Tier 1 · Tier 2 · Hypercar · Restomod · EV

Additive Production for Automotive

Your bridge to production, and the parts nobody else will make. High-performance production parts in days, not tooling lead-times — for the fixture that’s down, the bridge to your tool, and the OEM deadline that won’t move. PPAP 1–4 approved, 25 vehicle programmes delivered, 2.5m+ components in service.

Get an instant quote → Discuss a programme

Automotive 3D printing UK · Tier 1 additive production · hypercar 3D printing · PPAP approved · A-class paint

Overview

It usually starts with one awkward part

A bracket your supplier has just discontinued. A duct that needs a tool you cannot justify for 300 cars. A redesign that has to be on the line next month. Different parts, same problem — it has to exist, and moulding cannot make the case. That is the call we take every day.

RYSE 3D is a UK polymer additive manufacturer — FDM, SLS, SLA, MJF — that makes the part, finishes it, inspects it and ships it: one roof, one team you can hold to account. From a garage in 2017 to 25 vehicle programmes, a UK factory and two King’s Awards, we make the polymer parts most shops will not touch.

RYSE 3D production floor in Shipston-on-Stour with industrial 3D printers and finished automotive parts

● On-site finishing & A-class paint — vapour smoothing, bead blasting, polishing, dyeing, coatings and paint, all in-house.
● Inspection & 3D scanning on-site — parts verified to tolerance before they ship.
● Real engineering materials — plant-based PA11 through to carbon- and glass-filled PA, PPA-CF and PET-CF.
● Bespoke pellet-fed printers, built in-house for true production output.

Facility	8,000 sq ft, Warwickshire, UK
Production printers	100+ machines
Vehicle programmes delivered	25
Parts per programme	Up to hundreds of parts per car
Components in service	2.5m+ across vehicles on the road
Quality process	PPAP 1–4 approved

Case studies

2.5m+ PPAP-approved parts, and counting

Every part below shipped on a real programme. When we say we will run your parts, these are the receipts.

A-class painted show-car body produced by RYSE 3D for the Longbow Speedster, deep metallic green with a mirror clear coat

Longbow Speedster — full show-car body

FDM large-format & paint · printed in 6 weeks · 5,850 × 3,200 mm (bonded sections)

The entire show-car body, large-format FDM, printed in sections then bonded, painted and finished in-house.

Aston Martin Valkyrie on the production line, a programme for which RYSE 3D supplied hundreds of 3D printed parts per car

Aston Martin Valkyrie — hundreds of parts per car

MJF, SLS & FDM · full production run

Across the Valkyrie’s full production volume, we supplied hundreds of parts per car including temperature-stable brake ducting that holds varying wall thicknesses without losing quality.

Large-format HVAC ducting assembly produced by RYSE 3D for the Jaguar Land Rover long-wheelbase Range Rover programme

JLR Range Rover (LWB) — HVAC ducting

350 car-sets in 3 months · MJF · dimensionally inspected in-house

Bridge production of HVAC ducting for the long-wheelbase Range Rover, tested at 80°C for 96 hours and crush-matched to the original HDPE, keeping vehicles shipping while the tool came good.

A production run of matte black automotive duct components finished by RYSE 3D for a restomod programme

Engine ducting & intake manifolds

700-car programme · turbo intakes, clean-air manifolds & engine ducting

For a restomod manufacturer, we produced turbo intakes, clean-air manifolds and engine-bay ducting across a 700-car programme — heat-tolerant, repeatable and ready to fit, run after run.

Across 25 vehicle programmes we have made most of the polymer parts on a car that are not load-path critical — ducting, cooling, housings, intakes, centre consoles, trim and ESD-safe parts. If it is polymer and it is not holding the car together, chances are we have made one.

What you get

We’re not a print shop — we’re the production line for the parts moulding can’t reach

Two people usually sign this off, so here is what each of you walks away with.

