Here it is, funny thing is I had never heard of this vocalist until recently.
F1 comparison to this is running out of charge and having less hp than an M5
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M5Rick wroteSome how I knew you wouldCar-Addicted wroteRunning on empty and I have a song for that.Wow, the summer break has not be good for a bunch of you.
Here's some fresh meat for you.
BREAKING: Formula One set to change its logo
Car-Addicted wroteM5Rick wroteSome how I knew you wouldRunning on empty and I have a song for that.
.https://getyarn.io/yarn-clip/22a56c6a-2b12-4956-9822-aeb2c00af64b
Killed by Death wroteYou know what they say, "Happy wife, happy life"
M5Rick wroteWell , It looks like LEW is really enjoying the summer break...Running on empty and I have a song for that.
This Engine is a significant part of Formula One history. Found this great write up from Jonathan Kriebel/KrispyKris
In 1965, Colin Chapman needed an engine. The new 3.0-liter Formula 1 regulations had left Lotus stranded after Coventry Climax withdrew from racing. Chapman approached Keith Duckworth, a former Lotus gearbox engineer who had co-founded Cosworth with Mike Costin. Duckworth said he could build a competitive three-liter V8 for £100,000. Chapman went to Ford, but Ford initially said no. He then approached Walter Hayes, Ford of Britain's public affairs director and a former journalist with whom he had developed a relationship through the Lotus Cortina project. Hayes convinced Ford to write the check: £100,000. In 1967, that was approximately $119,000. Ford would eventually get 155 Grand Prix victories, 12 Drivers' Championships, and 10 Constructors' Championships from that single investment. It may be the greatest return on investment in motorsport history.
The Cosworth DFV (Double Four Valve) was a 2,993 cc 90-degree V8 with a flat-plane crankshaft, double overhead camshafts, four valves per cylinder, Lucas mechanical fuel injection, and dry-sump lubrication. Bore was 85.67 mm and stroke was 64.9 mm, an extremely oversquare design optimized for high-RPM breathing. The engine used an aluminum block and heads and weighed approximately 168 kg (370 lb). The original version produced around 408 HP at 9,000 RPM, while later development pushed output beyond 510 HP. But the DFV's greatest innovation was structural rather than purely mechanical: Duckworth designed the engine as a fully stressed member of the chassis. The rear suspension and gearbox mounted directly to the back of the engine, eliminating a separate rear subframe and conventional engine mounts. The engine wasn't simply part of the car. It was part of the chassis.
The DFV won its first race at the 1967 Dutch Grand Prix at Zandvoort. Jim Clark started eighth after suffering a battery problem in qualifying, then drove through the field to win. Graham Hill had taken pole in the other Lotus 49. The engine had worked almost immediately, with remarkably little testing. Chapman initially had exclusive use of the DFV, but that arrangement ended after 1967 when Ford decided the engine should become available to other teams. From 1968, teams could purchase a DFV for £7,500. That decision transformed Formula 1. Teams that had never been capable of competing at the front could now buy the same engine that powered World Championship-winning cars. Tyrrell, McLaren, Brabham, March, Hesketh, Williams, Penske, Wolf, Ligier, and many others built cars around the DFV and a Hewland gearbox.
The results were extraordinary. DFV-powered cars won 155 Grands Prix between 1967 and 1983, with Michele Alboreto's Tyrrell taking the engine's final Formula 1 victory at the 1983 Detroit Grand Prix. More than 500 engines were produced. The DFV also spawned the turbocharged DFX for IndyCar and the DFL for endurance racing at Le Mans. Keith Duckworth had never designed an entire Formula 1 engine before the DFV, yet his first complete design became one of the most successful racing engines ever created. Ford invested £100,000. Cosworth delivered an engine that changed Formula 1, made competitive power available to private teams, and helped create one of the longest periods of engine dominance in Grand Prix history. The Cosworth DFV: 370 pounds, nearly 3.0 liters, more than 500 horsepower, and the engine that democratized Formula 1.
