The Cosworth YB series

The YB series of 1,993 cc (121.6 cu in) engines are based on the older Pinto engine block,[8] and were
introduced in the road-going Ford Sierra RS Cosworthin 1986 with 204 PS (150 kW; 201 bhp). With 5,000 units
built for homologation purposes in Group A, both for rallies and touring cars. Racing versions of the RS
Cosworth were developing around 370 hp (276 kW; 375 PS),[9] but with the small turbo on the cars reliability
was a problem. A limited edition evolution model was introduced in mid-1987, the Sierra RS500 which
included a bigger turbo, with power initially at around the 470 hp (350 kW; 477 PS) mark in 1987, but in later
years climbing to close to some 550 hp (410 kW; 558 PS) in full racing trim.
The RS500 came to dominate touring car racing in its heyday from 1987 to 1992, winning multiple
championships and major races in Europe, Japan and Australia. This included wins in the three major races,
the Spa 24 Hours held at Spa-Francorchamps in Belgium, the Bathurst 1000 at Mount Panorama inAustralia,
and the InterTEC 500 at Fuji in Japan. The only car to truly challenge the Sierra's dominance towards the end of
the Group A era in 19911992 was the 630 hp (470 kW; 639 PS), 4WD twin turbo Nissan R32 GT-R.
At the end of its life in Group A in 1992, the Australian Sierra teams were reportedly getting around 600 bhp
(447 kW; 608 PS) from the 2.0L turbocharged YB engines. For his pole position lap at the 1992 Bathurst 1000,
Australian driver Dick Johnson (whose team since 1988 had a reputation for having the fastest Sierra's in Group
A racing anywhere) was reportedly running close to 680 hp (507 kW; 689 PS) in his RS500.
Camshaft Cover Colours
The various colour cam covers that distinguished each version were as follows: Red: YBB (Sierra Cosworth
2wd, both 3-door and Sapphire), YBD (Sierra RS500), YBJ (Sierra Sapphire 4wd, non cat);
Green: YBG(catalyst equipped 4x4 Sierra Sapphire Cosworth); Blue: YBT (large-turbo Escort Cosworth);
Silver: YBP(small-turbo Escort Cosworth).
Engine code for Sierra (RS) Cosworth models:
RWD models: YBB (red cover, N5A casting).
4x4 model: YBG (green cover, catalityc convertor, US83, N5C casting),
YBJ (red cover, 15/04, N5C casting).
YBT code has been used for the large turbo (first series, blue cover) Escort RS Cosworth,
YBP code for the small turbo (last series, silver cover) Escort.

Injector Colours and HP Rating

Yellows is 311cc/min @ 3bar - 275 bhp in a YB
1

Dark Blues is 311cc/min @ 3bar - 275 bhp in a YB

Bosch 803 "Greens" at 382cc/min so used up to 320/330bhp depends on who's eprom.
Bosch "400" Lt Blue at 437cc/min for up to safe 370bhp
"Greys" at 503cc/min for 420bhp.
Standard Cosworth injectors are always Weber type, tuned Cosworths almost always use Bosch injectors.
Please be aware of the fact that injectors cannot be replaced with other types (other flows) without also changing your
engine-management and boost levels. If you simply try to do so you might end up with a very rich or lean running engine
which will damage it.
The flow determines pretty much what maximum power can be obtained from your engine. With the flow percentages
supplied by Graham Goode Racing the following (theoretical) power figures can be calculated:
Weber ??? (YELLOW, standard on 2WD): 100% flow, maximum 280 BHP
Weber 1070/00 1W-044 (DARK BLUE, standard on 4x4): 100% flow, maximum 280 BHP
Bosch 355 (VERY LIGHT GREEN as used on GGR 4x4 Stage 2 kit, ): 118% flow, 1.18x280=330 BHP
Bosch 803 (DARK GREEN): 135% flow, 1.35x280=378 BHP
Bosch 400 (LIGHT BLUE): 187% flow, 1.87x280=523 BHP
Bosch 403 (DARK GREY): 204% flow, 2.04x280=571 BHP
Again: this is theoretical and does not take into account that the total efficiency of the engine will decrease.
The actual flow (amount of fuel per minute) is fully fuel pressure dependant (fuel pressure however is a fixed setting
determined by the fuel pressure regulator for the fuel rail). GGR says Bosch 355 injectors do 300cc/min at 2.5bar fuel
pressure (3bar however is the actual setting for a standard Cosworth).

1987-96: YB series

Type

Year

Size

Output

Description

YAA

1984

1993cc ?

In-house project, 16 valve, twin cam belt drive

on Pinto block for small manufacturers, 3 built

YBA

1984

1993cc 200 Bhp.

Prototype YBB, 10 built

2

Turbo YAA commissioned by Ford for Sierra RS

Cosworth, 5000 built for homologation

YBB

1985

1993cc 204 Bhp.

YBC

1986

1993cc 280-300Bhp. Group A rally engine

YBD

1987

1993cc 225 Bhp.

Evolution YBB used in Sierra RS500, more

turbo, 8 injectors, 500 Bhp in race tune

YBE

1987

1993cc --

Ford Undustrial Customer Engine, nonCosworth covers, used in Panther Solo

YBF

1987

1993cc 400+ Bhp.

