Home' V8X Supercar Magazine : Feb Mar 2015 Issue 85 Contents 31
sets the standard, and we’ve still got to
get to that level, but we can’t rip it apart
in the end and win the championship.
Tim: The eight engineers will benefit
from the one or two that we bring in to
join them because they’ll bring experi-
ence from elsewhere and hopefully some
other ideas and concepts that will spark
We had a couple of new engineers join
us only 12 months ago and they brought
different things to the table. Any busi-
ness with 60 people working in it is going
to have change, and in fact Grant is the
only one out of 60 people that’s left.
I’d describe that as a pretty small staff
turnover; not many businesses have that
low a number. Obviously the continuity
on Mark’s car, yeah, that’s a disappoint-
ment because it does take a bit of time
for an engineer to build up that rapport
with his driver. But we’ll work through
Or you could argue the opposite,
couldn’t you, that if you haven’t been
able to make that last step, then
change is actually needed?
Tim: You could absolutely argue that.
Dead right. We’ve just got to make
correct and subtle changes but we’ve got
to continue to make changes or else you
just get in a stagnant situation. We’re
finishing too many times as bridesmaids,
and that is what we want to change.
You have a new car this year, the FG X.
Is that the key to it now for you?
Tim: Car of the Future is only two years old
and we were used as the baseline for aero
testing and I think we were the most penal-
ised of all the manufacturers because we
didn’t change the body, we couldn’t change
the aero. We’ve carried some penalties, no
question that we’ve carried a penalty at
some of the tracks.
Rod: We’re the only manufacturer that
hasn’t had the opportunity to homologate a
Car of the Future. Our car was just a carry-
over from the previous spec Supercar, so our
car was just the datum for everybody else.
And then it was nobbled at the rear, because
some of the others were struggling to get the
same downforce; that had a massive effect
on balance because all they did was cut our
rear downforce. We’ve had no opportunity
to try different things, we were just handed a
car and said, “There you go, that’s what you
had before and you’re going to run the same
aero package, oh and by the way, we’re going
to take two degrees off the rear wing as well.”
Two degrees doesn’t sound like a lot...
Tim: At some circuits, two degrees makes
jack-shit difference, and at other circuits
Did you try to go back to the homolo-
gation table before this FG X?
Tim: We’ve raised it on so many occasions
we were blue in the face with V8 Supercars;
nothing happened and we just had to live
with it. To be honest, we gave up the fight
12 months ago as we realised we were flog-
ging a dead horse.
Are you happy with what you’ve got
Tim: Yes, we’re happy with the new car,
the process gave us the opportunity to try
different things and achieve the numbers
in different ways. We tried to come up with
as many different options as we could for
testing. Hopefully we have got it right.
What are the three things that you
have to do to go one better this year?
Tim: Firstly, we’ve got to improve our
qualifying. We went through a period prior
to 2014 where we could qualify well and
we saw the drivers get plenty of poles, but
we didn’t race that well. If you look at last
year, we had a far better race car, but not
so good for qualifying.
You just can’t have that – you’ve got to
be able to tune the car to get a qualifying
lap time out of it, on average in this cat-
egory you only move forward or backwards
three places in a race.
You’ve got to qualify well – and that was
The team formerly known as Ford Performance Racing
heads into the 2015 season still searching for that elusive
championship – and with the loss of Ford funding on the
horizon. Prodrive Racing Australia bosses Rod Nash and
Tim Edwards discuss the challenges ahead.
LEFT & RIGHT: Ford
Bathurst 1000 wins
couldn’t tempt Ford
Australia to maintain its
V8X85 p30-33 Prodrive.indd 31
23/01/2015 5:08 pm
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