Recently added for public viewing to our website are some of our bespoke made Race Starter Motors and high-quality Billet Flywheels for the Cosworth DFV, DFY, DFR, XB and YB Engines. Used to great success in events like Formula Racing, Indycar, F3000, Hill-Climb and circuits around the globe.

Ark Racing Starter Motor Assemblies for the Cosworth engine.

We manufacture a range of bespoke Starter Motors made-to-order in a variety of Voltages, Toothed Gear, Long Nose, Short Nose and D.O.R. (CW/ACW) including High-Quality Billet Flywheels for Cosworth engines. Various clutch sizes and weights (Mass) in STD, LITE and custom specific developed.

Whatever your requirements are, whether high-output, high-torque, weight-reduction or something more specific,
Ark Racing Limited can provide a solution.

Some DFV online facts:

The DFV is an internal combustion engine that Cosworth originally produced for Formula One motor racing. A dominant engine in Formula One, it was also used in other categories, including CART, Formula 3000 and Sportscar racing.

Lotus, McLaren, Matra, Brabham, March, Surtees, Tyrrell, Hesketh, Lola, Williams, Penske, Wolf and Ligier are just some of the teams to have used the DFV. In 1969 and 1973 every World Championship race was won by DFV-powered cars, with the engine taking a total of 155 wins from 262 races between 1967 and 1985. The DFV's last F1 win in a Tyrrell at the Detroit Grand Prix was in 1983. Martin Brundle was the last person to race in F1 with a DFV, also in a Tyrrell at the Austrian Grand Prix in 1985.

DFV's success was not limited to Formula 1, with the engine being used in sportscar racing with some success. The first such vehicle to use the DFV was a Ford P68. Several years after it was introduced, the engine won the Le Mans 24 Hours twice.

The DFV was also the engine for which the Formula 3000 series was created in 1985, and thus it won every race that year. The DFV and its variants continued racing in F3000 for a decade.

Variants

DFW
The first variant produced from the DFV was a reduced-capacity unit for the Australia and New Zealand-based Tasman Series races of 1968–69.

Formula 1
The DFV had three major upgrades over its life in the top formula, with the development of the DFY and then the DFZ, followed by a major redesign to produce the final DFR type.

DFY
With the introduction of turbocharged engines towards the end of the 1970s, Cosworth's naturally aspirated DFV began to lose its predominance. In an attempt to recover some of the performance deficit Cosworth The DFY lived on with back-marker teams until the end of the 1985 season when Cosworth switched their efforts to supporting the new turbocharged Ford GBA V6.

DFZ
The announcement at end of the 1986 season that turbocharged cars would be banned from 1989, and the introduction of the Jim Clark Cup and Colin Chapman Trophy championships for naturally aspirated cars for 1987, prompted Cosworth to revive their elderly engine design. This resulted in the DFZ, essentially an updated version of the final DFY design. The engine remained in service with minor teams until the end of 1988. The DFZ did not race in Formula One beyond 1988 as the general release of the DFR engine made it obsolete.

DFR
The DFR enjoyed success in 1988 with Benetton.

North American series

DFX
The engine won the Indianapolis 500 ten consecutive years from 1978 to 1987, as well as winning all USAC and CART championships between 1977 and 1987

DFS
In 1986 GM financed the British Ilmor firm to build a competitor to the DFX in American Indy car racing. Mario Illien's Ilmor-Chevrolet Indy V-8, which owed not little to the DFY of five years earlier, quickly took over dominance of the sport. Ford commissioned Cosworth to redesign the DFX to include a number of DFR improvements.

DFL
In 1981 a variant of the DFV named the DFL (for long-distance) was produced specifically for use in the new Group C (and later C2) sports car racing categories.