Summer Interlude - Drawing from the Past - The Construction of Lines of Thought

Herein, the intention is to demonstrate how the very process of sketching focuses the mind and allows for an illustration of thought with little more than simple lines.

The typically underlying drafting lines in drawing, that 'map-out' the picture or object, are typically known as 'construction lines'.  The base for the evolved picture in finished artwork, but very often the innate core of sketching, since sketching typically reflects an item in a visually simplistic form.

But in objects being drafted from thought, not as observed, and so 'visualised' in one's own mind, those lines also operate as the fundamental 'lines of thought' when considering solutions and simplistic descriptions.

As seen here with the conceptualising of a small utility vehicle notionally named the Land Rover 'AID'

[NB 'A.I.D' the acronym for 'Agricultural and Industrial Drone'].
 
The previous weblog focused on the notion of Defender morphing into an affordable EM dual use Tractor-Truck, in the mold of JCB's Fastrac. In the same time period through 1998, another less apparently radical Product Strategy notion was stillborn -  the Land Rover ATV / Quad.

It was previously highlighted as to how the BMW Board sought greater volume maximisation and so scale efficiency from the BMW Motorrad's (Motorcycles') operating cost-base. It had well understood the potential for entering the ATV / Quadbike / Side-by-Side sector whilst also aware that the BMW brand was not a natural segment fit. And that the Land Rover marque was the natural brand for any such product proposal and developed programme.

[NB Land Rover's Marketing Dept had previously applied the name to a short run of mountain bikes (strengthened and with suspension) as a 'brand extension', but it had always reeked of brand exploitation. The notion of Freelander owners in their suburban enclaves buying branded bikes and bike racks to self-substantiate their 'lifestyle' appearance and by doing so proffer the supposed purchase rationality for the vehicle. It was useful if seemingly cynical marketing for additional income streams, but ultimately did not sell as well as expected and did not cover the cost of apportioned overhead and external services costs].
Thankfully the branded bicycle came and went, but the motorised Quad-bike / All Terrain Vehicle idea obviously had far greater credibility to it.

And if the right proposition and  business case could be found - if given enough exploration time - it could add the brand gravitas that the marque itself was arguably losing, given the  understandable business bias toward mainstream Leisure and Luxury SUV / Cross-Over segments.

As a member of the small Business-Technical Strategy team (led by Anne Youngson, with Mike Shepherd, Chris Scaife and Katie Richardson) - I stayed for 4-5 nights a week on a local farm in Wellesbourne close to the Gaydon Design and Engineering Centre.

[NB The BBC's Country File programme on Sunday 25.09.2019 came from Warwickshire and had a piece on Wellesbourne Allotments. It was also serendipitous to see a photographic competition winner called David Brown...same name as the previous Tractor manufacturing mogul, and one time owner of Aston Martin (hence DB moniker), its HQ long since at Gaydon].

It was obviously the 'AGCO' sectors (Agricultural and Construction) aswell as other users such as Utility companies and the Military, that the proposed ATV / Quad / UTV would be targeted.

[NB the term AGCO in no way of reference to the conglomerate AGCO, which itself adopted the previously generically used portmanteau as its own name].

From rural Warwickshire to rural New South Wales, the historical precedent and experience of 'the voice of the customer' was always the same. Users wanted a highly functional "Mobile Tray" and nigh-on absolute (Japanese level) reliability.

It was what had served well for decades upon the rear frames of generations of Land Rovers, Toyotas and Nissans, and was a staple basic vehicle across the world.

Although the BMW Board and so Design Studio were seemingly infatuated with a Copy+ of the standard yet enlarged ATV formula, with its inherent disadvantages of lesser usable space and poor re-configurability, the true answer was recognised as plainly obvious...

...a back to basics "Mobile Tray" with 'Attachable and Reconfigurable 'Scaffold Frame'.

To very simply convey that fact - and vehicle architecture idealism - would require literally a basic set of 'construction lines' created on a Post-It Note.

[NB Indeed the Post-It Note itself was a metaphorical].

So as to illustrate the need for innate task flexible within the real world.

[NB As Confucianists knew well from their Master's teachings in The Dialects  - per the example of the tea cup -  it is not the object that is useful, but the very nature of the empty space it provides].

Although ATVs had started out as 3 wheelers, then sporting 4 wheelers, Honda had soon recognised theu usefulness of a more functionalist machine for farmers and land owners. That model called the Fourtrax ultimately became the 'Foreman', and effectively owned the market in 1998.

Today it is accompanied by a Side-by-Side named the Pioneer UTV; with other Side-by-Sides also known as UTV's (Utility Task Vehicles) today manufactured by America's: Arctic Cat, Polaris, Can Am, John Deere and Massimo....Japan's: Yamaha, Kawasaki and Kubota...Taiwan's Kymco...and China's CF Moto

All of these entering and growing the UTV sector only some years after 1998.

