* The original version of this article was published by Nissan Motor Corporation.

Nissan Formula E Team’s most important development tool isn’t the race car; it’s a state-of-the-art simulator helping to shape the team’s on-track success

Formula E race weekend. Over 9,000km from the circuit, a special ops team is working hard in the Nissan Formula E Team HQ in Paris, putting in vital and sustainable work to help drivers Oliver Rowland and Norman Nato secure more points in their pursuit of championship success.

Plenty about Formula E tallies beautifully with the advancing world of driver-in-the-loop simulators. The sport’s limited track testing time and its celebrated street circuits, which can’t be recced or rehearsed in any traditional sense, both ensure a state-of-the-art sim isn’t just desirable, it’s the bedrock of a successful team.

Tommaso Volpe, the managing director and team principal of the Nissan Formula E Team, explains, “With Formula E’s limited physical testing, the ability to run highly accurate simulations is crucial not only for race preparation but also for car and powertrain development. This new simulator is already helping us accelerate our engineering process, validate software and optimize the car long before we reach the circuit.”

A new dawn

The Dynisma DMG-1, installed at the Nissan Formula E Team HQ in 2025, helps combat the frenetic pace of a Formula E race weekend. Drivers Oliver Rowland and Norman Nato can walk each track with their engineers on the Friday morning ahead of practice, feeding vital information they pick up on surface or corner geometry changes – to which the series’ temporary city courses can be especially vulnerable – directly back to the team’s Paris base so that their race tactics can evolve via the sim ahead of the physical car running on track.

A pair of British drivers are at the heart of Nissan Formula E Team’s sim work. Reserve and development driver Sam Bird puts in race-preparation work in the weeks ahead of a Formula E round, refining team strategies. As race weekend approaches, rookie and simulator driver Abbi Pulling can work antisocial hours to reflect the shifting time zones of the Formula E calendar, with races in São Paulo, Sanya and Tokyo all nudging 6,000 miles (almost 10,000 kilometres) away as the crow flies.

Volpe says, “Our official driver wouldn’t be able to jump in the car and put together their performance without the job that has been done by our sim drivers; it acts as a work of screening as we discover the best way to approach each race.”

A state-of-the-art sim

Alongside Oliver, Abbi and Sam, the strong British connection in Nissan Formula E Team is galvanized by its Bristol-made racing simulator. The Dynisma DMG-1 is among the most advanced in the race series and a crucial component of both race preparation and future car development.

Dynisma’s DMG-1 allies an ultra-low-latency motion response (under 5ms) with high-bandwidth primary motion (up to 100Hz). This gives it the necessary precision and responsiveness for truly accurate setup work and engineering analysis.

This is vital in Formula E, when the nuances of powertrain system change between drive and regen needs to be precisely communicated to the driver. Any small shifts in the car’s balance are crucial for predicting its behavior through tight, twisting city courses where there’s typically zero margin for error. Curb strikes, weight transfer, vibrations and stability changes at the limit of grip are all essential cues for any sim driver.

Rowland comments, “In Formula E, we have very few test days and only two short practice sessions before qualifying, so what we achieve in the simulator is incredibly important. It helps us understand the track, prepare systems and arrive on race weekend ready to perform.”

Dorian Boisdron, the team director of Nissan Formula E Team, says, “The simulator is key not only to prepare for races but also to prepare our new cars. The DMG-1 is perfectly suited to our technical requirements, offering excellent realism and strong engineering support, in addition to our great working relationship with the Dynisma team, which helps us to progress quickly.”

Getting ready for GEN4

The Dynisma simulator forms a big part of GEN4 car development. The development of the GEN4 car’s dual motors and their active differentials is quicker and more informed thanks to the accuracy of the Dynisma DMG-1, helping to inform the engineering team’s decisions.

The fourth generation of Formula E race car represents a significant leap in performance, while permanent all-wheel drive and the debut of a power steering system ensure a major shift in driving dynamics over its predecessor. Preparation work on the sim is core to the sustainable progression of this thrilling new chapter for single-seater motorsport.

The race car delivers up to 600kW (816hp) in peak output, up from 350kW (476hp), enabling 0-62mph (0-100km) acceleration in 1.8 seconds and a top speed of 208mph (335km/h). According to the company, it is also the world’s first single-seat race car with permanent all-wheel drive.

Boisdron comments, “When you begin designing a new car, especially for GEN4, simulation comes first. You start with a sophisticated virtual model, but it is essential to put the driver in the loop as early as possible. The DMG-1 allows us to do that with confidence. Its realism and fidelity give us the best-possible chance of transferring performance from the virtual world to the track.

“The GEN4 car is very sophisticated. It is full of chassis systems and has the capacity to accurately control the motor. If you take it directly to the track, you have a low chance of quickly being in the performance ballpark; it requires so much track time. Preparation before each test means we are already in a good window to operate the car and as close to the peak of its performance as possible.”

A lasting legacy

Nissan has consistently embraced and celebrated the link between virtual and on-track performance, pioneering GT Academy in 2008 to bring gamers to the grid and prove talents fostered in a simulated world are directly transferable to the tarmac. Over five million entrants produced 21 winners, with podiums at the 24 Hours of Le Mans and race and championship wins at renowned events attesting their skills.

“It is exciting to see Nissan Formula E Team already gaining value from its new driving simulator,” Simon Holloway, Dynisma’s commercial director, concludes. “We are pleased to be working with Nissan Formula E Team as their official simulator partner and to support their preparations for GEN4, where advanced simulation will play a central role.”

EXPLORE: F1: Aeroelasticity in the age of active aerodynamics

The post Inside Nissan Formula E Team’s simulation setup appeared first on Professional Motorsport World.

The wing of a Formula 1 car has one main job: create a pressure difference. Bernoulli’s equation explains how the pressure below the wing drops as its shape makes the air flow faster beneath it than above it. This lower pressure pulls the wing down and pushes the car into the ground. The extra downforce loads the tires, giving them more grip so the driver can go faster through corners. The wing’s purpose is to manage the load on the four contact patches, each about the size of a human hand, which are the only places where these 1,000hp cars touch the track. Everything the aerodynamicist, structural engineer and suspension designer does is focused on those four patches: increasing load when the car needs grip and easing it off smoothly when the car needs speed.

What the wing must now do

A wing that generates downforce also creates induced drag – the lift/drag ratio, which is the cost of redirecting airflow. At low speeds in corners, where tire load matters most, this trade-off is worth it. At high speeds, the reverse is true.

With the current rules, both the front and rear wings have movable elements. In straight-line mode (known as X-mode), these rotate to lower the angle of attack, which reduces downforce and, consequently, drag. In corner mode (also known as Y-mode), they move back to generate maximum downforce. Unlike older drag-reduction systems, moving both wings at once maintains balance between the front and rear, keeping tire loads more even and the car more stable.

“The magnitude of downforce defines the envelope the driver can explore, and it sets the outer limit of how fast they can go through a given corner,” explains former F1 aerodynamicist Jack Chilvers. “But what drivers are actually most sensitive to is balance. Where is the aerodynamic load sitting relative to the front axle versus the rear? In our experience, drivers prefer a slight front bias of just over 50% because it gives them the bite into the corner on entry. They want to feel the nose commit. So when you have a step change in the transition back to corner mode, it is not just the magnitude of the returning downforce that matters. The question is whether the front and rear returns occur at the same rate and in the same proportion. Any asymmetry in that transition shifts the balance at exactly the moment the driver needs most confidence in the car.”

