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61-636: In its original guise the FW12 featured a Judd CV 3.5 V8. In 1988 the car was unsuccessful for Williams after two years of domination with the FW12's predecessor, the FW11 and FW11B, through use of the V6 Honda turbo engine. Williams had an existing contract to continue using the Honda engines in 1988. However, the team's refusal to remove Nigel Mansell and replace him with Honda's test driver Satoru Nakajima for

122-650: A bodge frankly. We've put steel mechanical springs and dampers on. We've changed the front struts into dampers, designed some new bits and pieces which we machined up overnight. We did some new pistons for the front struts... it's a bit of a bodge as I said. Mansell was forced to miss the Belgian and Italian races because of chickenpox and was substituted by Martin Brundle and Jean-Louis Schlesser consecutively. Brundle had previously driven F1 for Tyrrell and Zakspeed from 1984 to 1987. Schlesser drove in what would be

183-733: 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

244-408: A great deal of development and work, but at the team's home Grand Prix, a race it had won the previous two years, the situation was desperate as Mansell had finished the first qualifying session 13th while Patrese was 30th, some 14 seconds slower than the final starting position of 26th. Overnight after Friday qualifying the team worked to convert the cars. While Head admitted it was a "bodge job done on

305-501: A privateer-engine supplier. 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

366-477: 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

427-529: The 1986 season, as well as Honda being reportedly unhappy with Williams management for allegedly not honouring the number one driver status of Nelson Piquet 's contract, which contributed to both Piquet and Mansell losing the 1986 Drivers' Championship to McLaren 's Alain Prost , saw the relationship between Honda and the team sour and the Japanese manufacturer pull out of the contract and instead, announcing at

488-458: The 1987 Hungarian Grand Prix a three-year deal to supply their engines to McLaren from 1988. Early in the season the FW12 was described by both Nigel Mansell and Riccardo Patrese as being "pathetically slow in a straight line". The facts backed up the drivers' claims. In qualifying for the opening race of the season in Brazil , despite Mansell qualifying a surprising second on the grid, the FW12

549-588: 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

610-611: The 2004 24 Hours of Le Mans . It also won the LMP2 class championship in the ALMS in 2005. Both victories were for Intersport Racing, installed at the back of their Lola B2K/40. In 2002, Judd introduced a variant of the GV4 known as the GV5. The engine capacity increase to five litres was an attempt to reduce rpms, increase torque, and increase reliability. The GV5 quickly proved its superiority over

671-586: The FW13 , right before making its race debut, decided after Italy, where Boutsen finished 3rd with Patrese 4th, that the FW12C would be retired and the new car introduced for Portugal . The main reason for the late appearance of the FW13 was that it had originally been designed for Williams' active suspension system and it had to be re-designed and tested with normal or 'passive' suspension with Patrick Head deciding to iron

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732-587: The Lotus of Nelson Piquet ) and Australia (brake failure), ending his first run with the team after four seasons and 13 wins, while Patrese would finish sixth and fourth in both races. After winning the Formula One Constructors' Championships in both 1986 and 1987 and the Drivers' Championship with Piquet in 1987, Williams dropped to seventh in the standings in 1988, scoring only 20 points for

793-525: The McLaren -Honda at the Variante de Rettifilio chicane which took Senna out of the race. This was McLaren's only loss of the season, and handed Ferrari 's Gerhard Berger and Michele Alboreto finishing the race with a 1-2 result only a month after the death of Enzo Ferrari . The FW12 proved competitive for Williams in the last few races of the 1988 season. Despite both Mansell and Patrese retiring from

854-584: The Portuguese Grand Prix (Round 13), better was to come at the next race in Spain with Mansell finishing 2nd behind the McLaren of Alain Prost , while Patrese finished 5th (the race was also Mansell's second and only point scoring race for the season after finishing runner up in both 1986 and 1987 ). Mansell was then to retire from the last two races of the season in both Japan (accident with

915-584: 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. Following Judd's withdrawal from Formula One in 1992, John Judd turned to Yamaha to continue production of his engines. Using

976-559: The (mostly smaller) teams competing to the new rules. 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

1037-591: 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

1098-601: The 3.4-litre layout but included technology developed from the GV series of engines to increase revs and performance while reducing weight. The XV675 debuted in 2004 with mixed success. Ray Mallock Ltd. earned the XV675 one of its few successes, winning the LMP2 class at the 2005 24 Hours of Le Mans , but the team later switched to the Advanced Engine Research turbocharged LMP2 engine which had become dominant in

1159-873: The 4-litre version. The engine made its race debut in April 2013 at the Hockenheim circuit in Germany, scoring a double victory on its debut. The engine was expertly installed in the Benetton chassis by Kevin Mansell. Further success has followed in the 2014 , 2015 and 2016 seasons . In 2001, the Automobile Club de l'Ouest (ACO), organisers of the 24 Hours of Le Mans, announced new regulations for Le Mans Prototypes . The smaller LMP675 category would allow naturally aspirated V8 engines up to 3.4 litres. Using

