Engine Developments Limited

Company type	Private limited company
Founded	1971 (1971)[1]
Headquarters	Rugby, Warwickshire , United Kingdom
Products	High performance racing engines
Website	www.juddpower.com

Judd as a Formula One engine manufacturer

Formula One World Championship career
First entry	1988 Brazilian Grand Prix
Last entry	1992 Belgian Grand Prix
Races entered	76 (68 starts)
Chassis	Ligier, March, Williams, Brabham, EuroBrun, Lotus, Leyton House, Life, Dallara, Andrea Moda
Constructors' Championships	0
Drivers' Championships	0
Race victories	0
Podiums	8
Points	86
Pole positions	0
Fastest laps	3

Judd is a brand of racing car engines built by Engine Developments Ltd., a company founded in 1971 by John Judd and Jack Brabham in Rugby, Warwickshire, England. Engine Developments was intended to build engines for Brabham's racing efforts, and became one of the first firms authorised by Cosworth to maintain and rebuild its DFV engines, but has since expanded into various areas of motorsport.

Judd has provided engines for many major series, including Formula One, Indycar and other smaller formula series, sports car racing, and touring car racing. They have been associated with manufacturers such as Yamaha, MG, Mazda and Honda, although they have mainly been a privateer-engine supplier.

Lower formulae and IndyCar

Judd AV[2][3][4][5][6]
Overview
Manufacturer	Judd
Production	1984–1990
Layout
Configuration	90° V8
Displacement	2.65 L (162 cu in)
Cylinder bore	3.622 in (92.0 mm)
Piston stroke	1.956 in (50 mm)
Valvetrain	32-valve, DOHC, four-valves per cylinder
Compression ratio	11:1
Combustion
Fuel system	Electronic fuel injection
Fuel type	Gasoline
Oil system	Dry sump
Output
Power output	740–850 hp (552–634 kW)
Torque output	350–470 lb⋅ft (475–637 N⋅m)[7]

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.

After the demise of Formula Two at the end of the 1984 season, Judd continued to develop new engines for Honda. The first was the Judd AV, a turbocharged V8 engine built for Honda's CART campaign. It was first used on the CART circuit midway through the 1986 season, fielded by Galles Racing and driver Geoff Brabham. It was initially badged as the Brabham-Honda, and scored a fourth-place finish at the 1986 Michigan 500. In 1987, the engine was used for the first time at the Indianapolis 500. Brabham scored second-place finishes in 1987 at Pocono and Road America, as well as a third at the season finale at Miami.

The engine became known for its reliability and superior fuel mileage (particularly in the 500-mile races). However, it was at a decided power disadvantage compared to the top engine of the time, the Ilmor-Chevrolet.

In 1988, Truesports with driver Bobby Rahal took over as the primary team, and the "Honda" name and support was dropped from the powerplant. During the 1988 season, Rahal took advantage of the engine's reliability in the 500-mile races, finishing fourth at Indy and second at the Michigan 500. He then scored the first and only Indycar victory for the Judd engine, at the 1988 Pocono 500. His ten top-10 finishes led to a third-place finish in the season points standings. Judd continued to build upgrades to the AV into the early 1990s, even after Honda had stopped badging the engines. When Honda moved into the new Formula 3000 series, Judd again developed the company's engine. 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.

Judd BV (Honda RA386E)[8][9]
Overview
Manufacturer	/ Judd-Honda
Production	1986–1992
Layout
Configuration	90° V8
Displacement	3.0 L (183 cu in)
Cylinder bore	92 mm (3.6 in)
Piston stroke	56.4 mm (2 in)
Valvetrain	32-valve, DOHC, four-valves per cylinder
Combustion
Fuel system	Electronic fuel injection
Fuel type	Gasoline
Oil system	Dry sump
Output
Power output	470–480 hp (350–358 kW)
Torque output	280 lb⋅ft (380 N⋅m)[7]

KV

Judd KV[10][11][12]
Overview
Manufacturer	Judd
Production	1993–2004
Layout
Configuration	90° V8
Displacement	3.0 L (183 cu in)
Cylinder bore	88 mm (3.5 in)
Piston stroke	61.5 mm (2 in)
Cylinder block material	Aluminium and magnesium alloy
Cylinder head material	Aluminium and magnesium alloy
Valvetrain	32-valve, DOHC, four-valves per cylinder
Compression ratio	13:1
Combustion
Fuel system	Direct fuel injection
Fuel type	Gasoline
Oil system	Dry sump
Output
Power output	450–520 hp (336–388 kW)
Torque output	290–300 lb⋅ft (393–407 N⋅m)
Dimensions
Dry weight	120 kg (265 lb)

