to better suit requirements. The GV5 is an increased stroke variant of the GV4 to 5 litres resulting in a taller engine with slightly different installation requirements. The maximum power is similar but the maximum torque is increased by 25–30% at lower rpm and maximum revs are reduced from 11000 to 9500 rpm, improving the potential long term reliability.
Introduced in the 2002 season with Robinson Racing and Doran Lista Racing, the engine achieved its first race win at the Mont Tremblant Grand Am race and powered Didier Theys to the Drivers’ Championship with Doran. It finished second aboard the Pescarolo in the 2005 24 Hours of Le Mans and won the 2005 LMES championship with the same team.
- Configuration
- 4997 cc 72° V10
- Weight
- 135 kg (dry weight, includes flywheel and wiring harness but excludes clutch and exhausts)
- Dimensions
- length 622.5 mm, height 417 mm (excluding trumpets), width 555 mm
- Maximum power
- over 600 bhp (450 kW) @ 7800 rpm (with 2 X 32.7 mm intake restrictor), over 800 bhp (600 kW) @ 10,000 rpm (no intake restrictor)
- Maximum torque
- 445 lbf·ft (603 N·m) @ 8500 rpm (with 2 X 32.7 mm intake restrictor), 465 lbf·ft (630 N·m) @ 8500 rpm (no intake restrictor)
- Maximum rpm
- 9500 rpm (with 2 X 32.7 mm intake restrictor)
- Engine management system
- EFi Euro 12
- Cooling system
- twin water pumps (one per bank), water outlets on front of cylinder heads
- Oil system
- pressure pump and oil inlet on LHS, scavenge pump and oil outlet on RHS
- Chassis mounting
- top front mounting by shear plate, all others stud fixing, including 4 rear mounting points, can be fully stressed
- Rebuild intervals
- 3000 km (same as the GV4 but hoped to be increased in the long term)
The GV5 received an upgrade in 2006, saving 20kg for the GV5 S2,[1] finishing second at Le Mans 2006 in a Pescarolo car. For the next season, a 5.5 litre version named GV5.5 S2 will be available, permitting more torque, attaining the maximum power at lower revs and improved fuel consumption.[2]
- ^ GV5 S2 Runs For The First Time. Engine Developments (2006-01-24). Retrieved on September 13, 2006.
- ^ New Engine for 2007. Engine Developments (2006-07-13). Retrieved on September 13, 2006.
[edit] K2000 I4
This 2 litre version of the K series outputs over 270 bhp (200 kW). For its first year, it completed the 2004 BTCC season with West Surrey Racing's Anthony Reid in his MG ZS, finished at the 3rd place and won 4 rounds. It is also runs in the British Rallycross Championship with Des Wheatley in a Metro and the European Endurance Racing Championship in the MG Sport & Racing MG ZR of Fiona Leggate and Anthony Reid.
