Whilst building colins mk2 escort in 
2003 and on his first visit to our workshop ,Colin was talking about problems he had, when driving other manufacturers cars whilst under contract, which was at this time with Citroen. He had taken a great deal of interest in our DJM KA, so named because of the vast amount of changes made to it compared to a normal Ford KA and because of these changes the cars are registered new, but not as a ford. Someone on that day said to Colin how cool it would be to have his own car and with it, no contractual problems, and so as they say the R4 was born.
We started planning the R4 during the latter half of 2003, with the immediate considerations being what cross over information we could use from the development of the soon to be finished Escort, the main areas of interest were initially vehicle weight and balance, engine, transmission and brakes. The weight of the Escort was a major surprise to Colin, it being approximately 300 kgs lighter than his regular WRC spec machines, and so weight saving became a huge factor in the R4 design and as important to Colin as it has always been to us. Safety was paramount in the R4 design and so we decided it was advantageous to use a steel passenger cell section, complimented with a steel chassis/spaceframe.
For ease of manufacture and cost implications we decided it would be best to use an existing car for the passenger shell needs. After exhaustive research the only car that ticked all our boxes was the Ford KA shell with which we were extremely well versed in, anything else was either too small, too large, too square or just too heavy. The KA has a nice windscreen rake which also gives it long doors and hence a reasonably sized passenger cell. Our first major considerations were the overall size of the car, its wheelbase and its track. The ratio of wheelbase to track is a very important pre-requisite and so it was decided, with major input from Colin, the car would have an overall length of less than 4 metres, a wheelbase of 2.5 metres and an overall width equal to that of the current WRC specs that being 1.8 metres and the track - well, we wouldn`t want to give too much away!!
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With all these factors in mind we started initial drawings and sketches of the proposed R4. This took place over many months into late 2004. At the same time we were doing initial design work on the look of the car we also layed out a full size mock up to study different engine and transmission layouts before we started on any computer aided design (cad).
On our first major test with Colins Escort a pre rally test for Colins own rally, the 2004 Colin Mcrae stages rally , the outsourced gearbox exploded!!. This left us with a huge problem , in as much as there are so many different gearbox and transmission manufacturers, who should we choose .After much deliberation we decided to bite the bullet, do some major investment and proceed to make all the R4 transmission and with that have Colins input and endorsement on the new products once developed, all of which were to be within reason universal.
The most important transmission product at this juncture was to be the gearbox, and with that we set about its design and manufacture.
With all MSA ( UK governing body for motorsport ) regulations in mind we had 3 engine possibilities, Millington as in Colins Escort 2.5 litre 4 cyl, production car derived V6 2.5/3.0 litre, motorcycle derived V8 2.4 litre.The obvious option was the V8, lightweight, compact, verygood BHP and reasonable torque. However there were at the time rumblings in the belly of the MSA with regard anything motorbike derived, in the engine department.Whilst we at this time obviously wanted to comply with all things MSA,we also did not want anyone to know of our plans ( possible permission from MSA needed to comply with future regs ), and so we decided to use both the Millington 4cyl 2.5 litre for all rally car applications and a twin turbo V6 3.0 litre for circuit /road use, both of which were well within any current or proposed regs.
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Late 2004 we started to test our new gearbox in Colins Escort it was an instant success, this now left us in a position were we had the basic layout for the R4 in terms of engine and gearbox, so we could now concentrate our efforts on both bodywork design and with that chassis and suspension constraints.In early 2005 we suggested to Colin that in order to speed up the bodywork design, we could use his association with Codemasters (producers of the Colin Mcrae rally games ) to produce a CGI (computer generated image ) of the R4 using some of our initial sketches, to a design we all liked , this was a huge aid to us as it now released more of our valuable time to both run and develop Colins Escort and make headway with the R4 design as a whole.
We set ourselves and Tom Webster/ Keith Burden (they worked on the bodywork design independantly of codemasters ) a target of being ready to start on a full size bodywork model (called a Tool /Plug) by april 2005.
With the Bodywork design finalised we started the mammoth task of hand crafting the fullsize model of the R4 which would eventually allow us to produce moulds, then from these produce panels in all manner of materials. We had initially allowed ourselves 16-18 months to complete this process, which would give us time to refine the bodywork design and continually evolve it into the finished full size article.