For engineers

● Parts that survive the car — real engineering polymers: carbon/glass-filled PA, PPA-CF, PET-CF. Not hobby plastic.
● Tolerances you can sign off — ±0.3 mm up to 100 mm, then ±0.3 mm on the first 100 mm plus ±0.1% for every 100 mm beyond, inspected in-house.
● Geometry moulding can’t make — consolidated, lighter, free of tooling constraints.
● A straight answer on process — we tell you what fits, and what doesn’t.

For buyers

● Parts on time, every time — 2.5m+ in service across 25 vehicle programmes.
● One supplier, not five — print, finishing, paint and inspection under one roof.
● A programme you can defend — PPAP 1–4, ISO 9001, full traceability, NDA-compliant.
● A line that keeps moving — bridge production while your tool is cut.

Send us the CAD → No CAD? Send us the part

Automotive teams we support

Trusted behind the line

Aston MartinMercedes-AMGJaguar Land RoverLotusGordon Murray DesignWilliams Advanced EngineeringRed Bull Advanced TechnologiesMultimaticMorganMcMurtryNorton MotorcyclesTextron Specialized Vehicles

What we run

Tell us the part. We’ll tell you the process.

Nobody orders “an SLS part”. They order a part that has to do a job and perform. We run all four major processes, so your part goes on the one that performs, not the one machine we happen to own.

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SLS · Selective Laser Sintering

Tooling-free functional nylon. Max build 165 × 165 × 300 mm, up to 500 × 500 × 750 mm for PA12-CF. PA12, PA12-GF, PA12-CF, PA11 (plant-based), TPU 90A. 1–3 days express, 5–7 days standard.

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FDM · incl. large-format

Engineering-grade & large parts. Max build 500 × 500 × 900 mm (340 × 320 × 340 mm for PPA-CF). PA6-CF, PA12-CF, PA6/12-CF COPA, PA6-GF, PPA-CF, PET-CF, PC-FR, PETG-CF, ASA, ABS. 1–3 days express, 5–7 days standard.

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SLA · Stereolithography

High-detail, rigid & flame-retardant. Max build 353 × 196 × 350 mm. Rigid 10K / High-Temp Ceramic-Filled, Tough 2000, Black PU Cast-Like, Flame-Retardant (UL94 V0), ESD, Clear, Flexible 80A. 1–3 days express, 5–7 days standard.

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MJF · Multi Jet Fusion

Durable functional end-use. Max build 380 × 284 × 380 mm. PA12, PA11 Gen2, TPU 01 (Shore A 88–90). Finished vapour smoothed, bead blasted, vibratory polished. Lead time 5–7 working days, standard only — there is no express tier on MJF.

Not sure which? That is the point of the quote — upload the CAD and we will spec it for you, free at our instant quote tool.

Where we fit

When we run your parts, here’s where they land

Additive earns its place when the tool can’t be justified, the geometry is awkward, or you needed it last week. For low-volume OEMs (roughly 1–10k cars/yr), hypercar makers, restomod and coachbuilding houses, classic restorers and EV start-ups, that is most of the awkward jobs.

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End-use parts

Interior & exterior parts, brackets, ducting, housings and bespoke trim, produced to fit and finish. Process: SLS / MJF.

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Aesthetic & patterns

Aesthetic masters, patterns and visual models where surface detail leads. Process: SLA.

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Large parts & tooling

Large body sections (bonded), jigs, fixtures, assembly aids and bridge tooling. Process: FDM / large-format.

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Functional prototypes

Iterate on form, fit and function before you commit a penny to tooling.

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Bridge production

Keep vehicles shipping while injection tooling is cut, then scale or hand over.

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Low-volume series

Repeatable end-use components across a build run, with no tooling spend.

Right part, right process

Additive isn’t the right answer for every part, and we’ll always tell you so

The value is putting your budget where additive genuinely beats moulding: lower cost at your volumes, real design freedom, and parts in days instead of tooling lead-times. Where that line sits depends on the part — small parts packed into a build stay ahead of moulding at almost any volume; bigger or more complex parts suit additive up to roughly 10,000 units a year, after which moulding usually wins on unit cost.