But when BMW was tentatively exploring the market, no true Side-by-Sides UTVs had appeared in any meaningful way, and the Honda FourTrax was effectively the only Utility ATV offering credibly available.

And although useful for very basic loads and tasks, it was also frustratingly limited for its users aswell.

It often could not carry enough on front and rear racks in either mass or volume, which then meant that a large 4x4 or tractor had to be used instead, which itself might be problematic in certain ground conditions or terrain given size and weight.

And even the raft of UTV Side-by-Sides that have since appeared are limited by their very architecture since the typically straddle both Sports and Utility realms and so opposing functional demands. Their rear bed and front rack lengths - though large compared to single occupant straddled ATVs - are still limited and though can carry heavier loads are typically high off the ground, which makes lifting the load to bed or rack level problematic.

In real world terms of AGCO use most, if not all, are still sub-optimal to the needs of users.

Although my time living on the farm was less than a year, it was obvious that during the 1990s that UK Arable and Livestock farming was changing, from the increasing demands then successful Supermarket chains for farming efficiency to reduced their input costs, to the new types of Equipment emerging designed to do just that: from JCB's Fastrac to Challenger's 'light-foot' caterpillar-tracked Tractor.

The kind Farmer who had hosted me had bought one of the first caterpillar-tracked Challenger Tractors in the UK. A massive and powerful beast, yet able to spread the substantial load by 'treating lightly' over his arable fields so as to reduce soil compaction and so boost harvest yields.

His family had a few Honda Quadbikes and they were undoubtedly useful since they  could tow small trailers, but this in itself was inefficient, since it did not conform to the operational efficiency of the ideal: a unified 'Mobile Trailer'.

What was required by the AGCO users of the world was something simple and effective....in the form of a 'Mobile Tray'.

[NB Perhaps the closest interpretation of this ideal had been created by the US Military in 1956 with the M274 half-ton Utlity Platform. It proved so very useful in Korea, Viet nam and elsewhere for both Front-LIne Support and as a Run-a-About on Bases. it lasted over 30 years and had been so useful because it was so basic. By 1998 I'd only caught very few momentary glimpses of the machine in real and cinematic  film footage about Viet Nam.

That had always 'struck a chord' as the near perfect solution. US farmers and many others undoubtedly welcomed those Military Surplus sales from the early to late 1980s].

But beyond being a 'farmer's friend', a 'Mobile Tray' would also be of use to general Light Industry, Construction and also NGO's working in EM regions when providing Aid and Development Assistance; typically building Infrastructure.

It was hoped the dual offering of the new Land Rover AID ATV would also help boost sales of Defender and Discovery to NGOs, since Land Rover could then provide a broader Mobility Package to suit utility customers' various needs.

Hence previous observation of (very obvious) best practice and a rational/objective thought process led to the 3 sketches depicted in the graphic window above.

Once again, as was so typical of the period, the very basic solution laid upon a quick to hand 'Post It Note', and scrap paper. Various scribbles created between Q2 and Q3 1998.

The three very basic renditions show:

1. My much preffered 'Mobile Tray' concept per basic 'flat pack' architecture, compact packaging and reconfigurable functionality.

2. My far less preferred 'Stylised' 1 or 2 person Side-by-Side, lightly referencing Freelander's face (since unlike Defender it smoothly incorporated its light units into the nose, so matching the style trend for increasingly 'car-comfortable' Tractors) and use of Plexiglass as mud and dirt guards yet also allowing view of front wheels, and also aesthetically matching the Plexiglass use on previously mentioned 'Titan'.

As stated, the 'Mobile Tray' obviously offered far greater utility given its simplicity and adaptability and was 'fit for purpose' (another LR trope). Whilst any  'styled' 1 or 2-person ATV would have far less usable space, with only a comparatively small rear bed, possibly hinged front cubby boxes (as shown) and archetypical attachable front rack (not shown).

[NB The Design Students' renderings were slick and sensibly offered slightly more usable space via 'fold-out' features, but were similarly constrained by standard ATV / UTV packaging. And whilst displaying the 4x4 cues (ie sum guards, bars, lamps etc) and slightly better evolved functionality of the Honda (given bigger vehicle footprint and rear bed), the Studio solutions were still sub-optimal compared to the basic 'Tray' format that is so beloved by the typical user who wanted innate function over style. Substance had to supass style, to provide as much carrying volume capacity as could be possibly achieved.

Hence the the two 'Post It Note' sketches:

1. an elongated 'U' shaped platform that spanned between and over the axles / wheels, to provide as much flat space as possible.

In this regard it had visual connotations to the Mini Moke, but without box side sections.

