Is Ford Involved In F1?

Yes, Ford has a long and decorated history in Formula 1 and will return to the sport in 2026 through a new partnership with Red Bull Powertrains. Ford is the third most successful engine supplier in F1 history, with 174 race wins, 10 constructors’ championships, and 13 drivers’ championships. Its engines powered legends such as Jim Clark, Jackie Stewart, Emerson Fittipaldi, and Michael Schumacher.

After leaving the grid in 2004 when it sold Jaguar Racing to Red Bull, Ford announced in February 2023 that it will rejoin Formula 1 when the new power unit rules are introduced in 2026.

These regulations will feature more electrical power and 100% sustainable fuels, aligning with Ford’s wider goals for innovation, hybrid technology, and carbon reduction…

The Legendary DFV Engine (1967–1983)

Ford’s partnership with Cosworth in the late 1960s created an engine that defined an era of Formula 1. The Double Four Valve (DFV) was more than just a power unit; it reshaped the competitive order of the sport. Compact, powerful, and relatively affordable, the DFV gave opportunities to teams who otherwise would never have challenged for victories. Its dominance stretched across nearly two decades, with a record that remains unmatched.

Origins with Cosworth

The DFV story began in 1965 when Ford sought to strengthen its motorsport credentials. Colin Chapman of Lotus persuaded Ford executives to back a new project led by Keith Duckworth and Mike Costin of Cosworth Engineering. Ford committed £100,000 to the programme, a significant investment at the time, with the goal of creating a lightweight, high-revving V8 engine that could match Ferrari and BRM.

The result was a 3.0-litre naturally aspirated V8 engine with four valves per cylinder, producing around 400 horsepower in its early form. The engine’s design was innovative because it acted as a stressed member of the chassis, bolting directly to the monocoque at the front and the gearbox at the rear. This reduced the weight of the car and increased torsional rigidity, providing teams with a major performance advantage.

Debut Win at Zandvoort with Jim Clark

The DFV made its competitive debut at the 1967 Dutch Grand Prix at Zandvoort. Jim Clark, driving the Lotus 49, stunned the paddock by taking victory in the engine’s very first race. Graham Hill, in the sister car, had already shown the DFV’s potential by qualifying on pole, showing how revolutionary the package was from day one.

This immediate success was not a fluke. The DFV’s power delivery, combined with its ability to integrate into the chassis, gave Lotus a package that competitors struggled to match. Clark’s win was the first of four victories for the DFV in its maiden season, and it quickly became clear that the engine would alter the competitive balance of Formula 1 for years to come.

The Most Successful F1 Engine Ever

Between 1967 and 1983, the DFV powered cars to 155 Grand Prix victories. No other engine has come close to matching its tally. Its peak dominance came in the early 1970s when nearly every team on the grid ran a Ford-Cosworth engine. At times, all but a handful of cars in a race were DFV-powered, leading to entire seasons where Ford-backed teams claimed almost every win.

• In 1969, DFV-powered cars won every single race of the season, a feat unmatched in Formula 1 history.
• By the mid-1970s, privateer outfits like Tyrrell, McLaren, and Williams could realistically fight for wins thanks to the availability of Ford engines.
• The DFV’s last win came at the 1983 Monaco Grand Prix with Keke Rosberg in a Williams, closing out a 16-year stretch of unprecedented success.

Ford’s decision to make the engine available to multiple teams changed Formula 1 from a sport dominated by manufacturers into one where private teams could succeed. It was the ultimate equaliser, and its influence shaped the development of Formula 1 well beyond its final race.

Ford’s Championships in Formula 1

Ford’s legacy in Formula 1 is built on its ability to deliver titles across multiple decades, making it one of the most successful engine manufacturers in the sport. The company powered cars to both drivers’ and constructors’ championships, often dominating entire seasons with its Cosworth-designed engines. These titles demonstrated both Ford’s engineering strength and the trust that leading teams placed in its technology.

Drivers’ Championships Won with Ford Power

Between 1968 and 1994, Ford engines carried 13 drivers to world titles. The success began with Graham Hill’s 1968 victory in a Lotus-Ford and included multiple titles for Jackie Stewart, Emerson Fittipaldi, and ultimately Michael Schumacher in 1994 with Benetton.