Race version of YBD

YBG

1989

1993cc 207 Bhp.

U.S. emmissions capable model

YBH

1989

--

not yet disclosed

YBJ

1989

1993cc 207 Bhp.

Similar to YBG, emmissions engine

YBM --

--

--

YBT

1993cc --

YBP

1992

--

--

1994-96 1993cc --

Big turbo, featuring a Garrett T34 and four

wheel drive
Small turbo, featuring a Garrett T25, four wheel
drive, Ford EEC IV management, with wasted
spark ignition, twin coils, a different series of
injectors.

In 1990s as well as 80's, Cosworth continued to provide winning power, with the Ford Sierra Cosworth RS500
taking the 1987 Touring Car world title.

Ford Cosworth YB series Engine

The YB series of 1,993 cc (121.6 cu in) engines are based on the older Pinto engine block, and were introduced
in the road-going Ford Sierra RS Cosworth in 1986 with 204 PS (150 kW; 201 bhp). With 5,000 units built for
homologation purposes in Group A, both for rallies and touring cars. Racing versions could develop about
400 hp (298 kW; 406 PS). A limited edition evolution model was introduced in 1987, the RS500, with power
now exceeding 550 hp (410 kW; 558 PS) in full racing trim. The RS500 came to dominate touring car racing in
its heyday from 1987 to 1992, winning multiple championships and major races in Europe, Japan and Australia.
This included wins in the three major races, the Spa 24 Hours held at Spa-Francorchamps in Belgium, the
Bathurst 1000 at Mount Panorama in Australia, and the InterTEC 500 at Fuji in Japan.
At the end of its life in Group A in 1992, the Australian Sierra teams were reportedly getting around 600 bhp
(447 kW; 608 PS) from the YB engines.
Ford Cosworth YB with Normally Aspirated induction

The various colour cam covers that distinguished each version were as follows: Red: YBB (Sierra Cosworth
2wd, both 3-door and Sapphire), YBD (Sierra RS500),YBJ (Sierra Sapphire 4wd, non cat);
Green: YBG (catalyst equipped 4x4 Sierra Sapphire Cosworth); Blue: YBT (large-turbo Escort Cosworth);
Silver: YBP (small-turbo Escort Cosworth).
Further evolutions of the YB included a reduced-emissions road version, as well as the block used in the Escort
RS Cosworth (which used the Sierra floorpan). The engine stopped being used on new cars in 1997, with the
Focus WRC and road-going Focus RS relying on Zetec designs
A upgraded Ford Cosworth YB

The most common engine is the original YBB (3 dr and 2wd Sapphire), which can be easily tuned with chip
and turbo modifications to increase the boost level. However, the 4x4 head is the ideal base since the early type
has less water jackets and is susceptible to blowing head gaskets with serious hikes in boost.
To begin with, youll need to upgrade the actuator to -31 (dash 31) type and upgrade the management chip to
increase the fuel and boost level too - this will typically be to around 270/280bhp. We would recommend that
you also fit a good stainless exhaust such as our Mongoose range, plus a K&N filter.
After that stage, you need to swap the injectors for 803s commonly known as Dark Greens. To this youll
need a different chip again, plus a 3-BAR MAP sensor to up the boost to 19 PSI (1.3 BAR) resulting in
approximately 320-330bhp.
Beyond this level, wed recommend fitting a Group A or multi-shim head gasket and for extra security in highboost applications, and an ARP stud and nut kit.
However, around this level, the standard Garrett T3 turbo will have reached its limit although there are now
several paths to take in turbo choice. These though are always a trade off between turbo lag and driveability
5

hence why going straight to a T4 isnt always a good move. Popular choice is to fit an Escort T34 or a hybrid
T3 along with a larger intercooler. T38s are also available although these arent an off-the-shelf Garrett unit
and are seen more as a hybrid. You should see power potential with this to around 460bhp, whilst the T34 will
give you power to around 380bhp.
At this point and especially if you want to use a T4 with power potential to the touring car levels of 540bhp the engine needs to be purpose-built to suit. The reason is youll need extra head work in terms of porting,
different cams (although BD14s are the limit on the street), lower compression ratios and long stud conversion.
The trick is making the most of the unit whilst producing power without huge amounts of lag. Once you get to
this stage, we can advise you on the best way forward, depending on the type of engine you have.
A different route, and still popular way to tune the YB, is to return it to the original N/A application, which
involves raising the compression. For this, we stock Accralite forged pistons to increase the ratio to as much as
12.5:1 although they can be machined to lower the CR since they have raised crowns for this purpose.
On top of this modification, the head needs the ports seriously opening out and for ultimate horsepower
applications, larger valves installed. The cams too need swapping for non-turbo profiles although they arent
designed to work with the standard YB hydraulic lifters and therefore need converting to solid lifter type.
The bottom end is fine for this type of aspiration since the rods and crank are both steel. We would recommend
however, that the rod bolts are upgraded for high-revving applications. For ultimate power though, we also
stock steel H-section rods. Lastly, you will need to swap the turbo inlet manifold for a twin DCOE type
allowing either 45/48 side draughts or throttle body fuel injection. In this form, you should be able to achieve in
excess of 225bhp+