2. Load pace limited only by the drive-train, drivers seat, steering column, basic instruments  and roll-bar (not shown) - taking minimal space. No pedals, since all motive functions hand operated from 'handlebars'.

3. Air-cooled or Oil-cooled motorcycle derived Boxer engine(s).
The sits beneath the single seat, shrouded and vented.

BMW was historically renowned for the durability and torque of its air-cooled 2-cylinder 'R-series' Boxer engines mated to shaft drives ; but had changed to water-cooled In-Line 3 cylinder 'K-series' units by the mid 1980s.

In an effort to minimise product built costs and programme development costs, the initial intent was to ideally utilise a low-revving - so low stressed - yet high-torque air-cooled engine, so as to reduce mass, space, complexity and costs of any water-cooled. That meant redeploying the still retained engine block casting tooling for the 'old' R-series.

Or to even go as far as to create a 'Boxer 4' (as shown) by mating together two R-series units, with use of an intermediate flywheel. This to connect to starter motor and critically to produce a more finely balanced 4 cylinder unit (as shown). The intention of the more powerful 'mated 4' to achieve better balance and smoothness when transferring power to the front and rear axles; very necessary for off-road or sloping wet grass terrain.

If those standards and evolved ideas unfeasible, then the later 3 cylinder K-series which had also recently been 'run-out'. Again re-utilisng its tooling for then less regulated 'Off-Highway' use.

4. 4WD system possibilities:

4a. The Radical Option (shown): The power unit connected to easily detachable fore and aft driveshafts  (each axle with own CVT trans-axle) to assist non-slip traction (ie akin to an auto gearbox) and re-apportion mass across length of vehicle.

or

4b. The Conventional Option: typical ATV power-train set-up with engine-mounted gearbox and transfer-box, prop-shafts fore and aft and basic fore and aft differentials

[NB this configuration attractive given BoM cost, project time etc and would obviously match market convention, but had no technical advantage and actually a compromise compared to more innovative lay-out].

5 Low Centre of Gravity achieved by:

5a.  'U' shaped central load bed, allowing heavy loads to be carried next to driver and critically as low as possible.

5b. Powertrain, occupant seating and specifically the 'low loader' layout of the 'U' shaped platform, set 'between the axles'.

This was very much needed given the spate of ATV roll-overs that had occured (mostly on Sports machines), and so very clear that as much mass as possible must be kept as low and even as possible, to keep the machine well balanced.

5c. Fuel tank and Battery off-set located underneath the platform on load-side, opposite driver, to act as off-set ballast masses.

That assisted by...

6. Rudimentary 'self'-leveling suspension:

6a. (Not air cross-link air, not boge-strut because of cost). Likely torsion-bar system.

6b. Possible user self-wind /self-jack system on strut tower to ensure lateral and longitudinal levels for heavy and multi-stack loads before operating.

6c. Simple off-set ballast method (as per tractor nose weights)

7. Extendable 'fold-out' trays both fore and aft, over axles. To obviously provide addition load-bed length.

8. Load Management via 'Scaffold' Frame system

The need to manage loads was a priority given likelihood of load slip and inevitable need to partition the load. So need for a modular  'scaffold' type system that was easy erect, and could be inter-locked at the 'nodes', yet strong enough for load tie-down via ratchet straps, straps or rope, and could serve as 'wall frames' with use of at-hand materials.

8a. Larger bulkier items to be stored on central cargo floor(s), whilst lighter items on fore and aft trays and light long items lashed overhead.

8b. Stake-side or Curtain partitions for various loads; from loose boxes or hay-bales, to injured / dead livestock.

8c. Heavy and or tall items for ratchet tie-down (eg oxy-acetaline gas cylinders).

8d. Basic 'canvas' roof and roll-up sides as optional weather protection

9. Business Model :

The basic business notion was to gain stronger relationships with customers via improved Customer Care and the ability to co-create Land Rover Utility vehicles.

9a: External "Customer Connection"

Providing for far greater After Sales Service so as to better serve the customer and regain what were declining business connections to Utility customers.

This starting with basic 'Options List' (eg weather protection, additional lighting etc) through to 'on site' Vehicle Servicing and Repair.

9b. Internal "Technology Transfer"

It was intended that new functional solutions could be applied to both the ATV and to Defender 2. Hence the 'Scaffold' system would be modular to both vehicles.

9c. Possible JVs

LR Strategy Unit had also had exploratory talks with Steyr-Daimler-Puch to consider a new Forward Control Military vehicle (internally called 'Condor'), effectively updating or accompanying the Pinzgauer 4x4 and 6x6 and bringing back the iconic Forward Control LR from the past.

Steyr Puch had also long previously manufactured the Haflinger small carry truck (which inspired the FC Pinzgauer). So it made sense to - if the FC project happened - possibly operate a Joint Venture for 'AID' aswell with both LR and SDP branding for different global markets.