After the company's departure from Formula One, Judd returned to Formula 3000 in 1995 with the development of the 3-litre KV V8 engine. Judd built the engines that every Formula 3000 team used, although Zytek was tasked with maintaining the over 80 engines after they were built. Judd stopped production of the KV and the Formula 3000 series ended in 2004; contrary to rumour, Zytek did not use the KV engine as a basis for the A1 Grand Prix units in 2005, but used their own V8 designed by ex-Judd engineer Hiro Kaneda.^[13]

Formula One

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. By using the existing BV V8 as the starting point for their new F1 engine, Judd saved cost while at the same time producing a customer engine that could compete on track and in the marketplace with the Ford-Cosworth V8s that were standard equipment for the (mostly smaller) teams competing to the new rules.

CV

Judd CV[14][15]
Overview
Manufacturer	Judd
Production	1988–1990
Layout
Configuration	90° V8
Displacement	3.5 L (214 cu in)
Valvetrain	32-valve, DOHC, four-valves per cylinder
Combustion
Fuel system	Direct fuel injection
Oil system	Dry sump
Output
Power output	570–610 hp (425–455 kW)
Torque output	320–340 lb⋅ft (434–461 N⋅m)
Dimensions
Length	540 mm (21 in)
Width	545 mm (21.5 in)
Height	665 mm (26.2 in)
Dry weight	127 kg (280 lb)

The first Formula One engine developed by Judd, the CV, was built to the 3.5-litre engine formula for naturally aspirated engines. The engine shared many design features with the Judd BV engine, but was expanded to 3.5 litres. March Engineering was the first team who signed to use the Judd CV. Reigning World Constructors' champion Williams was later forced also to turn to Judd, after they lost their supply of Honda engines for 1988. In addition, Ligier also bought CVs for use in the 1988 season. Judd-powered cars finished in podium positions four times during their debut season, with Williams' lead driver, Nigel Mansell, scoring Judd's first podium when he finished second at the 1988 British Grand Prix.

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)). At the 1988 Japanese Grand Prix Capelli's Judd-powered March 881 became the first naturally-aspirated car to lead a lap of a Grand Prix since 1983, when he briefly passed the McLaren of two-time World Drivers' champion Alain Prost for the lead on lap 16 of the 51 lap race.

For the 1989 season, Judd developed the all-new narrow-angle Judd EV, with a more compact 76-degree V angle, rather than the more conventional 90 degrees of the Judd AV/BV/CV, and the Cosworth DFV series. Construction of the CV continued as a cheaper alternative for smaller teams. Team Lotus and EuroBrun were the only CV customers, with Lotus finishing sixth in the Constructors' Championship. EuroBrun was originally the only team to continue with the CV unit into 1990, but Life eventually bought CV units to replace their failed in-house W12 engine design.

EV

Judd EV[16][9][17]
Overview
Manufacturer	Judd
Production	1989–1992
Layout
Configuration	76° V8
Displacement	3.5–4.0 L (214–244 cu in)
Cylinder bore	99 mm (3.9 in)
Piston stroke	56.75 mm (2.2 in)
Valvetrain	32-valve, DOHC, four-valves per cylinder
Combustion
Fuel system	Direct fuel injection
Oil system	Dry sump
Output
Power output	620–680 hp (462–507 kW)
Torque output	320–400 lb⋅ft (434–542 N⋅m)[18]
Dimensions
Length	555 mm (21.9 in)
Width	525 mm (20.7 in)
Height	615 mm (24.2 in)
Dry weight	125–127 kg (276–280 lb)

The previous Judd CV was designed with a conventional 90-degree engine block. 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.

March Engineering upgraded their 1988 CV unit to an EV in 1989, while Brabham was also supplied with the new engines. Brabham and March each scored one podium with the EV engine. Both teams continued with the EV in 1990, although March Engineering was renamed Leyton House Racing. Leyton House took the engine's only podium of the season, a second place at the French Grand Prix. For 1991, Team Lotus was the only team to use the older EV.