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Colin sp
ent many many hours with us during this time, and became very intrigued into the process by which we constructed a lifesize R4 from nothing more than a few CGI`s ,a lot of artistic licence and a serious amount of hard work.We asked Colin on many occasions would he like a pair of overalls in order he could help, to which he always replied “ the only overalls I wear are the racing variety “ we never did get him to spread any body filler !!!!
During the spring 2005 we had various meetings with Colin and the MSA to try and determine a final car spec that would be rally eligible within the proposed rule changes to K37 ( this is part of the book of regulations governing motorsport ).The final spec was to be a fully spaceframed, twin wishbone all round, 4wd, front-mid- engined ultra lightweight car, that could be used on all manner of surfaces and disciplines.
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With the gearbox proving to be a winner and now being used in Colins escort with a paddle shift system, we decided to push on with the rest of our new transmission parts that we would need to start and build the prototype R4. This would consist of a Magnesium cased differential unit that was to be used both front and rear in the new car . A centrally mounted Magnesium cased transfer box, centrally mounted to allow for ease of service, weight distribution and to maximize passenger room within the cockpit and an all new Magnesium bellhousing which would allow us to use a tiny 5 1/4” triple plate clutch and so get the engine as low as possible in the new car, a direct centre of gravity improvement.
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The next stage in the R4 project was to decide on ergonomics in and around the cockpit, this again had a major influence from Colin as safety was paramount in the design and contruction of the R4. Many hours were spent with varying size seats and with our transmission products some of which were still mock ups at this stage, to get a “good feel” for the cockpit layout.
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By the end of 2005 we had all of our prototype transmission parts ready. The full size bodywork plug/tool was now 75% completed in that one half of it, the right hand side, was now completely finished and the left hand side was about 50% complete with just the symmetry to finish (the hardest job of all to make a mirror image of the finished side). We were now ready to start actual construction of the prototype R4.
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We decided to only produce about 75% of the chassis on CAD this being front and rear torsion boxes including wishbone and damper pick up points and the complete floor and underside leaving the cockpit A and B pillars, roof and door bars to construct as we went along this giving us more flexibility to refine the cockpit ergonomics.
With the initial prototype well underway by Spring 2006 Colin tentatively mentioned that he had been approached by the organisers of Goodwood Festival of Speed 2006 who were interested in having the R4 on display. This of course delighted us all but gave us the daunting task of having a little over 2 months to get the prototype R4 to Goodwood. With the gauntlet thrown the race was on. With only 2 weeks to go, we made moulds of the full sized R4, allowed 6 days for them to cure, made panels in them had them painted and finally fitted them to the now finished chassis 2 days before the show. Each and every part was then fitted onto the car, some of them for the first time and we made it by the skin on our teeth!!
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The car was very well received and made for yet another surreal weekend!!! Standing back watching hundreds of people queuing for Colin's autograph whilst Colin overlooked his new pride and joy!! Another interesting part of Goodwood was to be there early in the morning, before general public arrived, to watch many rally and racing stars take a look around the new car!!
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A Famous Face |
Colin Signing Autographs |
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Post Goodwood the race was now on to get the R4 now being talked about throughout the world ready for its first test. We were determined to be ready for testing by the end of that year as there was now a lot at stake for all concerned. Towards the end of 2006 the MSA once again became interested in the R4 and so in a bid to prove it had a place within the current and future regulations, all parties involved agreed we would sacrifice an initial pre Christmas test to get the car into a road legal, road registered and MSA log booked vehicle. This slight change of direction involved a fair amount of rework and re planning as the prototype R4 would now need to meet the DOT (Department of Transport) test requirement - the SVA (Single Vehicle Approval).
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This test also meant for the first time the number of cars to be produced would become relevant as we would SVA the cars under the low volume banner. In making the car road legal we also became the first ones to drive the R4 (wow!). By late January 2007 the R4 prototype was both MSA logbooked and road legal its registration number: R400 CMR. The scene was now set for the cars initial shake down/tests at the end of February 2007. This was to be a totally secret affair. As part of the test Colin had booked what he called a ‘rough, gravel section’ this to most people would be a place only passable by a motorbike, a horse or a tank!!! But to Colin this would prove if all the theory and hard work was in fact correct. To add to this Colin told us he would be borrowing his old 6R4 to do some back to back tests between the two cars. This left us a little apprehensive as, to date, the only mileage the car had done was to and from the SVA.