The transition window lasts up to 400ms, which is the maximum allowed by the rules. During this time, the car’s total aerodynamic load changes substantially, and so does the load on the suspension. As the straight mode is engaged, the downforce drops, the suspension extends, the car rises and the ride height increases. When the wings switch back to corner mode, the aero pushes the car down again. Ride height is critical. As the gap between the floor and the ground changes, the speed of air under the car changes too, which affects the pressure drop and the center of pressure under the floor. If the car is pitching during this transition, the pressure field under the floor also changes, leading to fluctuating tire load and thus grip.

The structural consequence

As aerodynamic load increases, every wing will bend to a degree. This is normal for any elastic structure under stress, and it is a characteristic that can be made beneficial, particularly with a wing made from carbon composites. If a wing skin is designed so that bending and twisting are linked, it will twist as it bends under increased load. That twist alters the angle of attack as the leading edge rises relative to the trailing edge, reducing downforce and induced drag as the load increases.

In aeroelastic terms, this is known as washout: a deliberate structural response that reduces the aerodynamic loading on the wing as it deflects. The concept is not new. The first controlled application of structural washout was demonstratedin a high-performance aircraft called the X-29, which featured a forward-swept wing where fiber orientations in the composite skin were specifically arranged to induce nose- down twist under bending load, preventing aerodynamic divergence. The principle has been refined continuously since, and in Formula 1 it has been exploited for decades despite the best efforts of regulators to limit its effect.

The washout effect grows with the square of speed, so it happens most when it is most needed. Even in the era of active aerodynamics, harnessing this passive, speed-based structural response alongside the active system remains valuable. The moveable parts rotate when commanded, but the composite skin starts to unload the wing before that rotation is complete, smoothing the entire transition.

“If you go from straight-line mode back to corner mode, the car sees a large and rapid increase in downforce,” Chilvers notes. “The suspension is going to respond to that, and in extreme terms, it will try to slam the car down. As the cars  are pitch sensitive and ride-height sensitive, that load change does not just add grip; it shifts the peak pressure distribution beneath the floor as the ride height changes. If the composite structure softens that transition – as in, if the load builds more progressively before the full actuation arrives – you give the suspension a much more manageable input. The ride height settles rather than oscillates. And an oscillating ride height is an oscillating aero balance, which is the last thing a driver needs when they are already asking everything of the tires.”

The tire is where this all comes together. “Think about what that contact patch is being asked to absorb,” Chilvers continues. “You go from a relatively low-load condition in straight-line mode to full corner mode in 400ms. The tire has to respond to the increased vertical load while simultaneously generating lateral and longitudinal forces for braking and turn-in. That is a significant ask in a very short time. If the composite structure is doing any part of that work in advance, starting to bring the load back before the actuation fires, smoothing the gradient, then the tire has a more manageable transition. There is a meaningful difference between a load arriving as a wave and a load arriving as a wall.”

A team using this setup can also run the car lower during cornering. Because the passive aeroelastic response starts to unload the wing before the car reaches its highest straight- line speeds, there is less risk of the vehicle being pushed into the ground under peak load, which could wear through the required plank and risk disqualification. Running lower increases airflow velocity under the floor, deepens the pressure drop at the diffuser entry, and boosts downforce in corners, where grip matters most.

The material that makes it possible

Carbon-fiber-reinforced polymer is anisotropic, so its properties depend fundamentally on direction. A single unidirectional ply of intermediate-modulus carbon is more than 30 times stiffer along the fiber axis than across it, a degree of directionality that no metallic material approaches. But not all carbon-fiber material is selected for the same reason, and in a structure as load-complex as a front wing, that distinction matters considerably.

“From a fiber perspective, they generally fall into two categories,” explains Jamie Wheat, industry process expert at Dassault Systèmes and former head of FEA tools and strategy at Red Bull. “That’s stiffness-related or strength-related. Whether you’d use something like a T1000 or an M55J or M46J depends on the scenario you’re looking at.  In something like a front wing, in the strength-critical areas, you would use a strength-dominated fiber rather than a stiffness-dominated one. And in the areas where you want stiffness, and you’re not necessarily worried about strength, you would use the stiffness-dominated fibers. It’s not uncommon to mix and match depending on what  that region of the structure needs to do.”

Resin selection follows the same logic of matching the material to the environment. The front of the car runs cooler than the rear, and a resin system curing at 135°C provides a good balance between ease of manufacture and thermal resistance for most aerodynamic surfaces in free airflow. Components operating in higher-temperature regions – near brake ducts, for example – migrate to bismaleimide systems curing around 177°C, retaining stiffness where a standard epoxy would begin to soften.

The fibers themselves are delivered in pre-preg form: pre-impregnated with partially cured resin in controlled quantities. A front wing cannot be built from unidirectional (UD) tape alone. “You’ve got to have woven in there to take the shear loads, among other reasons,” Wheat notes. “Formula 1 teams have experience in terms of how many UDs in a stack they can use between woven layers, and they’ll stick to that relationship.” Woven fabrics in the 150-240g/m² range handle the complex, curved surfaces of aerodynamic components without misaligning the fibers. Spread-tow fabrics, where fiber tows are opened flat before weaving, to eliminate crimp, can achieve areal weights as low as 43g/m², meeting stiffness and coupling targets at reduced mass. Every gram saved can be redeployed as ballast, adjusting the car’s center of gravity and the front-to-rear tire load distribution.

Stack multiple plies at different angles, and the laminate’s mechanical character becomes a designed property. How it responds to forces and bending is described by three matrices: A for in-plane behavior, D for bending and B for the coupling between them. The bend-twist response that produces the washout effect is driven primarily by unbalanced laminates, which are those where the fiber angle distribution is not symmetric about the laminate’s reference axis, or by rotating the primary stiffness axis of the laminate relative to the wing’s own axis. This is a subtle but important distinction: it is not laminate asymmetry through the thickness that generates bend-twist coupling in the way most commonly understood, but rather the angular relationship between the dominant fibers and the structural axis of the wing. The bend-twist response emerges from the aggregate of every ply angle through the thickness, and particularly from the off-diagonal terms in the A and D matrices that arise when the laminate is unbalanced in this sense.

Designing the response

Choosing the right ply angles to achieve a target aeroelastic behavior is an optimization problem, and the simulation environment used to solve it has become considerably more capable than it once was. In the approach used by engineering teams today, CAD and structural simulation share a common data model, where a design change made in the geometry automatically propagates to the finite element model and reruns the analysis. What would previously have required a manual handoff between software packages now happens within a single connected environment, allowing engineers to iterate rapidly through laminate configurations and observe the structural consequence of each change in near real time.

The starting point for the structural simulation is the aerodynamic load field from CFD. A Reynolds-averaged Navier-Stokes simulation resolves the pressure distribution across every surface of the wing, including upper skin, lower skin and the slot regions between elements. That pressure field becomes the boundary condition for the finite element structural model. The solver calculates how the wing deflects, which updates the aerodynamic geometry, and the coupled simulation iterates until the airflow and structural solution converge. “The stiffness response of composites is fairly well defined,” Wheat notes. “It’s a complex material but it’s a fairly simplistic problem to solve. So if you’ve got confidence in either wind tunnel or CFD, then developing a wing to do something specific in terms of aeroelasticity should be relatively straightforward.”