Where additive wins for you

✓ Tooling can’t be justified for your run length — skip the tool, keep the cash.
✓ Design freedom — lighter, consolidated parts moulding can’t make.
✓ Speed — parts in days, not tooling lead-times.
✓ Obsolete or restomod parts no one else still makes.
✓ Bridge production that keeps you shipping while a tool is cut.

Where we’ll tell you straight

● True high volume (>10k/yr)? Moulding usually wins on unit cost — we will bridge you while the tool is cut, then hand over.
● Metal or load-path critical parts — we are polymer, so we will point you the right way.
● Need AS9100, NADCAP or ISO 13485? We hold ISO 9001, Cyber Essentials and PPAP 1–4, and we will be upfront that those specific certifications are not ones we carry.

Send us the CAD, no charge →

FAQ

Automotive 3D printing FAQ

Do you produce production-grade automotive parts, or just prototypes?

Both, and production is where we are strongest. We are PPAP 1–4 approved with over 2.5 million components in service across 25 vehicle programmes, dimensionally inspected in-house to ±0.3 mm up to 100 mm, then ±0.3 mm on the first 100 mm plus ±0.1% for every 100 mm beyond. Much of our work is end-use parts fitted to real vehicles, not concept models.

What is the largest part you can print?

Up to 500 × 500 × 900 mm on industrial FDM, and full bodywork sections beyond that are printed in bonded panels — our Longbow Speedster show-car body was 5,850 × 3,200 mm printed in sections, then bonded, painted and finished in-house.

How fast can you turn automotive parts around?

Express lead time is 1–3 days on SLS, FDM and SLA, with 5–7 days standard. MJF runs 5–7 working days, standard only — there is no express tier on that process. When a line is down or a deadline will not move, tell us and we will put the part on whichever process makes the date.

Can you support Tier 1 and OEM production volumes?

Yes, up to a point we are upfront about. Additive genuinely beats moulding on tooling-free speed and design freedom at low-to-mid volumes, roughly up to 10,000 units a year for larger parts, or higher for small parts packed into a build. Above that, moulding usually wins on unit cost, and we will bridge your production while the tool is cut, then hand over.

Do you hold PPAP or automotive quality certifications?

Yes, we are PPAP 1–4 approved and ISO 9001 and Cyber Essentials certified, with full traceability on every part. We do not currently hold AS9100, NADCAP or ISO 13485, and we will tell you that upfront if your programme requires them.

What is digital sparing?

Producing end-of-life or low-volume service parts on demand from a digital file, instead of holding physical inventory or cutting tooling for a part you may only need a handful of. It is particularly valuable for heritage and restomod programmes where the original part has not been made in decades.

Which automotive manufacturers has RYSE 3D worked with?

Our automotive work spans 25 vehicle programmes including Aston Martin, Mercedes-AMG, Jaguar Land Rover, Lotus, Gordon Murray Design, Williams Advanced Engineering, Red Bull Advanced Technologies, Multimatic, Morgan, McMurtry, Norton Motorcycles and Textron Specialized Vehicles.

Can printed automotive parts be finished to a show standard?

Yes — our A-class paint process takes bodywork through the full stack a bodyshop uses, filled, primed, based, cleared, flatted and polished to a defect-free finish, done on real vehicle parts including a full show-car body.

How do I get an automotive part quoted?

Upload your CAD to our instant quote tool for pricing from a single prototype up to 100,000 parts. No CAD yet? Send us the part and we will 3D-scan and quote it back, or request material samples before you commit to a spec.

Ready when you are

The parts moulding can’t justify, in days.

PPAP 1–4 approved additive production for automotive — printed, finished, painted and inspected under one UK roof, from a single awkward part to a full vehicle programme.

Get an instant quote → Discuss a programme

Printed, finished and inspected at our own ISO 9001 facility in Shipston-on-Stour, Warwickshire. Call us on 024 7736 0144.