GV

Judd GV[14]
Overview
Manufacturer	Judd
Production	1991–1992
Layout
Configuration	72° V10
Displacement	3.5 L (3,498 cc)
Cylinder bore	93 mm (3.7 in)
Piston stroke	51.5 mm (2.0 in)
Valvetrain	40-valve, DOHC, four-valves per cylinder
Combustion
Fuel system	Direct fuel injection
Oil system	Dry sump
Output
Power output	750 hp (559 kW)
Torque output	345 lb⋅ft (468 N⋅m)
Dimensions
Dry weight	130 kg (287 lb)

In the normally aspirated 3.5 litre formula, ten and twelve cylinder engines had proved to be more powerful than V8s. This prompted Judd to replace the CV and EV V8s with an all-new engine in 1991 for the BMS Scuderia Italia team. The new 72-degree angle V10 engine would carry the GV name. The engine was powerful, helping the team to a podium finish in the San Marino Grand Prix.

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. Neither team scored a point all season and Judd Engines pulled out of Formula One.

Yamaha partnership

Following Judd's withdrawal from Formula One in 1992, John Judd turned to Yamaha to continue production of his engines. 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. Once again, Tyrrell were unable to score any points all season. An improved OX10B for 1994 boosted Tyrrell's performance, as the team scored a podium and finished sixth in the Constructors' Championship.

Rule changes in 1995 saw the OX10C (known by Judd as the HV) reduced to 3 litres, although the architecture of the engine was generally the same. Tyrrell's performance fell off again however, as the team scored five points and finished eighth in the championship. 1996 saw the same points total from Tyrrell, although the new Yamaha OX11 (Judd JV) engine was an all-new design. After 1996 Tyrrell switched to using Ford-branded engines.

An updated C-Spec version of the OX11 was used by Arrows in 1997. Featuring a new bottom end, with changes consisting of a revised sump, crankshaft, oil pump and water pump; the OX11C had an extremely low centre of gravity (and a dry weight of 105 kg vs the Renault RS09's 121 kg) but was underpowered (708 bhp vs the RS09's 755 bhp) and most of all unreliable.

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.

Complete Formula One World Championship results

(key) (Races in bold indicate pole position) (Races in italics indicate fastest lap)

Zdroj:https://en.wikipedia.org?pojem=Judd_(engine)
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Year	Entrant	Chassis	Engine	Tyres	Drivers	1	2	3	4	5	6	7	8	9	10	11	12	13	14	15	16	17	Pts.	WCC
1988	Leyton House March Racing Team	March 881	Judd CV 3.5 V8	G		BRA	SMR	MON	MEX	CAN	DET	FRA	GBR	GER	HUN	BEL	ITA	POR	ESP	JPN	AUS		22	6th
					Maurício Gugelmin	Ret	15	Ret	Ret	Ret	Ret	8	4	8	5	Ret	8	Ret	7	10	Ret
					Ivan Capelli	Ret	Ret	10	16	5	DNS	9	Ret	5	Ret	3	5	2	Ret	Ret	6
	Ligier Loto	Ligier JS31	Judd CV 3.5 V8	G	René Arnoux	Ret	DNQ	Ret	Ret	Ret	Ret	DNQ	18	17	Ret	Ret	13	10	Ret	17	Ret		0	NC
					Stefan Johansson	9	DNQ	Ret	10	Ret	Ret	DNQ	DNQ	DNQ	Ret	11	DNQ	Ret	Ret	DNQ	9
	Canon Williams Team	Williams FW12	Judd CV 3.5 V8	G	Nigel Mansell	Ret	Ret	Ret	Ret	Ret	Ret	Ret	2	Ret	Ret			Ret	2	Ret	Ret		20	7th
					Martin Brundle											7
					Jean-Louis Schlesser												11
					Riccardo Patrese	Ret	13	6	Ret	Ret	Ret	Ret	8	Ret	6	Ret	7	Ret	5	6	4
1989	Motor Racing Developments	Brabham BT58	Judd EV 3.5 V8	P		BRA	SMR	MON	MEX	USA	CAN	FRA	GBR	GER	HUN	BEL	ITA	POR	ESP	JPN	AUS		8	9th
					Martin Brundle	Ret	Ret	6	9	Ret	DNPQ	DNPQ	Ret	8	12	Ret	6	8	Ret	5	Ret
					Stefano Modena	Ret	Ret	3	10	Ret	Ret	Ret	Ret	Ret	11	Ret	EX	14	Ret	Ret	8
	EuroBrun Racing	EuroBrun ER188B EuroBrun ER189	Judd CV 3.5 V8	P	Gregor Foitek	DNQ	DNPQ	DNPQ	DNPQ	DNPQ