GENERATION NEXT: THE PRODRIVE STORY
SYNONYMOUS WITH RACE AND RALLY, PRODRIVE TRANSFORMS FOR THE FUTURE
Known for rally, Supercars and endurance racing, Prodrive’s future looks completely different
SUBARU IS PRODRIVE’S hit single, the word you’d blurt out if someone said ‘Prodrive’ in a word-association game. You’ll probably know there’s a richer tapestry than the McRae, Burns and Solberg WRC championships: that the business was founded in 1984 by David Richards (who still runs the show), that the 911 SC RS, its first ever rally car, kick-started the Rothmans-Porsche relationship, that Prodrive took Frank Sytner to BTCC glory in a BMW M3, won with the Ford Mondeo in the Super Touring days, too.
Down Under we recognise Prodrive for its involvement with Ford (FPR) in Supercars, an arrangement that lasted between 2002 and 2013 with drivers like Craig Lowndes, Glenn Seton, Jason Bright and Mark Winterbottom. Prodrive was used post 2013, but in name only as there was no links to the motorsport operation back in the UK. Today, Prodrive runs Aston Martin’s GT racing team, winning GTE Pro at Le Mans 2017.
Fewer people appreciate that motorsport constitutes only part of its modern business.Who knew that it engineered electric and hydraulic control systems for Ben Ainslie’s America’s Cup catamaran, makes carbon fibre for major manufacturers and engineered hybrid commercial vehicles? Not me. But it did, and it does. There’s work in aerospace, defence, marine... it’s a portfolio comparable to Williams Advanced Engineering’s.
“Our DNA stems from the motorsport heritage,” says Richards. “The other aspects of the business are about transferring the core strengths developed there: we do things quickly, we’re not afraid to take on challenges and we push boundaries more than conventional organisations. I see Prodrive more as a technology business today.”
It helps explain why, alongside the Aston Vantage race car and Mini WRC in reception, a Hummingbird bicycle is displayed, the world’s lightest folding bike. Making like a
Dragon’s Den episode, Prodrive Ventures teamed up with the cycle’s inventor to make it viable for production. The beautiful carbon frame contributes to the 6.9kg weight and the skeletal metal brackets for the brake levers and rear folding mechanism have the same minimalist detailing that makes an Ariel Atom so astonishing.
To dig deeper into the Prodrive of 2018, we’re visiting its headquarters in Oxfordshire, UK, which opened three years ago. After 25 years, the previous Banbury site had grown organically to span 12 buildings. The new facility is more logically organised, the workshops are clean and light, the ceilings high, office workers grouped neatly in an open-plan layout with break-out meeting areas.
About 500 people work here in five divisions, each reporting financials independently to promote competition. There’s Motorsport, Advanced Technology, Prodrive Ventures and the Bespoke Clothing and Accessory Collections division in Banbury. Only the Composite Engineering division is off-site.
We tour Advanced Technology first, founded in 1990 to transfer rally-derived know-how including automated manuals, anti-lag systems and torque vectoring. It accounts for a third of Prodrive revenue and employs 120 people.
Motorsport people do work here, but the backgrounds
“OUR DNA STEMS FROM THE MOTORSPORT HERITAGE”
are far more diverse than expected: director of engineering James McGeachie, who shows us ’round, previously worked in the steel industry; managing director David Taylor has an electronics background.
“It’s about understanding first principles of engineering, understanding the basic problem you’re trying to solve and approaching it with fresh eyes,” says McGeachie. “We want the right cultural fit, so we recruit from a wide range of backgrounds, but rarely from OEM manufacturers.” The reason is adaptability and again that fresh mindset; OEM engineers – for all their highly valuable skills – might easily tend towards more narrowly focused specialisms.
The rise of computer-aided design and 3D printing has complemented Prodrive’s approach, allowing its engineers to experiment with ideas freely and productionise them quickly. That the design, machining and build of concepts occurs on-site only accelerates the process. “It’s a very short designto-manufacture loop,” confirms Taylor. “Many people can do high quality, many can do it quickly, but few can do both.”
We’re shown the rear centre console for the Range Rover SV Autobiography, with its champagne chiller and deployable tray tables. Land Rover set the exterior dimensions and appearance, the two companies jointly developed the specification, and Prodrive turned that concept into 1000-unit reality. Press one button and a tray table theatrically glides out like a butlerbowing. The process is managed by Prodrive’s own control system for a consistent, measured rate of fall as the mechanism unfolds. The calibration required to account for weight and gravity is incredibly complex, but so seamless it probably won’t occur to customers. Taylor reveals they’re pitching a similar concept to the aircraft industry.
The McLaren P1’s active rear wing solves a different problem, but its principles aren’t wildly different – two hydraulic struts raise and lower on demand from within a highly constrained space, processing constantly changing ground speeds and aerodynamic loads as it operates.