The aerodynamicists, however, define the limits within which the composite engineer works. The wing’s external geometry, which is known as its wetted surface, belongs to the aerodynamics department, and changing it to suit the structural design is not generally an option. “So the only thing you can do is change the layup and the construction to incorporate the behavior at the load cases you’ve been given,” Wheat explains. “Typically, you would simulate several load cases, including high speed and low speed, to see what the wing does under those conditions, and then talk to the aerodynamicist about whether the level of back-on or back-off is what they’re looking for to change the aero balance between those two conditions.”

This back-and-forth between laminate engineer and aerodynamicist, mediated by a simulation environment that can predict the structural outcome of any laminate configuration, is how the wing’s aeroelastic response is arrived at. Optimization tools within the simulation environment can automate the exploration of laminate configurations against target displacement outputs, and AI-assisted design tools allow engineers to visualize the impact of design decisions in near real time, compressing an iterative process that once took weeks into something that can be explored in hours. Studies using this approach on F1-scale rear wings have confirmed that extension-shear coupled laminates, optimized through lamination parameters using response surface methodology, produce measurable induced drag reduction at high speed while cornering downforce is maintained at low speed, and that the gradient of the load change matters as much as its magnitude.

From model to measurement

Simulation establishes that the design is physically coherent. Wind-tunnel testing confirms that the structure built to the specification behaves as the model predicted, in a real aerodynamic environment where material variability, manufacturing tolerances and changing airflow are all present. But the confidence in the simulation itself has to be earned before either of those steps can be trusted.

That confidence begins with material characterization. “Teams would do specimen testing, developing their own material samples, and they might do batch-to-batch variation tests to calibrate materials,” Wheat notes. “If you’re trying to do anything complex, like coupling bend and twist, you would produce specific test items and take those ideas forward at a relatively small scale before moving to larger components.” The mechanical properties extracted from those specimen tests become the material data embedded in the simulation model. When the model predicts one behavior and the physical part delivers another, the investigation that follows is about understanding which assumption was wrong, not simply adjusting the design. “You’d want to know why there was a difference, rather than just reacting,” Wheat observes. “If you understand where the differences come from, you have a chance of capturing the same differences next time.”

Wind-tunnel testing contributes a great deal to the aerodynamic development of a Formula 1 wing, but its role in validating aeroelastic behavior specifically is more limited than it might appear. Tunnel testing is limited to 60% scale models and wind speeds up to 180km/h, meaning it is extremely difficult to simultaneously match both the aerodynamic load distribution and the structural stiffness of the full-size part. A component that replicates the scaled aerodynamic geometry will not replicate the scaled structural response, and a component tuned to match the stiffness scaling will compromise the aerodynamic fidelity. In practice, the parts that go into the tunnel are often machined aluminum or 3D-printed components rather than hand-laminated carbon, both for the speed of production that wind-tunnel testing demands and because a fully laminated composite part built to the correct ply schedule would be too slow and costly to manufacture at the pace of tunnel development cycles.

What the tunnel does deliver with confidence is the aerodynamic force data, including lift, drag and pitching moment across the speed range, along with the pressure distribution that feeds back into the coupled CFD-FEM model. That data is invaluable for refining the aerodynamic load field the structural model is working from. The structural response itself is validated through a different and more fragmented process.

Pre-season testing provides the most direct window into real full-size composite wing behavior under realistic aerodynamic loads, and it is here, with the car running at track speeds on representative surfaces, that teams can observe actual deflection behavior and compare it against simulation predictions. Strain gauges and on-car measurement systems capture load and deformation data that the simulation environment can then be correlated against. The result is not a single clean validation event but an iterative process of simulation, track observation and model refinement that builds confidence in the coupled CFD-FEM approach over time and across development cycles.

The manufactured wing

The aeroelastic response depends on the lamination parameters, and the lamination parameters are only realized if the finished wing matches the designed ply angles. A consistent angular error across several plies shifts the coupling terms in B and D away from their targets, changing the passive twist response and delivering a load gradient that the suspension was not set up to manage.

Plies are cut to net shape by CNC machines from digital flat-pattern data and hand-laminated into female composite tooling under clean-room conditions, often with the aid of laser projections for positioning, with vacuum de-bulking applied at intervals to consolidate each stage. The autoclave typically cures the part at around 7 bar at the specified resin temperature, achieving a fiber volume fraction of 55-65%. Sandwich constructions where thin CFRP skins are formed over aluminum or Nomex honeycomb cores are processed in staged cure cycles, with the outer skin cured at full autoclave pressure and subsequent stages at lower pressures that the core can tolerate.

Precision on placement

The simulation environment extends into this manufacturing process. Producibility analysis tools allow engineers to simulate how fibers actually orient themselves during a hand layup on complex-curved tooling, identifying where fiber paths deviate from the theoretical and what that deviation does to the structural properties the model specifies.

“We have the capability of simulating a hand layup component and looking at where the fibers actually go rather than the theoretical,” Wheat explains. “While the person in the clean room must make it as you’ve simulated it, that reliance is managed through close collaboration between the laminator, the composite designer and the simulation engineer, working together in real time on the shop floor. Where the layup deviates from the simulation, the conversation between those three disciplines resolves it on the spot, feeding the adjustment back into the model so that the as-built part and the predicted behavior remain aligned.

“It is a genuinely collective process, and the fidelity of the finished wing to its designed aeroelastic response depends as much on that collaboration as it does on the quality of the simulation or the skill of the individual laminator. Whenmaterial calibration is thorough and that collaborative discipline is maintained through the layup, the simulation earns its status as a reliable design instrument, and any remaining discrepancy between predicted and physical behavior points the engineering team toward a specific and addressable cause rather than an unexplained gap.”

The system thinking behind the wing

When the wing is fitted to the car, it becomes part of a system where aerodynamic surfaces, suspension and tires all work together to manage the vertical load on the tire contact patch. The wing creates this load, the suspension transfers and adjusts it, and the tire converts it into grip, which lets the car change speed and direction quickly.

The active system switches the wing between modes. The composite skin begins that transition on its own, smoothing the load before the actuated elements have finished moving. The suspension accommodates this gradual input and keeps ride height more stable, maintaining a consistent pressure field beneath the floor. With a load that rises and falls as a wave rather than a wall, the tire holds its grip and gives the driver confidence to go faster.

The wing tips tell their own part of the story. “The wing tips can twist back and drop away at speed, and it’s not just about the load on the wing itself,” Chilvers notes. “The vortex shedding position changes with the wing geometry. As the tip twists and the center of pressure shifts, the shed vortex weakens because the load that generates it has decreased. A weaker, repositioned vortex at high speed that strengthens and returns to position as the car slows into a corner is a passive aerodynamic response to operating conditions, built entirely into how the composite was constructed.”

Everything from fiber type and resin chemistry to ply angles, lamination parameters, coupled CFD-FEM optimization and wind-tunnel validation is made with the goal of ensuring the wing delivers load to the tires as consistently and controllably as possible at every moment of every lap. The simulation environment that connects every step of that process, from first design intent to validated physical behavior, is what makes the aspiration achievable in the development timescales Formula 1 demands. “The key,” Wheat says, “is always learning and capturing the engineering knowledge that comes out of that process, so it’s accessible when regulations change, when the design evolves and when the next set of problems needs to be solved.” In the end, a Formula 1 wing is a tire load management system, built from carbon and resin and tested in the digital world long before it turns a wheel, and oriented precisely to give the driver the confidence that the car will respond exactly as needed, right when it’s needed.