1220-632: 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

1281-444: The FW12 with the hope it would be an advantage over the other non-turbo cars and put it on a more equal footing with the more powerful turbo-powered teams. However, the revisions had a detrimental effect. The main problem encountered by the team was that air was getting into the hydraulics and disturbing the computerised settings making the FW12's handling unpredictable, with both Mansell and Patrese pointing out on numerous occasions that

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1342-474: 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. In 2000 a Doran Ferrari 333 SP-Judd hybrid appeared, the performance of the Judd engine being deemed superior to that of the six-year-old Italian unit, which

1403-578: The GV4, when it took second place in the teams' championship in the Rolex Sports Car Series in its debut year with Doran. Pescarolo Sport later went on to finish fourth at the 2004 24 Hours of Le Mans with a GV5. The following year, Pescarolo finished in second place at Le Mans and won the teams' championship in the Le Mans Endurance Series . The GV5 received an upgrade in 2006, using lighter materials to decrease

1464-467: 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

1525-570: 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

1586-631: The Judd GV5.5 S2. In an attempt to displace Ford and Cosworth as the only supplier of engines in the Champ Car World Series , Judd proposed a variant of the KV675 for use in the series through an agreement with MG, who would badge the engine. The deal did not come to fruition, but the development work performed based on the KV675 to adapt it to Champ Car was transferred to sports car racing. The improved engine, known as XV675 , retained

1647-589: The Judd V8, in its first year of F1 competition, was only developing some 600 bhp (447 kW; 608 PS), which resulted in the car being sluggish, and accounted for its lack of straight line speed. It was at Silverstone for the British Grand Prix that Williams Technical Director Patrick Head decided to replace the reactive suspension system for a more conventional one. This was a process that Head had previously stated could not be done without

1708-551: The Judd-powered car Williams used for the 1988 season except the mule was designed to accommodate the extra length of a V10 engine and not a V8 like the race cars used. For the 1989 season the Renault V10 engine was used. This was the first Renault powered Williams F1 car and also saw Renault's re-entry into Formula One after stopping the supply of their turbocharged engines following the 1986 season. The Renault engine

1769-615: 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

1830-650: 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 . In 1997, Engine Developments was chosen by Nissan Motors to lead their engine development program on the Primera for the British Touring Car Championship . Nissan went on to win the constructors' championship in 1998 and 1999, with Laurent Aïello winning

1891-596: The bugs out before debuting the car. Patrese then preferred to go back to the FW12C for the Spanish Grand Prix , finishing 5th in the last Formula One race for the car. 1976 world champion James Hunt test drove the FW12C as a prelude to a potential comeback. He had a secret test at the Paul Ricard Circuit in December 1989 and set competitive times, but eventually decided against returning to

Williams FW12 - Misplaced Pages Continue

1952-458: The class. It was used until 2008. On September 12, 2007, Engine Developments announced their plans for a replacement for the XV675, termed the DB. Although it retained the 3.4-litre engine capacity, the unit was entirely new. 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. The engine is now found at

2013-401: The cockpit and remained with BBC TV in 1990. Overall, the Judd and Renault powered Williams FW12 and FW12C cars scored 1 win, 1 pole position, 2 fastest laps and 9 podium finishes in their 29 races. ( key ) (results shown in bold indicate pole position; results in italics indicate fastest lap) * 23 points in 1989 scored using Williams FW13 Judd (engine)#CV Judd is

2074-584: 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. In its debut year, the KV675 won the LMP675 championship in the American Le Mans Series for Dick Barbour Racing. However, factory-supported efforts by MG and then Zytek were the dominant efforts in LMP675, so the KV675 only won its class at

2135-599: The driver's title in 1999. As part of MG's involvement with Judd elsewhere, the two worked together on MG's return to the British Touring Car Championship in 2004. Judd developed the K2000 engine for the MG ZS , with Anthony Reid finishing fourth in the driver's championship in their debut year. However, MG's financial troubles forced the company to drop out of the championship soon after, leaving

2196-605: The endurance requirements necessary in the World Sportscar Championship. As financial troubles hit other teams, the Judd V10 became one of the few privately funded engines for the top C1 class. Mazda was forced to turn to Judd to replace their outlawed rotary engines, although the GV10s would be rebadged as Mazda MV10s. Euro Racing, also purchased GV10s for their Lola T92/10s . Mazda finished third in

2257-478: The engine RPMs had to be reduced to ensure it survived the race. The 4.2-litre GV V10 engine was designed and developed for the 2013 season as a result of the remarkable success of the GV4 engine in the Boss series. Compared to the 4.0-litre GV V10 engine, the 4.2-litre GV V10 has been modernized; with lighter cylinder heads, twin-barrel throttles, and a lower centre of gravity. The engine is also 10 kg lighter than

2318-598: 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. In 1988, in conjunction with March Engineering , Judd made

2379-488: 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. 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