Its sci-fi engineering impressed America’s Cup competitor Ben Ainslie when he dropped by to discuss his catamaran. As Taylor tells it, Ainslie quickly appreciated the wider potential, suggesting Prodrive adapt the principles to the bottom of his boat. The solution allowed Ainslie’s catamaran to lift out of the water with performance-enhancing precision.
Future legislation favouring electric vehicles also provides a rich seam for Prodrive to exploit. “[London mayor] Sadiq Khan is big on low emissions, there are 7000 vans in central London, and if the mayor decides to legislate [against them] he is looking for a viable product,” says McGeachie.
Hence Ford and Prodrive’s collaboration on a plug-in hybrid Transit with government funding. Development only started in 2016, yet 20 vehicles are already being trialled; volume production begins soon. The diesel engine is replaced with a 1.0-litre EcoBoost that operates as a range-extender, only ever charging the battery when it’s depleted, not driving the wheels. It offers a range of 500km and zero-emissions running.
The battery pack doesn’t reduce the van’s payload or ground clearance, but does add weight. “Mass neutrality is a very interesting area,” says McGeachie. “In fact, a mass-neutral hybrid is our next project.”
Perhaps Prodrive Composites can assist. Established 12 years ago, it’s in a scruffier building on the old Tickford site in Milton Keynes. It’ll either expand or switch sites altogether.
Chief engineer John McQuilliam (an ex-F1 man who started on carbon monocoques at Williams in 1986 and was technical director of Virgin/Marussia/Manor) and quality and engineering director Richard Gregory (ex-aerospace, ex-Ricardo) do the guided tour. In this 3400 square metre space, 160 people produce 2000-3000 parts per month, taking the process from design to manufacture. It’s the only UK composites company with the IATF 16949 rating, which isn’t catchy like a five-star award, but means the same thing.
Body panels for Aston race cars are manufactured on-site, but motorsport accounts for only 10 per cent of the division’s $1.7m-a-month revenue. It’s here that all the McLaren P1’s bodywork was produced bar the bonnet and spoiler (all its interior, too), there’s visible carbon fibre for Lotus and the manufacture of complex parts for Overfinch, as well. Fingers in more unexpected pies include structures for naval applications and first-class aircraft cabins.
Gregory picks up an entire carbon fibre-bumper for an Overfinch Range Rover with one hand. Its incredible lightness is a happy by-product; more important is the production viability for such a low-volume part – tooling for a regular bumper would cost tens of thousands, for a part worth perhaps $170. Prodrive’s process couldn’t cater for mass production, but it’s far more cost-effective for Overfinch making, say, five cars weekly.
There are three ovens, three spray booths, and we stand as heat washes over us from the autoclaves, the vast cylinders where carbon fibre is cured. All four autoclaves are constantly
full and running; some employees even return in the dead of night to load and unload parts.
We walk past rolls of carbon-fibre sheets, laid flat and marked for automated trimming. In the lay-up room, workers wear gloves (any dirt trapped now will be there forever) and consult manuals detailing how to lay carbon fibre into the mould. “We don’t want anyone freestyling,” quips Gregory.
Painted carbon-fibre parts are relatively simple because paint disguises joins required to wrap carbon around tricky geometries. Visible carbon fibre is far more challenging. The different cuts must be painstakingly aligned to avoid looking like a badly wrapped present. Every part’s production is recorded step-by-step, allowing defects to be traced to the batch and employee, rooting out defects like a huge Monty Python pointy finger.
But there are issues with carbon manufacture: it’s energydense to produce, the curing process is time-intensive, and recyclability is poor. Prodrive is investigating ways to tackle all this, including making carbon fibre from methane. It’s also experimenting with self-curing resin, potentially eliminating the time, expense and energy consumption of autoclaves.
But it’s recyclability that’s perhaps the biggest opportunity. “Currently, a vehicle is the owner’s responsibility at endof-life, but that will change, and probably faster than manufacturers expect,” says McQuilliam. “Carbon fibre lasts forever unless damaged, and it ends up being recycled in things like concrete and manhole covers, almost reusing it for the sake of it.”
One option is the flax in GT4 racing aero aids, mandated by FIA rules. But recycling techniques include de-polymerising resins, separating both the resin and carbon fibre for re-use.
But for all Prodrive’s interesting diversification, it’s the motorsport division that’s most exciting. John Gaw is managing director, overseeing 150 full-time employees. A former commercial director of Pepsi, Gaw has the racing credentials to go with his business nous – he finished third in the European Le Mans Series LMP2 category in 2004, and won the Britcar 24 Hours in 2010.
He arrived in 2008, amid the turmoil following Subaru’s exit from the WRC. I ask if Prodrive’s foundations in rallying, bashing the bodywork back in shape and battling to get out of service, is somehow deep-routed in the company psyche. “Definitely, everyone loves a crisis!” says Gaw. “It’s fundamentally a great brand with terrific people, and that ability to respond under huge pressure is great, but I wanted to combine that with longer-term planning and stability.”