The post F1: Aeroelasticity in the age of active aerodynamics appeared first on Professional Motorsport World.

In Formula 1, engineering, reliability and performance are inseparable. Even relatively small components can determine whether a car finishes a race. In some cases, a single component failure can end a race instantly. One such example is the sealing system in the hydraulic actuator of the limited-slip differential used in modern F1 drivetrains.

The limited-slip differential clutch pack plays a central role in torque distribution across the rear axle. By controlling the difference in wheel speed between the rear wheels, the system maximizes traction and stability through cornering. The hydraulic actuator responsible for this function must operate precisely under rapidly changing loads.

In this actuator, sealing integrity is critical. Any significant leakage can lead to a loss of hydraulic pressure, preventing the clutch from functioning as intended and potentially forcing the car to retire from the race.

Operating conditions inside the actuator are demanding. Temperatures can reach approximately 150°C, while system pressures range from 5-250 bar. At the same time, the seal must tolerate aggressive transmission fluids and repeated mechanical loading throughout race distances. Components must maintain dimensional stability, resist wear and sustain sealing force despite thermal cycling, pressure variation and chemical exposure.

It is this challenge that the McLaren Mastercard Formula 1 Team sought to address when partnering with Greene Tweed on advanced sealing solutions for its limited-slip differential clutch pack.

Engineering limits in real track conditions

Motorsport environments often expose the limits of theoretical design assumptions. While simulation and material data can provide valuable guidance, component behavior may differ when operating within a complete system. This is due to the complex interaction of thermal, mechanical and chemical conditions, which directly influence stresses and material behavior.

In a Formula 1 drivetrain, thermal loads, hydraulic pressure, mechanical motion and fluid interaction occur simultaneously within tightly packaged assemblies. These factors influence friction, wear patterns and long-term dimensional stability, particularly for sealing components.

As a result, validation under representative operating conditions becomes essential. Dynamic testing allows engineers to observe how materials respond over time, identify potential failure modes and refine designs before deployment on track.

Development of the sealing solution

Addressing the demands of the differential actuator requires a sealing architecture capable of consistent performance across wide ranges of pressures, temperatures and dynamic conditions.

For this application, engineers selected a metal spring-energized sealing design. The configuration combines a C-shaped polymer jacket with an internal corrosion-resistant metal spring, ensuring consistent sealing force regardless of system pressure. This architecture helps sustain contact between the seal and the mating surface as pressure and temperature fluctuate.

The sealing jacket is manufactured from a specialized PTFE-based material engineered to balance several performance requirements. Improved material strength supports dimensional stability under pressure, while wear resistance contributes to long operational life. Low creep relaxation helps preserve sealing force over time, and low friction properties support smooth actuator movement.

Together, these characteristics allow the sealing assembly to operate effectively within the actuator’s demanding environment. The spring-energized seal maintains an effective sealing force under conditions where system pressure is low, while the polymer jacket provides chemical compatibility, low friction and durability.

Dynamic testing and design refinement

Although seal pedigree, modeling and material data can help guide early design decisions, physical validation ultimately determines whether a component is suitable for high-performance applications.

To replicate operational conditions as closely as possible, engineers conducted validation testing on a dynamic transmission test rig. This environment reproduced realistic pressure cycling, temperature exposure and mechanical loading similar to those experienced in a working drivetrain.

Testing provided insights into how the sealing assembly behaved under sustained dynamic loads, particularly the effects of pressure fluctuations and thermal cycling on deformation and long-term stability. These conditions could not be fully captured through static testing alone.

Engineers adjusted the sealing configuration to improve resistance to deformation under high pressure and elevated temperature conditions. Through this iterative testing and design refinement, the team qualified the sealing system for use in demanding motorsport conditions.

Enabling system evolution and packaging

Reliable sealing performance can influence broader system design decisions. In high-performance vehicles, engineers continuously seek opportunities to improve packaging efficiency while maintaining reliability.

By delivering consistent sealing performance under extreme thermal, pressure and fluid conditions, the solution increased confidence in system reliability. This enabled engineers to develop a more compact differential architecture without compromising performance.

Improved reliability margins supported packaging optimization and weight reduction – both critical factors in Formula 1 performance.

The sealing solution has been successfully deployed in McLaren’s Formula 1 cars since the 2022 season, demonstrating sustained reliability under real race conditions. Ongoing refinements have strengthened system performance and supported continued drivetrain development, culminating in a next-generation system and seal assembly qualified for the 2026 season.

Engineering considerations for high-pressure motorsport systems

The development of sealing solutions for high-performance motorsport applications highlights several broader engineering principles.

First, sealing performance directly influences system reliability. In hydraulic control systems, even small leaks can disrupt pressure regulation and compromise overall functionality. Seal integrity and efficiency must therefore be treated as a primary design parameter.

Second, validation under combined operating stressors is essential. Factors such as thermal loads, pressure variation, mechanical movement and chemical exposure interact in ways that cannot always be predicted through simulation alone. Dynamic testing provides critical insight into how a seal assembly behaves within realistic system environments.

Finally, close collaboration between system engineers and seal design engineers can significantly accelerate development. Early engagement allows sealing technology to be effectively integrated into the system architecture rather than treated as a late-stage component selection.

In high-performance environments such as Formula 1, where marginal gains and reliability determine race outcomes, these collaborative engineering approaches between Greene Tweed and the McLaren Mastercard Formula 1 Team help ensure that every component performs. Crucially, the lessons learned extend beyond motorsport, informing sealing design strategies in industries such as aerospace, energy and advanced manufacturing, where reliability under extreme conditions is critical.

The post Real-world validation in high-pressure motorsport sealing applications appeared first on Professional Motorsport World.

Honda has returned to F1 as a works partner of Aston Martin, with the new partnership’s season getting off to something of a rocky start. However, the abilities of Honda’s teams in Sakura City in Japan and Milton Keynes in the UK should never be underestimated, as its comeback in the last rules cycle to provide a multiple championship-winning power unit proved.

PMW Magazine gained an exclusive audience with Honda Racing’s Shintaro Orihara, trackside general manager and chief engineer. Speaking in Bahrain pre-season, he was under no illusions as to the difficulties the new regulations present to a power unit manufacturer.

Top of the list of challenges is handling a 350kW MGU-K with a relatively tiny energy store. “The MGU-K power is massive, but the battery volume is the same as the last regulations,” Orihara explained. “It has become much more difficult to manage the energy, so we need to harvest as much as possible and deploy as much as possible.”

The resulting demands on the energy store, and the management of its energy content, are therefore much greater than before. “The battery SoC swings a lot and also, the power difference between MGU-K on and off is a huge difference. Where we deliver max power, that is a very difficult point,” he said.

Of course, none of this is news, and Honda has been working extensively off-track to nail this balancing act, but it was only once cars were on track in Bahrain that the subtleties became apparent. “We learned this is a very unique regulation through this winter testing. So now we are learning a lot in terms of energy management, that is most challenging for us. The lap time sensitivity [around energy management] is much higher than last year.”