In 1965, Colin Chapman needed an engine. The new 3.0-liter Formula 1 regulations had left Lotus stranded after Coventry Climax withdrew from racing. Chapman approached Keith Duckworth, a former Lotus gearbox engineer who had co-founded Cosworth with Mike Costin. Duckworth said he could build a competitive three-liter V8 for £100,000. Chapman went to Ford, but Ford initially said no. He then approached Walter Hayes, Ford of Britain's public affairs director and a former journalist with whom he had developed a relationship through the Lotus Cortina project. Hayes convinced Ford to write the check: £100,000. In 1967, that was approximately $119,000. Ford would eventually get 155 Grand Prix victories, 12 Drivers' Championships, and 10 Constructors' Championships from that single investment. It may be the greatest return on investment in motorsport history.
The Cosworth DFV (Double Four Valve) was a 2,993 cc 90-degree V8 with a flat-plane crankshaft, double overhead camshafts, four valves per cylinder, Lucas mechanical fuel injection, and dry-sump lubrication. Bore was 85.67 mm and stroke was 64.9 mm, an extremely oversquare design optimized for high-RPM breathing. The engine used an aluminum block and heads and weighed approximately 168 kg (370 lb). The original version produced around 408 HP at 9,000 RPM, while later development pushed output beyond 510 HP. But the DFV's greatest innovation was structural rather than purely mechanical: Duckworth designed the engine as a fully stressed member of the chassis. The rear suspension and gearbox mounted directly to the back of the engine, eliminating a separate rear subframe and conventional engine mounts. The engine wasn't simply part of the car. It was part of the chassis.
The DFV won its first race at the 1967 Dutch Grand Prix at Zandvoort. Jim Clark started eighth after suffering a battery problem in qualifying, then drove through the field to win. Graham Hill had taken pole in the other Lotus 49. The engine had worked almost immediately, with remarkably little testing. Chapman initially had exclusive use of the DFV, but that arrangement ended after 1967 when Ford decided the engine should become available to other teams. From 1968, teams could purchase a DFV for £7,500. That decision transformed Formula 1. Teams that had never been capable of competing at the front could now buy the same engine that powered World Championship-winning cars. Tyrrell, McLaren, Brabham, March, Hesketh, Williams, Penske, Wolf, Ligier, and many others built cars around the DFV and a Hewland gearbox.
The results were extraordinary. DFV-powered cars won 155 Grands Prix between 1967 and 1983, with Michele Alboreto's Tyrrell taking the engine's final Formula 1 victory at the 1983 Detroit Grand Prix. More than 500 engines were produced. The DFV also spawned the turbocharged DFX for IndyCar and the DFL for endurance racing at Le Mans. Keith Duckworth had never designed an entire Formula 1 engine before the DFV, yet his first complete design became one of the most successful racing engines ever created. Ford invested £100,000. Cosworth delivered an engine that changed Formula 1, made competitive power available to private teams, and helped create one of the longest periods of engine dominance in Grand Prix history. The Cosworth DFV: 370 pounds, nearly 3.0 liters, more than 500 horsepower, and the engine that democratized Formula 1.
///M Power-Belgium wroteHis tattoos are fading a bit, and I have a song for that too.Killed by Death wroteYou know what they say, "Happy wife, happy life"M5Rick wroteWell , It looks like LEW is really enjoying the summer break...Running on empty and I have a song for that.
Not sure if LEW likes the Stones...
Car-Addicted wroteFord or Cosworth later had a Indy car version. I think it was the DFX. Eddie Jordan needed a V-10 around 1993 (?). He went to Brian Hart to develop one. I think the budget was $15 million. The Hart V-10 was an excellent engine and I bet the Hart team who built it was smaller than what Keith Duckworth and Mike Costin had.This Engine is a significant part of Formula One history. Found this great write up from Jonathan Kriebel/KrispyKris
In 1965, Colin Chapman needed an engine. The new 3.0-liter Formula 1 regulations had left Lotus stranded after Coventry Climax withdrew from racing. Chapman approached Keith Duckworth, a former Lotus gearbox engineer who had co-founded Cosworth with Mike Costin. Duckworth said he could build a competitive three-liter V8 for £100,000. Chapman went to Ford, but Ford initially said no. He then approached Walter Hayes, Ford of Britain's public affairs director and a former journalist with whom he had developed a relationship through the Lotus Cortina project. Hayes convinced Ford to write the check: £100,000. In 1967, that was approximately $119,000. Ford would eventually get 155 Grand Prix victories, 12 Drivers' Championships, and 10 Constructors' Championships from that single investment. It may be the greatest return on investment in motorsport history.