February became a blur and we cannot remember just how many late nights were worked!!
At last we were on our way to chateau McRae’s with hearts in our mouths and baited breath. David was fortunate enough to have the first ride in the car with Colin on the roads and lanes around his house. The smile on both his and Colin's face made 4 years worth of planning and hard work very satisfying. The majority of that day was spent tinkering with the R4 in Colin's garage in readiness for the gravel test.
That evening we traveled down to New Galloway next to the gravel test.
After a hearty breakfast, the following morning we headed off into a rain soaked forest to meet up with the test organisers and safety team. The full meaning of ‘rough, gravel test’ now became painfully apparent (it was an epic adventure to get van, car and trailer up to the service area for the test!). It became obvious just how bad the weather was as Colin, who normally flew in to all tests, arrived in a car wearing overalls (of the racing variety!).
As we were getting the R4 ready for its maiden gravel voyage Colin took his old 6R4 along with its new owner, John Crawford for a look around the stage. On their arrival back in the service area both Colin and John commented on how rough the stage was - the R4 was about to find out!!! With our breath held we watched Colin and the R4 drive off onto the stage. The next few minutes seemed to last forever as we waited for the induction noise of the Millington. After a few laps in came the now battlescarred R4. With a splitter missing and an inordinate amount of mud on it we set about doing a few checks. Colin tight lipped as ever asked for a few damper setting changes and with the stage still fresh in his mind went back out in the 6R4. Upon his return the 6R4 now suffered from severe rock damage and with it a hole in the floor.
Undauntered, Colin set off for the R4’s second run. This time the car was audibly much faster and on the stage for much longer, eventually Colin and a now quite battered R4 returned. The rain at this point was horizontal. Colin and some of his friends retired to his car to dry out leaving us all wondering what he thought. The bodywork as well as the underbody protection had taken a real pounding. Over some light refreshments served in his car, we tentatively asked what he thought, his answer - “unbelievable!” and carried on to say how amazed he was that for a first test, to go from design stage to finish prototype car and it work so well in such a ‘rough’ place, was a credit to us and his comment was “it was well worth waiting for”. And as for the comparison with the 6R4, he said “it was no comparison!!”. With enough damage done it was off to the pub for some more ‘light refreshments’ and a full debrief.
With the R4 now safely back at our base and with enthusiasm and excitement in abundance it was decided that the next stage for the R4 was to be some transmission durability testing. This was carried out a couple of weeks later at our local test track Blyton Airfield. This again was a fantastically fulfilling day for us all as we got to witness first hand and at close quarters the R4 at ‘full chat’.
It was now time to hand over the R4 to its rightful owner. Colin now had his PR machine in full swing and with it the worlds motoring press salivating. It was agreed with both parties that all PR and testing could now be carried out from Colins base in Lanark. This would alleviate geographical problems when testing for us and free up our time to carry on work with the second R4, which was to be a left-hand drive rally car version for the first R4 customer. The next few months were now fully planned to ultimately lead up to the Goodwood Festival of Speed 2007 when the public would have unleashed upon them the now rally ready R4 driven by one of the worlds most entertaining drivers.
One of the first major changes in this period made to the R4 was to add Colins livery to bring it in line with his range of shoes and clothing and his own corporate identity. Much of our time was now spent getting together a spares package in readiness for Goodwood and at the same time a package of test and development parts predominantly suspension and transmission items to be used during the Goodwood Festival if time allowed and if not during the post Goodwood test programme.
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Goodwood 2007 was to be an awe inspiring weekend. The R4 was used to launch the start of the Festival during which Colin performed donuts outside Goodwood House!! The atmosphere surrounding the first few runs of the R4 on the rally stage was unbelievable, especially when considering the number of rally and race stars and the calibre of cars. During the weekend Colin and the R4 made many runs around the slippery chalk stage with Colin ultimately setting the fastest stage time in a 2007 Subaru Impreza WRC, however, many people including ourselves commented on how Colin seemed to be driving the R4 slower than the Impreza, when questioned on this point Colin merely grinned and replied “we don’t want to upset too many people too quickly!!”
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It goes without saying Goodwood created a huge amount of interest in the R4 from both public and racing stars alike. It was even mentioned at the time that Petter Solberg may well have his name on the first customer R4!
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R4 Being re-prepped in readiness for Autosport 2008 |
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