Orihara said that athough much preparation work was undertaken prior to the power unit’s track debut at the Barcelona test, “discussion and actual operation is quite different”. However, he was happy that both parties are approaching the development of the trackside and operational relationship with an open mind.

Works relationship

As a works partner, Honda has been closely integrated with the Aston Martin F1 Team through the build-up to 2026. So how has this working relationship developed, particularly given the presence of Adrian Newey, a designer known to place great importance on tight packaging of the powertrain for aero performance?

According to Orihara, Honda’s in-house development work began back in 2023, with the Aston Martin partnership getting underway soon after. “The power unit has been developed with the team, because the power unit design comes from the car demand,” he explained, with the caveat: “Adrian Newey had a lot of requirements and Honda was keen to listen to those demands and meet those demands as much as possible. We have spent three years [on this] and I think the relationship is quite strong.”

But how do you balance the design intent of someone like Adrian Newey and the practical realities of producing a reliable power unit with the correct performance?

“It’s a good question,” mused Orihara. “It’s important to find the compromise point. But Adrian Newey is the best designer, and if the demand comes from Adrian Newey, Honda will respect that demand as much as possible. Sometimes, if it is impossible from a reliability viewpoint, we may say no. But, if we see a negative performance effect but total [car] performance is increased by the demand, we will respect the demand. It [power unit design] is defined by lap time demand, but also by Adrian demand.”  

Combustion challenges 

Looking at the ICE side of the power unit, Ohirhra singled out the loss of the MGU-H as “a complete game changer”. Previously, he said maximising H performance was everything, as increased output enabled longer deployment of the MGU-K throughout a lap. “If we increased engine performance but that meant we lost MGU-H performance, then we couldn’t use that technology,” he said. “With the new regulations, and no MGU-H, we only need to focus on improving engine performance.”

Ohirhra also pointed to the still-present challenge of maximizing combustion efficiency with the added complication of working with 100% sustainable fuel: “The performance mainly comes from combustion, and for combustion performance, it is important that we can burn the fuel correctly, how we get energy from the fuel.” While there has always been a close relationship between power unit manufacturers and fuel partners, the ties are closer than ever before.

“It is not only doing the testing, but we also need a very open mind to show them our dyno data,” Ohirhra said. “For example, normally on the dyno, we measure combustion pressure, which is super, super confidential, we are [now] sharing that type of information.”

Related, F1 2026 tech hub

The post Exclusive interview: Honda’s Shintaro Orihara on the team’s 2026 F1 power unit appeared first on Professional Motorsport World.

Honda rejoins Formula 1 this year as a power unit supplier with the Aston Martin team. Heading up its trackside operations is Shintaro Orihara, who has been the Japanese manufacturer for over 20 years.

You’ve worked at Honda for decades now, why did you want to join the company in the first place?
When I was in junior high school, I watched F1 on TV and something that stood out were the McLarens with their Honda-powered cars. From that moment onwards, I knew that I wanted to join Honda and be a part of this incredible sport. I started there in 2003 and, for the first 10 years, I worked on road-going projects. Despite this, my love and passion for F1 didn’t fade and the hard work paid off. In 2013, I transferred to the racing side of the business and reached my dreams. During this time, I could learn the tricks of F1 engineering and live some intense moments of adversity but ultimately some glorious memories and wonderful times. I can confidently say that Honda and F1 are a part of my life.

What are your responsibilities as F1 Trackside General Manager and Chief Engineer?
My role is vast and varied but, ultimately, I make the final decisions at the track relating to the power unit. I also manage all the trackside members from Honda Racing Corporation from a management viewpoint to make sure that our power units are ready.

Before departing for the race, we have a series of meetings with our colleagues in Sakura in Japan to check the situation and plan for the event. Usually, we travel early in the week so that when we arrive at track, the engine conditions after maintenance can be checked. On site, I will fine tune the plan with the engineers for the weekend, evaluating our options and scenarios depending on the conditions. Once we’ve done this, there’ll be a meeting with Aston Martin Aramco Formula One Team engineers to go through every detail, ensuring we’re fully integrated.

When the sessions start, the car’s PU is mainly operated by other Honda personnel. It’s my job to look at the big picture and what is happening overall. I will be making the decisions and communicating with the team via radio.
At the end of each day, we’ll hold an internal PU meeting on site and with our colleagues in the control room in Sakura. We will review what happened and put countermeasures in place if we encountered any issues. This is then reported to and discussed with the team, to make sure we’re aligned.

The Aston Martin Aramco Formula One Team is a key component in Honda’s Formula 1 activity. What work do you do with them? What are the targets?
2026 is the first year that we’re learning with Aston Martin Aramco at the track. Although the partnership was announced in 2023, everything has been based on theory and simulations, so there is a lot of anticipation for testing.

So, the first target is to build the fundamental relationship between the two parties trackside and second is to accumulate mileage and gather data, understanding how the RA626H power unit works in the AMR26.

What are your thoughts ahead of the first official F1 test in Bahrain?
It’s been a long time coming, quite frankly speaking. Years of development and hard work culminates with this. Sakura, HRC UK and Aston Martin Aramco have been working tirelessly to develop, plan and build.
The Barcelona Shakedown was a pivotal moment in our relationship and a good step in the right direction. Our next target is to accumulate mileage with our power unit to confirm engine reliability and to check all functions.
We’re looking forward to seeing how the package behaves – car and power unit – as one machine.

The post Q&A with Honda’s Shintaro Orihara appeared first on Professional Motorsport World.

F1 is undergoing its biggest regulation shift this century – or possibly ever. The sport has seen significant changes in the past, including the aerodynamic rules dictating the current cars, and the huge technological jump of the 2014 powertrain regulations. However, in both those cases, it was either chassis or power unit that was altered, whereas 2026 will see wholesale change across chassis, power unit, tires and aerodynamics.

The key aims of the new rules are to enable closer racing and, to a degree, keep costs – particularly for the power unit – in check. The new rules will see cars get smaller, with the wheelbase reduced from 3,600mm to 3,400mm, and the track down from 2,000mm to 1,900mm; tire sizes are also reduced, while the minimum weight will fall from the current 800kg to 768kg.

The aerodynamics are also set for an overhaul, with the technical regulations defined to try to harness the gains made with the 2022 regulations regarding wake management. They also aim to eliminate the behavior that led to issues with ‘porpoising’ due to the sensitivity of the underfloor tunnels to variations in ride height. This means that tunnels are out, with a return to flat floors and diffusers.

Significantly, rear and now front wings will feature moveable elements, to reduce drag and account for the very different nature of power delivery from the revised ICE and hybrid systems. Though the basic architecture of the ICE remains, thermal energy recovery is no more. The MGU-H is banned, fuel flow limits have been replaced by an energy use formula, and the power of the MGU-K will be upped from the current 120kW to 350kW. In this feature, we will endeavor to understand the impact of these changes and how various teams across the grid are approaching the new era.

2026 F1 Car by Car

Alpine A526

Aston Martin AMR26

Aston Martin takes on Honda power for 2026, while the AMR26 is the first of its F1 cars to be truly influenced by the pen of Adrian Newey. When the car rolled out in Barcelona, it was immediately clear the team had taken a relatively extreme interpretation of the aerodynamic regulations.