The Cosworth DFV (Double Four Valve) was a 2,993 cc 90-degree V8 with a flat-plane crankshaft, double overhead camshafts, four valves per cylinder, Lucas mechanical fuel injection, and dry-sump lubrication. Bore was 85.67 mm and stroke was 64.9 mm, an extremely oversquare design optimized for high-RPM breathing. The engine used an aluminum block and heads and weighed approximately 168 kg (370 lb). The original version produced around 408 HP at 9,000 RPM, while later development pushed output beyond 510 HP. But the DFV's greatest innovation was structural rather than purely mechanical: Duckworth designed the engine as a fully stressed member of the chassis. The rear suspension and gearbox mounted directly to the back of the engine, eliminating a separate rear subframe and conventional engine mounts. The engine wasn't simply part of the car. It was part of the chassis.
The DFV won its first race at the 1967 Dutch Grand Prix at Zandvoort. Jim Clark started eighth after suffering a battery problem in qualifying, then drove through the field to win. Graham Hill had taken pole in the other Lotus 49. The engine had worked almost immediately, with remarkably little testing. Chapman initially had exclusive use of the DFV, but that arrangement ended after 1967 when Ford decided the engine should become available to other teams. From 1968, teams could purchase a DFV for £7,500. That decision transformed Formula 1. Teams that had never been capable of competing at the front could now buy the same engine that powered World Championship-winning cars. Tyrrell, McLaren, Brabham, March, Hesketh, Williams, Penske, Wolf, Ligier, and many others built cars around the DFV and a Hewland gearbox.
The results were extraordinary. DFV-powered cars won 155 Grands Prix between 1967 and 1983, with Michele Alboreto's Tyrrell taking the engine's final Formula 1 victory at the 1983 Detroit Grand Prix. More than 500 engines were produced. The DFV also spawned the turbocharged DFX for IndyCar and the DFL for endurance racing at Le Mans. Keith Duckworth had never designed an entire Formula 1 engine before the DFV, yet his first complete design became one of the most successful racing engines ever created. Ford invested £100,000. Cosworth delivered an engine that changed Formula 1, made competitive power available to private teams, and helped create one of the longest periods of engine dominance in Grand Prix history. The Cosworth DFV: 370 pounds, nearly 3.0 liters, more than 500 horsepower, and the engine that democratized Formula 1.
Funny video on youtube with the Eddie Jordan (RIP) and Coulthard when they interview the Austrian prankster Gerhard Berger. Berger was the head of BMW F1 operations. Berger and Ron Dennis were on a private jet from Japan to Europe. I think Eddie bummed a ride. Before the flight, Gerhard got the BMW employees to dummy up a letter about BMW offering a second engine to Minardi. Berger put it in his briefcase. During the flight Gerhard went to talk the pilots. Ron egged Eddie Jordan to look in the briefcase. Eddie saw the BMW free engine proposal for Minardi.
Jordan had just signed an engine deal with Ford for probably pay for engines. Eddie then brought up the idea of offering Jordan a second engine. Berger tormented Eddie during the flight with the prospect of free BMW F1 engines. Bernie even was involved. Eventually, Gerhard told Eddie he had been pranked.
Down the road, Gerhard ran Toro Rosso and was part owner aka Minardi.
///M Power-Belgium wroteGreat for viewing fans but big brother uses them also to snare any driving it considers unsporting
like, excepting a certain 29 times somebody did off-track before
