For some time, motorsport has provided a legitimate arena to develop and demonstrate automotive technologies. It has also provided a pool of responsive, resourceful and talented engineers to solve problems, bring new ideas or simply build high-quality parts in low volumes. Better known for its race engines, Swindon Powertrain has been gradually building up a portfolio of OE clients and developed an electrified classic Mini. To learn more, we spoke to MD Raphaël Caillé about this and its newest project, the first high-power density 'crate' EV powertrain.
Could you tell us the history of Swindon Powertrain?
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Founded in 1971, it started in this very facility. In those early years, the focus was purely on motorsport and within a short space of time we were building DFV engines for teams such as Tyrrell, Lotus, Surtees, Shadow and Arrows. By 1978, we had completed over 100 engines with a number of race victories. In the 1980s and 90s, Swindon Powertrain came to prominence with our successful Vauxhall engine builds, including those for championship-winning BTCC cars.
In the early 2000s we started to do more volume work including modifying 14,000 cylinder heads for John Cooper Works MINIs. By this time, manufacturing and machining capability in-house had been bolstered by seven axis machines that enabled us to design and produce billet machined crankshafts, even in low volumes.
I took over the business in 2010 and started to look at building sustainability and consistent growth. We secured the contract to produce and supply the NGTC engine that is used by 18 BTCC cars and has racked up more than 80 wins. We now have built well over 100 units and I'm very proud of that engine's reliability and performance record.
We set up SWIND in 2018, a sister lifestyle brand that has already launched an electric bike and E-Classic, an electrified Mini. The latter highlighted the sheer lack of suitable powertrains out there for niche OEMS. So much so we had to create our own.
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By GlobalDataIs that what your EV 'crate' engine is about?
It got us thinking about the lack of compact and affordable EV powertrains for low volume cars, vans, off-road vehicles etc. There simply weren't choices available, forcing smaller OEMs to stick with ICE powertrains. Funded by the Niche Vehicle Network and working with Code and iNetic, we set out to develop an 80kW 'crate' HPD (High Power Density) motor, inverter and transmission that would fit in a range of vehicles and, crucially, be affordable from both a piece part and development cost point of view. The aim is simple; to accelerate EV adoption in those sectors poorly served by the larger tier one manufacturers.
Why do you think the larger suppliers don't offer this?
Regrettably they just aren't interested in lower volumes or accommodating the niche requirements at this moment in time. The pressure on them to create products for themselves leaves no room for customers looking for just a powertrain. This is what we found when we started looking for such a drivetrain for our own project.
We have designed a modular system … suitable for a range of installations, including vans, quad bikes and low volume sports cars.
What have you done differently then?
We have designed a modular system, with multiple fixing points and the ability to repackage elements such as the cooling pack and inverter. That will make it suitable for a range of installations; van, quad bike, low volume sports cars etc. Key was making it versatile yet compact enough to be packaged in that range of vehicles.
How compact is compact?
Actually very compact. I believe it will be the highest power/volume ratio on the market. It's just 600mm wide and 440mm deep and we can make it as little as 280mm tall. That's the motor, inverter, transmission and cooling system. And it weighs less than 70kg.
When will you start supplying?
We will supply the first unit by June 2020. When we launched the E-Classic, our electrified Mini, we had a lot of people asking for just the powertrain for their own applications. Some had previously resorted to ripping out drivetrains from crashed second-hand EVs. Those powertrains, even in small cars such as the Zoe, are still huge and heavy compared to ours. And you don't know the history of them; it's not an engineered solution.
Where does this focus on EVs leave the ICE side of your business? Can it continue?
That part remains strong. As OEMs now face the enormous challenge of having to develop new EV powertrains alongside maintaining existing ICE powertrains, suppliers such as Swindon Powertrain offer a flexible supplementary resource to support R&D, prototyping and low volume build. Current projects include both prototype and low volume OE powertrain projects producing crankshafts, cylinder heads and wiring looms. We are also undertaking more calibration and durability work on our automated engine test cells.
I think the historic side will grow; we recently built a Lancia Stratos engine and I think that specialists able to produce parts such as cranks or cylinder heads will remain niche and in demand.
Do you think we will see ICE engines remain in motorsport?
I believe that ICE will continue to have a presence in certain sectors of motorsport but electrification and hybrids will feature more prominently in manufacturer-backed series. The BTCC will introduce hybrids in 2022 as just one example of how these technologies are becoming more widespread.
It's nearly ten years since you took over. What have been the biggest changes in the industry you have experienced?
One major trend is that of cost reduction in the world of motorsport. From an OEM point of view, the trend of ICE downsizing and, of course, electrification. It has been a busy 10 years.
And what comes next?
Motorsport will remain one of our core offerings and is still around 50 per cent of our turnover. Our race engine build department is very busy with British Touring Car engines as well as other motorsport programmes and this will continue.
That said, our strategy is to diversify and expand across OEM, motorsport and our own lifestyle brand, SWIND. I previously mentioned the EB-01, our 15kW composite framed e-bike. That was conceived to demonstrate our capability of high-performance electric powertrains. We are now considering a military version of this bike as we think it's highly applicable to such applications. We've also had a lot of interest in the consumer version and that is progressing well. It's challenging but exciting times. I'm very positive.