As evidence of that planning, Gaw talks me through the ‘what if’ scenarios the team drills ahead of Aston’s Le Mans races. “Believe it or not, we worked on a scenario for Le Mans 2017: ‘What if it’s two laps to go and you’re fighting for the lead with another car?’ One engineer suggested turning off the air-con.”
Rules state cockpit temperature shouldn’t exceed 32°C. “But,” smiles Gaw, “they’re allowed nine minutes over that threshold before being forced to pit. That gives you nine minutes with 3.5kW more – exactly what we needed.”
Driver Jonny Adam glides into the conversation. “I remember being transfixed by the two fans at the back of the Corvette – I couldn’t get past. Then I turned off the air-con and suddenly I could,” he recalls. “The Corvette got past again, but he was rattled, pushed harder and made a mistake. That gave us the
“MANY PEOPLE CAN DO QUALITY, AND MANY CAN DO IT QUICKLY, FEW CAN DO BOTH”
“WE’D SPEND HUNDREDS OF THOUSANDS TO LOWER THE CENTRE OF GRAVITY BY 1MM”
win. It was 57°C in the car at the end!”
The customer side of the Aston business is hugely important. Prodrive expects to build 50 customer GT3 cars and 150 GT4 racers over the five-year program. But Prodrive doesn’t have all its eggs in one basket – it produces a Golf for Volkswagen China in the Chinese Rally Championship, and still runs the Mini WRC customer cars, long after the works effort stalled. More recently, it’s built a Renault Megane World Rallycross car for pro skier and driver Guerlain Chicherit. Sadly, it no longer has any involvement with Supercars in Australia.
Prodrive uses a template to set the perfect spec for each race car, starting with CAD and extending to the CFD (Computational Fluid Dynamics) it invested in three years ago. “We have a menu for winning: how much you can spend in each area and what you achieve – we’d spend hundreds of thousands to lower the centre of gravity by 1mm,” says Gaw. After analysing the Megane, the rules and the racing, Prodrive’s engineers determined that grip was the priority to get the most out of the car, ahead of power or aero. Increasing grip meant reducing unsprung weight, with one solution being to move the brakes inboard.
The lack of space with a transverse engine ruled this out, so Prodrive designed its own engine and installed it longitudinally, freeing up room. It’s that ‘first principles’ approach.
Prodrive’s relationship even continues with Subaru to this day, albeit with Subaru USA funding. “They want us to do crazy things and the engineers love it,” says Gaw.
Think Ken Block YouTube hits (Block started his exploits in a Subaru) but with the focus on speed, not skids. It’s given us Mark Higgins’ incredible recordbreaking lap of the Isle of Man TT course in an Impreza WRX STI. “The car did 298km/h – we weren’t that far off the motorbike record!” grins Gaw. “I don’t think we’d have been invited back if we’d broken that.”
More recently, Higgins has blitzed another specially commissioned Impreza on the Transfagarasan Pass in Romania, its build thought to total around $1.7m.
With these collaborations, plus Rally Japan likely to return for 2019 and Toyota publicly asking for domestic opposition, putting the band back together would be a PR fairytale, though insiders will comment only that it’s a nice idea... More likely is an assault on the Dakar rally raid. The boom in SUV sales, Prodrive’s expertise in rallying – it’s but a small mental leap to join the dots between the Gaydon/ Prodrive relationship and the upcoming Aston DBX crossover, though Pro-drive insiders refuse to reveal which partners might be involved.
David Richards does expect, however, a Prodrive Dakar entry within three years. The rally raid is a particularly gruelling and unpredictable challenge. But with Prodrive’s track record, you wouldn’t bet against it.
BELOW RIGHT The Hummingbird bicycle, the world’s lightest folding bike at 6.9kg, is made with a carbon-fibre frame... we love its minimalist details and mechanisms
ABOVE A low centre of gravity is always the main aim at Prodrive, hence the ultra-low engine mounting for the Aston Martin racecar
OPPOSITE Prodrive’s composites site is based in a less glamorous building in Milton Keynes, which is either set to expand or move altogether in future
ABOVE Craig Lowndes might have won FPR’s (Prodrive) first race/round at Phillip Island in 2003, but it wasn’t until the 2006 Sandown 500 that the team claimed a ‘big’ win. Jason Bright (with Mark Winterbottom), held off a fastfinishing Rick Kelly (with his brother, Todd). Ironically, the year the team sold (2013), Frosty won the Bathurst 1000
BOTTOM RIGHT BOTTOM LEFT MAIN Director of engineering, James McGeachie, takes us for a tour of the motorsport division at Prodrive HQ in Banbury, Oxfordshire Prodrive gained success on tarmac, but the rallying DNA remains strong note the Group B Metro 6R4 While it’s not as in-your-face as something like Red Bull’s trophystuffed reception, Prodrive is still proud of its past