2440-521: The first seven races of the 1988 season. Williams had debuted their own version of the computer controlled "active suspension" on the FW11 at the 1987 Italian Grand Prix , with Nelson Piquet taking victory in the system's debut (it was called "Williams Reactive Ride" by the team as Lotus had the copyright on the "active" name in F1). Williams made revisions to the system in the off-season, deciding to use it on

2501-403: The fly" and would have to be re-worked later, both Mansell and Patrese expressed delight with the car, Mansell qualifying 11th while Patrese improved by 18 seconds to start 15th. The race was also a boost for Williams as Mansell drove his car in heavy rain to second place, his first points of the season, setting fastest lap along the way (one of only two non-turbo fastest laps of the season). It's

Williams FW12 - Misplaced Pages Continue

2562-607: 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

2623-450: 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

2684-510: The only World Championship F1 race of his career. He had previously driven a RAM - Ford to 6th in the non-championship 1983 Race of Champions , then unsuccessfully tried to qualify the car a week later for the French Grand Prix and had not driven an F1 car since. Despite a long and successful career, Schlesser will forever be remembered for his drive at Monza , as it was his clash on lap 49 of 51 with race leader Ayrton Senna in

2745-591: The plug on the failing project. ( key ) (Races in bold indicate pole position) (Races in italics indicate fastest lap) In 1991, the World Sportscar Championship introduced an engine formula nearly identical to Formula One. This was an attempt to decrease cost by allowing sportscar teams to purchase Formula One engines, while at the same time encouraging major sportscar manufacturers to enter Formula One. This allowed for Judd to offer their GV V10 to customers following modifications to meet

2806-414: The race from the start in what was his 176th Grand Prix start, which was then a record. Patrese also set the fastest lap of the race before retiring in front of the pits with a broken harmonic balancer. During this time the car scored its only win when Thierry Boutsen (who had replaced Mansell in the team) scored his first win at the rain affected Canadian Grand Prix , and with Patrese finishing second it

2867-543: The season in a year when the Honda powered McLaren MP4/4 's of 1988 World Champion Ayrton Senna and his teammate, dual World Champion Alain Prost, won 15 of the season's 16 races in the single most dominant season in Formula One history. During the 1988 season, Williams worked with their new engine supplier Renault to develop the RS1 3.5 V10 engine. Williams designed a test mule for the engine named FW12B , very much like

2928-474: The suspension settings were changing from lap to lap, and sometimes from corner to corner. Additionally, the onboard computer which was needed to run the system not only added weight to the car (approximately 25 kg (55 lb)), but also drew power from the car's engine to run properly (approximately 5%). This was acceptable when the team started using the system as they had the use of Honda's 1,000 bhp (746 kW; 1,014 PS) V6 turbo. In 1988 though

2989-429: The team's championship while Euro Racing took fifth. The World Sportscar Championship was cancelled in 1993, quickly ending Judd's first brief involvement in sports car racing. After engine involvement with Yamaha in Formula One, Judd returned once again to 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

3050-437: The time of the Italian Grand Prix at Monza , it had become obvious that the limit of the FW12C had been reached, with the team starting to fall behind both McLaren, with their Honda V10 engine, and Ferrari with their V12 , while also being consistently challenged by Benetton and the Cosworth built Ford V8 of which they had exclusive use. Williams, who had decided to continue with the car, preferring to get its successor,

3111-415: The weight of the unit by 20 kg. The GV5 S2 showed its performance by taking the Pescarolo to second place once again at Le Mans behind Audi 's R10, as well as winning every event in the Le Mans Series season. 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

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3172-407: Was Williams's first 1–2 result since the 1987 Mexican Grand Prix . Patrese, who had his best season to date after consecutive 2nd-place finishes in Mexico , Phoenix and Canada, followed by a 3rd in France , also scored the car's only pole position at the Hungarian Grand Prix . He then comfortably led the race until lap 54 when a hole in the radiator caused the car to overheat into retirement. By

3233-446: Was designed under the direction of longtime Renault Sport engineer Bernard Dudot ; the design and development of Renault's V10 started at least a year before Honda began developing their V10 engine largely due to Renault's short-lived withdrawal from F1 as an engine supplier at the end of the 1986 season. The updated and revised FW12C showed its potential in the season opening Brazilian Grand Prix with Patrese qualifying 2nd and leading

3294-399: 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

3355-404: 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,

3416-426: Was no longer supported by Ferrari. 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. The engine's reliability record at Le Mans was still patchy and, while it could challenge for the pole in Domes and Dallaras,

3477-534: Was only timed at 265 km/h (165 mph) on the Jacarepaguá circuits 900 metre long back straight. This compared to the over 290 km/h (180 mph) recorded by McLaren and Lotus with their Honda turbo engines. That speed deficit, along with trouble from the reactive suspension system, saw only one point scored before the mid-season British Grand Prix , when Riccardo Patrese finished 6th in Monaco . For his part, Mansell - who had won 11 races though 1986 and 1987, more than any other driver - failed to finish

3538-507: 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. 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

3599-410: 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

3660-402: Was the only team to use the older EV. 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

3721-430: 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

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