• Graham Hill claimed the first Ford-powered crown in 1968, proving the DFV engine’s competitiveness from its second year.
• Jackie Stewart secured three titles (1969, 1971, 1973) with Matra and Tyrrell cars running Ford engines, showcasing the power unit’s adaptability across different chassis.
• Emerson Fittipaldi won twice (1972 with Lotus and 1974 with McLaren) at a time when Ford engines dominated the grid.
• Other champions included Jochen Rindt (1970), James Hunt (1976), Mario Andretti (1978), Alan Jones (1980), Nelson Piquet (1981), and Keke Rosberg (1982).
• Michael Schumacher’s 1994 title with Benetton was the final Ford-powered championship.

These victories reflect how widespread the DFV and its successors became. By the mid-1970s, Ford engines powered nearly every car on the grid, meaning that their success was not tied to a single team but spread across multiple outfits.

Constructors’ Championships Secured by Ford

Ford also achieved 10 constructors’ championships, most of them in the golden era of the DFV engine from the late 1960s through the early 1980s. Lotus, Matra, Tyrrell, McLaren, and Williams all benefitted from Ford’s ability to build engines that were both powerful and reliable.

• Lotus took four constructors’ titles with Ford power (1968, 1970, 1972, 1973), thanks to the dominance of Jim Clark, Graham Hill, and later Emerson Fittipaldi and Mario Andretti.
• Matra (1969) and Tyrrell (1971) each delivered championships with Jackie Stewart at the wheel.
• McLaren’s 1974 triumph came from a combination of the DFV and Fittipaldi’s consistency.
• Williams used Ford engines to secure back-to-back constructors’ titles in 1980 and 1981, with Alan Jones and Keke Rosberg leading the charge.

At its peak, the DFV engine’s low cost and availability allowed smaller teams to challenge established names, creating a level of parity rarely seen in the sport since.

From Turbo Era to Schumacher’s Title (1980s–1994)

The retirement of the DFV in the early 1980s marked the end of one of Formula 1’s most dominant power units, but Ford remained a constant presence through both the turbocharged and naturally aspirated eras that followed.

Although the sport was shifting rapidly toward more complex and costly solutions, Ford engines continued to win races and championships, culminating in Michael Schumacher’s first world title in 1994 with Benetton.

Transition from DFV to Turbocharged and Naturally Aspirated Engines

By the early 1980s, Formula 1 had entered the turbo era. Renault had demonstrated the potential of turbocharged power units in the late 1970s, and by 1983 most front-running teams had switched to forced induction. Ford could not ignore the trend and introduced the Cosworth GBA 1.5-litre V6 turbo in 1986. Despite its innovative packaging, the engine was underdeveloped and suffered from reliability issues, leaving Ford lagging behind dominant Honda and TAG-Porsche power.

When turbos were banned in 1989, Ford reverted to naturally aspirated designs. The Cosworth DFZ and DFR V8 engines became staples for midfield teams, providing a dependable alternative to the costly V10s and V12s used by Ferrari and Honda. Although these engines lacked outright power compared to the leaders, their robustness allowed smaller teams like Tyrrell, Arrows, and Benetton to stay competitive.

Notable Wins with Williams, Benetton, and McLaren

The late 1980s and early 1990s saw Ford reclaim a stronger position in Formula 1. In 1989 Alessandro Nannini won the Japanese Grand Prix with Benetton, marking Ford’s return to the top step of the podium. Nelson Piquet added further victories for Benetton Ford in 1990, while the team regularly finished inside the top three of the Constructors’ standings.

McLaren also partnered with Ford during this period, running a customer supply of the Cosworth HB V8 in 1993. Ayrton Senna achieved five wins that year, including a memorable triumph at Donington in torrential rain, widely regarded as one of the finest drives in F1 history. These results showed that Ford engines could still succeed against the might of Renault’s dominant V10s.

Williams also benefited from Ford power earlier in the decade, winning races in the hands of Nigel Mansell, Nelson Piquet, and Riccardo Patrese before moving on to Renault. Ford’s ability to power multiple leading teams at once reflected the company’s strategy of offering engines widely across the grid, a philosophy rooted in the DFV era.

