The GV V10 was introduced for the 1991 season with the BMS Scuderia Italia team. In its debut year, the engine demonstrated genuine performance potential, contributing to a podium finish for the team at the San Marino Grand Prix. Following the conclusion of Judd's arrangement with Scuderia Italia after 1991, the V10 was supplied to the Brabham team and the new Andrea Moda Formula outfit for 1992, though neither team scored championship points during the season. Engine Developments subsequently withdrew from Formula One at the end of 1992.
In parallel with the Formula One programme, Judd offered the GV V10 for sports car racing after the World Sportscar Championship adopted an engine formula closely aligned with Formula One specifications in 1991. Mazda, facing the ban of their rotary engines under the new rules, turned to Judd and ran rebadged Mazda MV10 units, finishing third in the teams' championship. Euro Racing also purchased GV10 engines for their Lola T92/10s, taking fifth in the championship. The World Sportscar Championship was cancelled before completing its 1993 season, ending this phase of the engine's sporting career.
Following the withdrawal from Formula One, John Judd entered into a technical partnership with Yamaha. Using the GV V10 as the foundation, Yamaha developed entirely new cylinder heads and branded the resulting engine as the OX10, which was supplied to the Tyrrell Racing team for the 1993 season. The OX10B introduced for 1994 showed improved performance, enabling Tyrrell to achieve a podium finish and sixth place in the Constructors' Championship. A 3.0-litre version designated OX10C (internally referred to by Judd as the HV) followed for the 1995 season when regulations reduced the maximum engine capacity. Tyrrell's results declined in this period. The 1996 season brought an all-new OX11 design branded by Yamaha, with an updated C-specification (OX11C) supplied to the Arrows team in 1997. This version featured a revised bottom end including crankshaft, oil pump, and water pump, and claimed a very low centre of gravity at 105 kg dry weight. At the Hungaroring in 1997, Damon Hill drove the Arrows-Yamaha to second place, the engine's last major Formula One result before Yamaha withdrew from the partnership.
The GV architecture proved highly durable outside Formula One. Enlarged to four litres as the GV4, the engine became a popular customer unit in the Sports Racing World Cup through the late 1990s and early 2000s, winning the championship with Racing for Holland in 2002 and 2003. A Judd GV4-powered car scored an overall victory at the Rolex 24 at Daytona in 2002. Further expanded to five litres as the GV5, and subsequently to 5.5 litres as the GV5.5, the engine powered Pescarolo Sport to multiple strong results at the 24 Hours of Le Mans through the mid-2000s, including second-place finishes in 2005 and 2006. The GV4.2, a 4.2-litre modernised version, debuted in 2013 and continued to compete in endurance racing.
The Judd GV/GX V10 family demonstrated remarkable longevity, adapting from its Formula One origins through a succession of displacement increases and configuration revisions to remain competitive in sports car racing across nearly two decades. Engine Developments' willingness to partner with Yamaha for the Formula One programme and to pursue independent development for endurance racing reflected the company's pragmatic approach to sustaining a small-volume high-performance engine business against far larger competitors.