According to Newey, “We took a really close look at the regulations and what we believe we want to achieve from a flow field perspective to suit them, and from there started to evolve a geometry that attempts to create the flow fields that we want. It’s very much a holistic approach……but, in truth, with a completely new set of regulations, nobody is ever sure what the right philosophy is.”Newey also note that, “Yes. The car is tightly packaged. Much more tightly packaged than I believe has been attempted at Aston Martin Aramco before.” However, when compared to some of the other cars in the field, it appears, to the casual observer at least, relatively bulky.

With the development of its new Silverstone Technology Campus, Aston now has wind-tunnel capabilities in-house for the first time, having previously used both the Mercedes wind tunnel and lately, the TMG facility in Cologne.

“The AMR Technology Campus is still evolving, the CoreWeave Wind Tunnel wasn’t on song until April, and I only joined the team last March, so we’ve started from behind, in truth. It’s been a very compressed timescale and an extremely busy 10 months,” says Newey.

“The reality is that we didn’t get a model of the ’26 car into the wind tunnel until mid-April, whereas most, if not all of our rivals would have had a model in the wind tunnel from the moment the 2026 aero testing ban ended at the beginning of January last year. That put us on the back foot by about four months, which has meant a very, very compressed research and design cycle. The car only came together at the last minute, which is why we were fighting to make it to the Barcelona Shakedown.”

According to Newey, the intent with the car has been to build a car with development potential, rather than one optimized for a tight performance window from the outset. “We’ve tried to do the opposite, which is why we’ve really focused on the fundamentals, put our effort into those, knowing that some of the appendages – wings, bodywork, things that can be changed in season – will hopefully have development potential.”

Audi R26

Cadillac

Ferrari SF26

Ferrari arrived at the second test in Bahrain with a very interesting addition to the rear crash structure, a winglet directly behind the exhaust, exploiting a loophole in the regulation geometry boxes. 

Haas VF-26

For Davide Paganelli, head of aero at Haas, the VF-26’s performance isn’t tied to a single element. Instead, it is a game of management. “It’s the management of the floor of the car from a coherent point of view,” Paganelli explains, “starting from the front wing through suspension and the bodywork in order to be able to feed as much as possible with good high-energy flow the rear”.

He notes that the front wing remains the primary tool for setting the car’s aerodynamic behaviour. Teams are currently split on their approach: whether to load the wing more toward the center or the outboard side to manage the wake of the front wheels. With the rules written so as to force in-washing of the wake, the goal of every team is to try and minimise the damage this cause to flow further down the car. Like in the pre-ground effect era, the goal is to retain as much high energy airflow towards the rear of the car as possible, helping to drive the diffuser.

The 2026 Power Units (PUs) have introduced a significant shift in thermal architecture, with a much greater emphasis on the electrical component. While one might assume this requires a radical cooling overhaul, Paganelli views it as a familiar challenge of scale. “The challenge is the same… you try to maximize your heat rejection keeping the volume and the weight as small as possible,” he notes.

The real divergence on the grid is seen in radiator packaging and the shaping of the sidepod inlets. However, the true complexity, says Paganelli, lies in the brake ducts. With high energy recovery from the electrical system, teams must precisely simulate energy management to correctly size the ducts within the tight geometric constraints of the wheel rims, as the design of the external ducts is tightly controlled.

Perhaps the most discussed feature of the new regulations is the move toward active aerodynamics on both the front and rear wings. For Haas, the hurdle isn’t just the mechanism, but the car’s balance in “straight-line mode.” “The main challenge is… to have a car that is drivable also in straight-line mode because the amount of loads that we lose activating both the wings is huge”.

This shift will likely change how teams approach wing levels across a season. Paganelli predicts that the days of bringing six different rear wing specifications to suit various tracks may be over, as the straight-line mode allows for a broader operating window for a single design.

Despite the early-season variety—such as some teams opting for a “high rake” philosophy reminiscent of the period up until 2022—Paganelli expects the grid to converge quickly. Unlike the hidden complexities of the under-floor, the bodywork and wing activation devices of the cars are visible to all. “It’s not like in the floor, that was a sort of hidden area difficult to be observed [driving the performance].”

However, the rapid pace of development is tempered by the budget cap and ATR (Aerodynamic Testing Restrictions). For Haas, the limitation isn’t just wind tunnel hours, but the capacity to run multiple projects in parallel. Having invested heavily in the late-season package for the VF-25, the team is now focused on the iterative refinement of a car where every square centimeter of carbon fiber must earn its keep.

Mclaren MCL40

Greene Tweed develops advanced MSE seals for McLaren Formula 1

Mercedes W17

Racing Bulls VCARB03

Red Bull RB22

Williams FW48

Williams had a hesitant start to 2026, missing the pre-season shakedown in Barcelona, while rumours swirled of an overweight car and missed crash tests. As it turns out, these were just that, rumour, and talking on the first day of pre-season testing proper in Bahrain, team principal James Vowels was upbeat about the the teams progress. Despite missing the initial shakedown, he says, “in lieu of that, we did a full week of VTT (Virtual Track Testing) running where we did quite a few hundred kilometers there. It’s not exactly the same thing as running on track, but you do shake out the gremlins. Followed by two filming days: one at Silverstone and one here [Bahrain] yesterday. The car ran flawlessly yesterday—it was brilliant.”

While Vowels wouldn’t be drawn on the exact weight of the car, understandably, he did not appear to think the team was any better or worse off than others. “I don’t think we’re on the weight limit right now as I talk to you. But there’s a plan in place both for Melbourne and then across the first three rounds or so just to make sure we’re jumping into that. Again, it goes back to: anyone that tells you exactly where they are is probably because they’re right on the weight limit or just below now. But there are sensor packs on the car that are worth around about 12 kilos here just to give you an idea, which is why until you shake that all off, no one knows exactly where [they are].”

Power Units

Mercedes AMG HPP

Facing the transformative changes coming for the F1 power unit

Honda

Interview: Shintaro Orihara

Red Bull Powertrains

Ford and Red Bull Racing accelerate 2026 F1 power unit development with advanced manufacturing and simulation

Ferrari

Audi

BP and Audi Revolut F1 Team join forces for sustainable racing

50% EV power

On paper, the changes to the energy recovery systems for 2026 simplify matters, moving from having two energy recovery sources (MGU-K and H) to a single MGU-K. However, the potency of the system more than doubles, from 120kW to 350kW. In theory, with both ICE and MGU on full song, the 2026 cars will be just as, if not more, powerful than the current machines. However, they will only be able to deploy this full power for a relatively small portion of a lap due to limitations imposed by the rules, energy recovery available under braking and harvesting via the ICE at part throttle.

On most tracks, the energy use limit will be set by regulation at 8.5MJ per lap (with the maximum SoC difference in the battery being 4MJ). However, at tracks where the FIA deems it harder to recover energy, the rules (currently) say that this allowance can be reduced all the way down to 5MJ, the intention being to mitigate any vast differences between teams who get a handle on energy deployment faster than the competition. At the time of writing, the rules surrounding where full power from the MGU-K can be deployed were still TBC, though it seems that maximum output will only be allowed as a push-to-pass function and during qualifying.

Furthermore, to prevent a ‘cliff-edge’ scenario of long straights, whereby battery energy is exhausted long before the braking point, available power from the battery will be tapered off at high speed, starting at 300km/h with 0kW available over 345km/h. Away from the energy management issues, which will no doubt consume gigaflops of teams’ computing power during simulation, the mechanical practicalities of the new systems are equally onerous.