Schumacher’s 1994 World Championship with Benetton Ford Zetec R

Ford’s crowning moment of the modern era came in 1994 with Michael Schumacher and Benetton. The team used the Cosworth Zetec R V8, a 3.5-litre naturally aspirated unit that produced around 730 horsepower and was praised for its drivability and reliability compared to heavier V10s and V12s. While not the most powerful engine on the grid, the Zetec R was well integrated into Benetton’s compact chassis, giving Schumacher an advantage in consistency and race pace.

That season, Schumacher won six of the first seven races and ultimately secured his first world championship title despite a controversial finale in Adelaide. The triumph was also Ford’s last in Formula 1. After 1994, Renault and Ferrari power increasingly dominated the sport, and Ford’s involvement began to wane.

The combination of technical ingenuity, smart partnerships, and outstanding driving talent allowed Ford to remain relevant through a period of huge regulatory and technological change. Schumacher’s title with Benetton ensured Ford’s name would remain linked to one of the most significant moments in modern Formula 1 history.

Final Years and Jaguar Exit (1995–2004)

After Schumacher’s title in 1994, Ford’s presence in Formula 1 entered a turbulent decade. The brand remained visible but struggled to sustain the same level of competitiveness against manufacturer-backed giants like Renault, Ferrari, and Mercedes.

The era was defined by Ford’s attempt to transform its role from a prolific engine supplier into a works team, a shift that ultimately ended with the sale of Jaguar Racing to Red Bull in 2004.

Stewart Grand Prix Transition into Jaguar Racing

In 1996, Ford aligned itself with three-time world champion Jackie Stewart, supporting the creation of Stewart Grand Prix. The partnership was built around Ford supplying its Zetec-R engines and funding, while Stewart provided leadership and driver development. The team made its debut in 1997 with Rubens Barrichello and Jan Magnussen, finishing a modest ninth in the Constructors’ standings but showing flashes of potential.

By 1999, Stewart Grand Prix had matured into a capable midfield outfit. The highlight came at the European Grand Prix in Nürburgring, where Johnny Herbert secured an unexpected victory, marking Ford’s last win in Formula 1. The result elevated Stewart to fourth in the Constructors’ Championship, proof that with the right combination of engineering and driver skill, Ford-backed teams could still contend for podiums.

Buoyed by this progress, Ford bought the team outright in 2000 and rebranded it as Jaguar Racing, positioning the brand as the face of its global motorsport program. The move was as much about marketing as performance, aiming to raise Jaguar’s profile worldwide through Formula 1’s global stage.

Decline in Competitiveness

Despite high expectations, Jaguar Racing never managed to replicate Stewart’s relative success. The team struggled with technical direction, frequent management changes, and difficulty attracting top-tier talent in either engineering or driver line-ups. Eddie Irvine, lured from Ferrari in 2000, provided experience but could not elevate the team beyond sporadic midfield results.

Jaguar’s cars were often hampered by underperforming chassis design and limited development budgets compared to rivals. Between 2000 and 2004, the team recorded only a handful of podium finishes and never finished higher than seventh in the Constructors’ standings. Internal politics within Ford further complicated matters, as shifting corporate strategies diluted long-term investment in the program.

While the team benefitted from Ford’s Cosworth engines, which continued to power multiple grid entrants, the lack of consistent technical innovation in aerodynamics and race strategy left Jaguar trailing the front-runners. This contrast was stark during an era when Ferrari, McLaren, and Williams were battling for championships with manufacturer-level resources.

Sale to Red Bull in 2004

By 2004, patience within Ford’s executive leadership had run out. The Jaguar Racing project was viewed as an expensive marketing exercise that failed to deliver results on track. The team endured another disappointing season, finishing seventh again in the Constructors’ standings with drivers Mark Webber and Christian Klien. Despite flashes of speed from Webber in qualifying sessions, reliability issues and poor race pace undermined the team’s performance.

In November 2004, Ford announced its withdrawal from Formula 1, putting both Jaguar Racing and Cosworth up for sale. Energy drink company Red Bull seized the opportunity, purchasing the team for a symbolic one dollar while committing to cover its substantial debts. This transaction marked the end of Ford’s direct involvement in Formula 1 as a constructor, but it also laid the foundation for Red Bull Racing, which would go on to become one of the sport’s most dominant forces.