Although obviously BMW Motorrad was the prime powertrain and ancilleries provider, there was also opportunity to - if the BMW business case was ultimately problematic - create a new JV with Honda's Motorcycles division.

(NB Thus the run out of Honda platform based 'HH-R' Rover Cars might be renewed with an all new mutual NPD opportunity utilising Honda Motorcycle powertrain and components).  

10. Naming:

The previously shown Defender 2 'Post It Note' sketch, highlighted the lasting influence on myself of the Robotic Drones Huey, Louie and Dewey from the film 'Silent Running'.

Hence they were similarly influential on the initial exploration phase of the  Land Rover ATV, o the use of the term Drone felt fitting.

And so the notional name that of the Land Rover AID (per Agricutural - Industrial - Drone); given its role as basic utilitarian aid.



[NB Also at that time another 'drone' was being re-created in-house at the Gaydon Design and Engineering Centre.

The age old electric 'Carry Cart' used by the Facilities Management to ferry many items (from building-services items to 'Tear Down' vehicle parts) was visually out of kilter with the new building; since it was the typical 1960s archetype. It was ultimately re-skinned with an overt 'Sci-Fi look'. But that was also out of kilter since it had no visual relationship to the building. Had it been re-skinned to match the aesthetics  of the building (SDC architects')  it would have  than exemplified the unification aims behind good Corporate Design Management (as extolled by Frank Pick, in the London Underground manner and many 1980s/1990s examples that had deployed it as part of Privatisation, such as BT plc's Phoneboxes, BAA plc's Airports etc).

It was said by one well known architect that "God is in the Detail", and that Cart could have been far better presented as an integral yet mobile element of the building's innate function and character.

Thus, as as per the Land Rover 'AID' concept, the innate idea that 'less is more' and befitting and reflecting the usage environment. Either way, across 1997-8 the idea of Drones were 'in the air' so to speak, even if on four wheels and so firmly on the ground].

As for the Land Rover ATV in whatever guise - preferred 'Mobile Tray' or even 'Styled'...

....the fact that the Rover Group Board was far more concerned with internal political machinations, accounting matters and their own next personal move if BMW's axe fell, meant that (like previous 'Titan') the opportunity for even cheaply conceived high potential Land Rover model extensions or all new products had little chance of being properly explored, even for high potential opportunities.

And neither would such exploration prosper latterly under Ford ownership, since the business rationale was always inevitably - and rightly - focused upon very necessary cost-down initiatives, most obviously achieved via synergies in shared technical systems, driving down operational overheads and cross group input costs.

So the Land Rover AID prospect - as a true 'beast of burden' (in the M274 'Mechanical Mule' sense) would never make it beyond basic (yet very credible) macro business case development and the accompanying initial 'Post-It Note' sketches.

That a frustrating missed opportunity given the veritable explosion of the UTV sector worldwide.

Sad irony is that it is exactly in times of business turmoil, such as then, that the impact of substantial low cost, meaningful, new business possibilities matters most. That is the real test and mettle of a company's Board.

[NB The now Lord Bamford innately recognised this when JCB was suffering from an influx of ever strengthening AGCO sector competition in the late 1980s/early 1990s, Thus the Fastrac project was born to be of real use to increasingly time and cost conscious UK and European and RoW farmers].

As seen it would take TATA Motor's acquisition to inject the funding that Land Rover (and all JLR) needed. Even if in the striving for profits and business sustainability and so stability, the brand's overall innate persona was taken yet further away from its highly functionalist, solutions providing origins, from agricultural in Argyl to adventure on the African plains.

The sketches here tell of a corporate context from 2 decades ago, yet the the central message today that is drawn from it, is to nurture the preciousness of drawing to evolve one's own thoughts and relay those thoughts to others....whether on Post-It Note, scrap of paper or your own sketch book.

And to critically allow even the basic process of drafting construction lines to open-up various lines of thought and so options for general intellectual inquiry.

Construction lines are the very basis of drawing, from quick sketch to years-long masterpiece, and as such are vitally important as the foundations of a drawing.

It may be (as here) that they form the very body of the work, they are the essence.

Or will in the case of a finished picture, be used to 'build' the picture initially....to delineate the basic schema behind proportions and eye-lines of the finished piece to come; whether landscape, still-life, composition of figures or singular portrait.

In the broader Macro-Economic picture of today, given the still very evident Monetary and Fiscal Economic after-effects of the Great Financial Crisis which to this day still affects the UK economy; the impact of ratcheting-up increasing 'Cold War' politics in trade; and the possibile ramifications of a 'No Deal' BREXIT....

.....it seems that much of British business would do well to analytically reconsider the innate strength of the 'construction lines' behind their own business models, products and services.