As Aston Martin’s Andy Cowell notes, “350kW electric motors do exist in the world, it’s just whether you can get them down to a very lightweight, efficient 350kW. And the same with the battery: there are batteries that take 350kW but again, it’s the mass, it’s the volume and it’s the efficiency.” Starting with the mass of the MGU-K, this is set at 16-20kg, depending on whether the transmission delivering drive to the crank is incorporated within the ERS or the ICE. For reference, the current MGU-Ks have a minimum mass of 7kg. As Mercedes’ Hywel Thomas notes, “Of course, all of us will be aiming at the minimum mass. How close everyone gets, I think, will be an interesting topic.”

The regulations will also fix the location of the MGU-K, placing it at the front of the engine inside the safety cell (currently all teams mount theirs on the side of the engine). According to Thomas, the idea of fixing the location of the MGU-K was “to try to avoid one person coming up with an absolutely stunning idea of where to put it, which then everyone has to copy, and just spending their time copying it rather than actually developing good technology”.

Similarly, the control electronics will also be housed in the safety cell, meaning that there should be no high-voltage cable runs outside of the central chassis, thus improving crash safety. As with the current regulations, the efficiency of the electrical components of the power unit will be just as important as the ICE, the goal being to deploy as much of the permitted electrical power to the wheels as possible. Here the onus will be on the motor and power electronics engineers, and there will likely be some very useful (outside of racing) advances made in the field of high-power semiconductors and motor design, all while respecting the various competing demands of overall car performance, such as reducing cooling requirements to a minimum to keep the aerodynamicists happy

Ford to the Fore

The dawn of the 2026 F1 season will also see the advent of new manufacturer representation on the grid. Audi will arrive with an in-house-developed powertrain and chassis, having taken over Sauber; General Motors will become the 21 st team on the grid with its Cadillac brand; and Ford will come to the fore as the technical partner of Red Bull and Red Bull Powertrains. Although the first two have been keeping to tightly controlled schedules regarding the information they release to the media, Ford has been quite forthcoming about the nature of its involvement in the Red Bull project. Speaking to PMW at the Italian Grand Prix in August, Mark Rushbrook, global director at the newly minted Ford Racing (formerly known as Ford Performance), highlighted that the company’s activities had expanded beyond what it initially expected. “Back three years ago now, when we struck the initial deal, we had a short list of areas where we knew we could contribute and where we also wanted to learn. Initially that was focused more around the electrification, the battery itself: the cell chemistry, the battery pack, the motor and the software around it. That list has grown to much more involvement with the total powertrain and, more than I’d expected, the manufacturing of parts for it. “Where we didn’t expect so much [involvement] is on the ICE. We’re learning there more than we expected, to be honest. But then it’s the manufacturing of the parts. We have advanced manufacturing facilities, we’ve got clients that build hundreds of thousands of units a year, and we’ve got plants that do low volume with additive manufacturing, and that’s where we’re drilling from. Our facilities need to be able to support that, and the number of parts that we’re able to supply – making them in Dearborn and shipping them into Milton Keynes for assembly into the powertrains.” Ford was also able to provide vital capabilities to Red Bull Powertrains early in the development program, helping to reduce development timescales. For example, Red Bull didn’t have in-house rigs for turbocharger testing, which Ford Racing was able to access within the wider company.

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The post F1 2026 tech hub appeared first on Professional Motorsport World.

Since its launch in Dubai in December 2024, Genesis Magma Racing has established a full team, recruiting staff and drivers from across motorsport. Over the past year, the team participated in the Trajectory Program with the European Le Mans Series (ELMS) while developing the GMR-001 Hypercar for next year’s FIA World Endurance Championship. Team principal Cyril Abiteboul reflects on the progress made in 2025 and the work ahead.

Can you sum up how 2025 has been for Genesis Magma Racing?

It’s been a positive, busy and constructive year, in which we have not only delivered a great looking sportscar but also built a racing team and established a team base that will be crucial in preparing ourselves over the winter. So, in all these areas, it’s been busy, it’s been productive, but also very rewarding to orchestrate so much change in just one year.

What has been the most difficult part about building a team from scratch?

Building up a group of people is tricky, especially as we were creating a brand-new team in a new location. We had to find the people we wanted to bring in, but most of them were busy doing something else, so we had to give them the prospect of not just what we are now, but what we can become together by explaining what the project is about and getting them to believe in the project.

The other big challenge was clearly on the powertrain side. We had very limited time to design the specific parts needed to adapt our WRC engine to the specific requirements of endurance racing to create the Genesis G8MR 3.2l Turbo V8. It was clearly a race against the clock. Everything happened very quickly, but we’ve been able to comply exactly with the schedule we set, from the very first crankshaft revolutions in the dyno in February, to the last weeks of the year, hitting the 8,000-kilometer target that we had set ourselves.

How essential do you think the Trajectory Program and partnership with IDEC Sport have been in preparing the Genesis Magma Racing team?

It was a good tool for us to get to know endurance racing and for endurance racing to get to know us. The ELMS season was also a great opportunity to assess drivers, and that certainly influenced our decisions about our line-up next year. It was also an opportunity for some team members to build a transition from rally into circuit racing.

On track, it was very positive. Usually, I’m a big fan of setting targets, but coming to ELMS we had few sporting targets. Then, when success started to come, it was a great feeling, and it began to draw more attention externally and internally, which was precisely the objective. I remember already after race one in Barcelona, when we had the first win, I received lots of messages, almost surprised at what we could already achieve. With IDEC Sport, we clearly did well with three wins out of six races, but you still always want a bit more, so we were all a little frustrated of the final championship outcome, but again, it was never the main target for this season.

Can you summarize the on-track development done with the car?

From shakedown onward, testing followed clear plans with defined targets and action steps between sessions. Our approach was both ambitious and pragmatic, focused on solving problems. Many aspects, especially the chassis, performed well straight away, and the car responded positively to setup changes. Oreca provided a solid platform for reliability and performance. Cooperation between our team and Oreca was strong, with responsibility transferred smoothly as our team grew – a testament to the excellent planning and execution by management, particularly chief engineer Justin Taylor and team manager Anouck Abadie.

Was there a high point of the year, or a crucial point in the development of the car?

There were a few points, I think. First, in the test at Circuit Paul Ricard in summer, when the first feedback from André and Pipo about the general behavior of the car was positive. That was certainly good – there is nothing worse than having to fight for the balance of the car, but the development is far from being linear. We’ve been making some steps forward, but it’s a very, very long process and we know that we are still very far from being able to extract all the lap time that is possible from the package.

How important of a milestone is the engine passing 8,000 kilometers during the Barcelona test?

It’s a big milestone because it shows that it’s possible, that there is nothing fundamentally wrong in the engine and in our development decisions. It’s a clear demonstration of the capacity of our powertrain group to deal with very short timelines, but also some challenging early days and issues for which measures were developed successfully, and in time.

It’s obviously a motivation, because we know we have a product that has the capacity to reach the level we need. Quality control will be essential to make sure that it’s not just a one off, but something that we can fully reproduce, and that powertrain technology becomes one of the recognized strengths of Genesis Magma Racing.

How does what the team has achieved compare to the goals that were set at the start of the year?