Ford’s exit closed a chapter that had once been filled with unmatched success. From the heights of the DFV era to Schumacher’s title with Benetton, the decline of Jaguar Racing illustrated how difficult it had become for even historic names to compete in an increasingly manufacturer-driven environment.

Why Ford Is Returning to Formula 1 in 2026

After nearly two decades away, Ford confirmed in early 2023 that it would return to Formula 1 in partnership with Red Bull Powertrains. The announcement was not simply about nostalgia for the brand’s rich heritage, but rather about aligning with the sport’s new technical and environmental direction. With sweeping engine regulation changes scheduled for 2026, Formula 1 presented Ford with a stage to showcase innovation, electrification, and sustainable technologies.

The New Engine Regulations

The 2026 power unit rules are central to Ford’s decision to come back. The FIA has mandated that the next generation of engines must increase the proportion of electrical power while running on fully sustainable fuels. Current hybrid systems generate around 160 horsepower from energy recovery, but the 2026 units are expected to triple the electrical output, shifting the balance of performance towards electrification.

At the same time, the combustion element of the engines will switch to 100 percent sustainable fuels. This ties directly into Formula 1’s pledge to reach net zero carbon by 2030, a commitment that appeals to manufacturers looking to demonstrate leadership in decarbonisation. For Ford, the rules create an opportunity to use F1 as a test bed for technologies that can influence its road car programs, from next-generation hybrids to biofuel development.

FIA President Mohammed Ben Sulayem described Ford’s decision as a validation of the regulations: “It further underlines the success of the 2026 Power Unit Regulations that have at their heart a commitment to both sustainability and spectacle.” That mix of performance and responsibility provided the conditions for Ford’s re-entry.

Partnership with Red Bull Powertrains

Rather than fielding a works team of its own, Ford chose to partner with Red Bull Powertrains, which is building engines to power both Red Bull Racing and its sister team, Visa CashApp Racing Bulls. This alliance allows Ford to focus on supplying technical expertise, particularly in areas of hybrid efficiency, battery technology, and control software.

Red Bull’s recent dominance makes the collaboration strategically powerful. By combining Red Bull’s championship-winning chassis development with Ford’s electrification knowledge, the partnership is designed to deliver immediate competitiveness when the new rules arrive. Ford will provide engineering input in the United States and Europe, creating a transatlantic link that reflects the growing importance of Formula 1’s U.S. market.

Stefano Domenicali, Formula 1 CEO, welcomed the move: “The news today that Ford is coming to Formula 1 from 2026 is great for the sport and we are excited to see them join the incredible automotive partners already in Formula 1.” The endorsement reflected how the partnership strengthens both sporting and commercial narratives.

Ford’s Strategic Goals

Ford’s return is about more than just engines. It positions the company at the intersection of sustainability, technology, and fan engagement. By demonstrating leadership in hybrid systems and carbon-neutral fuels, Ford can reinforce its reputation as a brand that is adapting for the future.

There are also clear commercial drivers. Formula 1 has seen explosive growth in the United States, with three races on the calendar and audiences expanding across younger demographics. For a company with deep American roots, leveraging F1’s popularity at home while reinforcing global recognition offers a rare dual benefit.

Executive Chairman Bill Ford emphasised this wider purpose: “This is the start of a thrilling new chapter in Ford’s motorsports story that began when my great-grandfather won a race that helped launch our company. Ford is returning to the pinnacle of the sport, bringing Ford’s long tradition of innovation, sustainability and electrification to one of the world’s most visible stages.”

By linking its future roadmap to Formula 1’s most advanced technologies, Ford is not simply rejoining the grid but using the sport as a global platform to demonstrate how performance, sustainability, and brand relevance can be aligned. The partnership with Red Bull ensures competitiveness from day one, while the timing with the 2026 regulations makes the move both symbolic and strategic.

Ford’s journey from the dominance of the DFV era to its 2026 return with Red Bull shows how the company is celebrating its historic success while projecting a future vision of performance, innovation, and sustainability on Formula 1’s biggest stage.

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