Engine Developments Ltd. was established to support Jack Brabham's racing programs. Initially specializing in rebuilding Cosworth DFV engines, the company’s development was connected to Brabham’s relationship with Honda. This connection led to Judd being commissioned to develop a Formula Two engine for the Ralt team, establishing an engineering partnership with the Japanese manufacturer.
Following the end of Formula Two in 1984, Judd developed the AV, a turbocharged V8 engine for Honda’s CART campaign. Debuting in 1986 with Galles Racing and driver Geoff Brabham, the engine—initially badged as a Brabham-Honda—finished fourth at the Michigan 500. By 1987, the unit proved its reliability at the Indianapolis 500, where rookie Jeff MacPherson finished eighth.
The engine became known for its reliability and superior fuel mileage, particularly in the 500-mile races. However, it was at a power disadvantage compared to the Ilmor-Chevrolet engines of the time. In 1988, with Bobby Rahal driving for Truesports, the engine secured a victory at the Pocono 500, with Rahal driving the Judd-powered car to victory. Rahal finished the 1988 season third in the points standings. In 1989, Raul Boesel drove a Judd to a third-place finish at the Indianapolis 500, which would be Judd's best Indy 500 result. In that race, all five Judds that qualified were running at the finish, with two in the top ten.
Judd entered Formula One in 1988 to coincide with the reintroduction of naturally aspirated regulations. The company adapted its existing BV V8 architecture into the 3.5-litre CV engine, providing a customer engine option.
In 1988, Judd supplied Williams, March Engineering, and Ligier. Williams was forced to turn to Judd after losing their supply of Honda engines. Nigel Mansell secured the manufacturer's first podium with a second-place finish at the British Grand Prix. The Judd-powered March 881 was frequently the fastest naturally aspirated car. At the 1988 Japanese Grand Prix, Ivan Capelli’s March briefly led a lap.
In 1989, Judd introduced the EV, a narrow-angle 76-degree V8. The unusual angle was a result of limitations in the company’s CNC equipment. This engine powered Brabham and Leyton House (formerly March) to podium finishes.
Judd introduced the GV V10 in 1991 for BMS Scuderia Italia, achieving a podium at the San Marino Grand Prix. After Judd officially withdrew from Formula One in 1992, the company partnered with Yamaha. The Judd GV served as the base for the Yamaha OX10 and subsequent OX11 engines used by Tyrrell and Arrows. This partnership yielded a second-place finish for Damon Hill at the 1997 Hungarian Grand Prix before Yamaha exited the series.
Judd’s involvement in sports car racing began in 1991 when the World Sportscar Championship adopted Formula One engine rules. Mazda utilized rebadged GV10 units (as the Mazda MV10). The company returned to the category in the late 1990s by resurrecting the GV architecture. The 4-litre GV4 won the Sports Racing World Cup with Racing for Holland in 2002 and 2003. In 2002, a GV4-powered Doran Lista won the Rolex 24 at Daytona. Subsequent iterations included:
GV5 / GV5.5: A 5-litre (later 5.5-litre) variant that powered Pescarolo Sport to second-place finishes at the 24 Hours of Le Mans in 2005 and 2006.
KV675: A 3.4-litre V8 based on Formula 3000 designs, which won the LMP675 class at the 2004 24 Hours of Le Mans.
HK: A production-based 4.0-litre V8 derived from the BMW S65, introduced in 2011 for the LMP2 category.
Judd served as the sole engine supplier for the International Formula 3000 championship from 1995 to 2004, providing the 3-litre KV V8 engine. In touring car racing, the company led Nissan’s British Touring Car Championship program, winning the constructors' titles in 1998 and 1999, and the drivers' title with Laurent Aïello in 1999. The company also developed the K2000 engine for the MG ZS.
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