The latest Formula One™ race engine from the Cosworth stable builds on the achievements of its 2006 predecessor to enable the CA2010 to deliver a reliable and competitive solution for four customer teams in the 2010 FIA Formula One™ World Championship. The CA2010 will become the 52nd engine variant developed by Cosworth to race in the Formula One™ World Championship.
Formula One™ race engine from the Cosworth stable builds on the achievements
of its 2006 predecessor to enable the CA2010 to deliver a reliable and
competitive solution for four customer teams in the 2010 FIA Formula One™ World
A competitive Formula One™ engine needs to deliver on a number of fronts;
reliability, power and good fuel consumption are key among the targets.
Cosworth’s experienced team of engineers were tasked with achieving these
objectives within the tight parameters of Formula One’s 2010 technical
The pressures, temperatures and strains experienced by the multitude of
components within the CA2010 are extreme. Cosworth has employed specialist
materials and state of the art manufacturing processes that to produce an
engine that is capable of amazing resilience and performance.
The CA2010 will become the 52nd engine variant developed by Cosworth to race
in the Formula One™ World Championship, the latest member of a dynasty that
began with the legendary DFV in 1967.
The development of the Cosworth CA2010 engine has been the responsibility of
Cosworth’s in-house engineering group headed by Technical Director Bruce
Wood, with Dave Gudd taking responsibility for development and James Allen
The unit has been designed, developed, built and tested at Cosworth’s
headquarters in St James Mill Road, Northampton, which houses world class
facilities and capability; a testimony to over four decade of championship
winning performances in Formula One
The secret to the stunning performance of a Formula One™ engine is its speed
– operating at 18,000rpm it spins at over three times that of a standard
road car engine. However it can be difficult to grasp the amazing speeds and
the forces endured by the various components within the Cosworth CA2010.
The following real world facts and figures aim to give some useful
comparisons to appreciate the extraordinary machine that is the Cosworth
The speed and precision of the engine valve movements (which allow air and
fuel to enter and exhaust gases to exit the cylinder) are crucial to the
power and performance of the CA2010. A pneumatic spring system is employed
to enable the frequency to be achieved while maintaining absolute control
over valve position.
At maximum engine speed, each valve opens and closes 150 times per second.
That’s the same as a hummingbird's wing speed (the ruby-throated
At peak power the CA2010 ingests air fast enough to empty a typical living
room in about 60 seconds, a task that would take over 20 minutes for the
average home vacuum.
(We don't suggest you use a CA2010 to clean your carpets!)
The speed of the piston is of course closely linked to overall engine speed.
At maximum engine speed each piston will travel up and down the cylinder
bore (a distance of 39.75mm) 300 times each second – that’s 30 times in the
blink of a human eye.
The CA2010 crank shaft which transmits the engine power to the gearbox in
the car, rotates up to 18,000 times each minute. During a typical race, at
Monza for example, this crank shaft will spin approximately 22,000 times
each lap and will have completed an amazing 1.17 million revolutions by the
end of the 53 laps that make up race distance.
To meet the engine life restrictions that require each driver to use no more
than 8 engines in the season, this same crank will then need to do the whole
thing again at least twice more. This gives a lifetime total approaching 3.5
million revolutions in which the crankshaft transfers over 750 horsepower to
the gearbox equivalent to 0.56 Mega Watts.
At 18000 rpm the peak acceleration for each piston is 8600g (i.e. 8600 x
force of gravity) – over 2000 times greater than the peak cornering and
braking figures for an F1 car. This piston acceleration is equivalent to a
weight of around 2.5 tons (or the weight of a Range Rover) pulling on the
Technical Specifications Designation CA2010
Duty cycle type: 4 stroke reciprocating piston,
normally aspirated Configuration: 8 cylinders in banked V configuration with
an angle of 90 degrees Construction: Cast aluminium alloy cylinder block and head,
forged aluminium pistons, steel crankshaft Capacity: 2,400cc Valves: 32 with pneumatic valve springs Maximum speed: Limited to 18,000rpm Timing: Double overhead cams driven via compliant
gear from crankshaft Mass: In excess of 95kg Power output: In excess of 300bhp per litre Cylinder bore: Less than 98mm Fuelling: 8 injectors supplied by a pressurized
system at 100bar Ignition: 8 ignition coils each driving single spark plug Lubrication: Dry sump Spark Plugs: Champion
Mar.19 (GMM) Red Bull continues to rail against the supposed horsepower advantage enjoyed at present by its rivals with Mercedes engines.
After several engine problems last year, the Renault powered team attempted to switch to Mercedes for 2010, but according to Helmut Marko was vetoed not only by the marque's Brackley based works team but also by McLaren.
Instead, Red Bull has applied to the FIA to allow Renault to improve the performance of its engine, but the governing body has declined, insisting that it is instead up to the best engine makers to agree to de-tune their power plants.
"We have 3.5 to 4 per cent less power than Mercedes," Red Bull's team boss Christian Horner told Germany's Auto Bild Motorsport.
He claims there is a 2 per cent performance difference allowed by FIA statutes, adding that Mercedes is "refusing to consent to the equalisation".
But there is a bright side for Red Bull. BBC television's pitlane reporter Ted Kravitz claims Renault has improved its power over the winter, while the French marque's 2.4 litre V8 remains the "most fuel-efficient engine on the grid".
Kravitz cites Williams' technical director Sam Michael as confirming that Mercedes and Cosworth are next best in the efficiency stakes, with Ferrari the most fuel-thirsty engine in F1.
In the new era of no in-race refuelling, it means Sebastian Vettel and Mark Webber are starting grands prix in 2010 with 10kg less fuel than the Ferraris, which according to Michael was a nearly ten second weight advantage over the full race distance in Bahrain.
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