If I look at what we had to deliver, I think we delivered extremely well, but it will always be relative to where the bar is placed by our competitors, and we will only be able to find that out next year. In the GMR-001 Hypercar we have a car that has clearly strong potential. The team is new but filled with individuals with huge amounts of experience in various categories. And finally, our line-up of drivers is a very strong balance of three champions – André Lotterer, Pipo Derani and Mathieu Jaminet, an exciting rising star in Mathys [Jaubert], and very established professional drivers with Paul-Loup [Chatain] and Dani [Juncadella]. We have exactly what we need – now it’s up to us to make the best out of it.

What are the next steps for the team and the car development in the first part of 2026?

There will be more test days before the first race. It’s about trying to do as much as we can before the car goes through homologation, because then any changes will be more limited. That’s why the start of the year will be extra busy. We need to have many more iterations on the software side, so that will be very much the focus, as well as working on all the procedures that will be critical when the season starts.

Our target for the start of the year is for us to have both a car and team – including the drivers – that are reliable, making no mistake, focus on completing the race. If we can do that, then it will be about building competitiveness. Once again, it is all about planning for building the very solid foundations we will need in the years to come.

This is an edited version of an article that first appeared on Genesis’ newsroom on December 19, 2025.

Explore: Tire intelligence reimagined: Sensing Core hits the track

The post Q&A: Cyril Abiteboul, Genesis Magma Racing team principal and Hyundai Motorsport president appeared first on Professional Motorsport World.

In motorsport and automotive engineering, the pursuit of uplifts and efficiencies is relentless. Every element is scrutinized for its potential to deliver an edge. Tire intelligence, once limited simply to pressure and temperature analysis, has become central to this quest, evolving rapidly as new technologies emerge and old assumptions are challenged. Among these innovations, Sumitomo Rubber Industries (SRI) has developed Sensing Core, a non-invasive, intelligent approach to monitoring tire parameters. Its journey from passenger vehicles to the harsh environment of endurance racing offers a glimpse into how simple but effective innovations can deliver significant opportunities for manufacturers and race teams alike

Sensing Core’s unique advantage comes in the form of its multi-faceted measurement approach. It measures vibrations, changes in the dynamic radius, and other signals, such as yaw rate and engine and brake information, without requiring additional hardware. Based on this, Sensing Core intelligently interprets pressure, grip and wear. What sets Sensing Core apart is its simple logic. Traditional tire pressure monitoring systems (TPMS) monitor each wheel in isolation, triggering alerts only when a predefined threshold is crossed. Sensing Core, by contrast, analyses trends across all four wheels, detecting anomalies that would otherwise go unnoticed. A conventional system sees wheels as individuals, leaving the driver or team to interpret. Sensing Core’s algorithms, however, recognize outliers and anomalies across the set and can alert the team independently before a problem escalates.

The system’s algorithms, rooted in the interpretation of physics-based data taken from the vehicle, run on embedded hardware supplied to car and brake manufacturers. This approach opens up advanced tire intelligence to millions of vehicles worldwide. Over 56 million cars have already been equipped with Sensing Core’s indirect tire pressure monitoring system, and new features like tire wear, grip, load and loose wheel detection are being rolled out.

While Sensing Core has been well proven on the road, 2025 saw the technology’s on-track debut and, with it, a brand-new set of challenges. On the racetrack, tires are exposed to many temperature and pressure changes due to curbs and high speeds. At the Nürburgring, these conditions may change dramatically as code 60 phases (a localized slow zone used on the Nürburgring) come into effect. These circumstances, where extreme variability can easily catch traditional TPMS sensors off guard, are where the multiphase approach of Sensing Core comes into its own. Traditional sensors require the input of a warning threshold, and if the threshold is ever understepped in terms of pressure, the system triggers an alert. Sensing Core’s ability to compare all four tires simultaneously enables the software to intelligently distinguish between a single blowout and a non-hazardous circumstance that affects all tires simultaneously.

Sensing Core’s racing debut took place during the 2025 Nürburgring Langstrecken-Serie (NLS), on board both of Falken Motorsports‘ Porsche 911 GT3 Rs. Contributing to Falken’s most successful season at the circuit yet, the Falken Porsches ran an early version of the software in the opening rounds, before the full version was rolled out in time for the jewel in the NLS crown, the Nürburgring 24 Hours. Sensing Core was a factor in Falken’s five wins and four 1-2 finishes, and in some cases it detected tire conditions faster than members of Falken’s experienced driver roster.

During the Nürburgring 24 Hours, Falken Motorsports detected a puncture on its #44 Porsche. Sensing Core informed the crew, who relayed the information to the driver, but he disagreed. When he pitted, the team discovered the tire did indeed have a slow puncture. It’s this type of unprecedented early warning that could preserve race pace and avoid damage or lost time. From this point onward, the team’s faith in the technology was cemented.

Beyond the extreme surface conditions present at the Nürburgring, the 20.5km Nordschleife section tests Sensing Core’s connectivity and adaptability. Even in the remote sections of the northern loop, Sensing Core connects to the cloud and delivers data and insights in near real time.

One of the most striking aspects of Sensing Core is its deliberate avoidance of machine learning and artificial intelligence (AI). While many automotive technologies chase the promise of AI, Sensing Core relies on traditional computational logic. This is not a technical limitation but a conscious design choice. Passenger vehicles often lack the computing power to harness complex AI models, and in high-stakes environments such as motorsport, reliability and transparency are paramount, beyond the latency and occasional inaccuracy of a large-language model. The algorithms have been refined over years in road applications, and their performance in racing has validated this approach. In passenger vehicles, all computation is in the car, using embedded software. In racing, the data is processed externally, but the underlying principles remain the same. This continuity allows for rapid iteration and improvement; during the 2025 season, the system was updated race by race, with feedback from engineers delivering incremental enhancements.

Despite its technical sophistication, Sensing Core does not yet provide direct recommendations for car setup or tire development. The potential is there, but the system’s designers are cautious. Tire development is a complicated process, and not all data is equally useful. For instance, a puncture caused by debris offers little insight for improving tire design. However, if repeated issues arise in the same corner or under similar conditions, patterns may emerge. As more data is gathered, Sensing Core could become a valuable tool for identifying such trends, but for now, its primary role is in delivering timely, actionable intelligence.

The system’s independence from tire brand is another notable feature. Although developed by SRI, the owner of Dunlop and Falken, Sensing Core is agnostic and could be used by other tire OEMs, offering teams flexibility on tire brand preference.

Sensing Core’s evolution will likely be shaped by the increasing availability of data and the growing demands of road and race applications. As more vehicles are equipped with advanced telemetry, the system’s algorithms will have richer data sets to analyze, potentially unlocking new capabilities. The prospect of integrating Sensing Core insights into tire development and car setup remains on the horizon, but the foundation has been laid.

In related news, Pirelli finalizes 2026 Formula 1 tire compounds

The post Tire intelligence reimagined: Sensing Core hits the track appeared first on Professional Motorsport World.

Motorsport pushes every element of a vehicle beyond conventional limits. The heat radiating from compact engines, the unrelenting vibration across a chassis at speed, and the electromagnetic interference generated by increasingly complex electronics create an environment that can expose any weakness in an electrical system. Even the smallest failure in a wiring harness can undermine performance and leave teams facing setbacks measured in seconds yet costly in outcome. Glenn Piper, director of global product management at WireMasters, explores how aerospace-grade cabling technology helps motorsport engineers maintain performance and reliability

Race engineers operate in conditions that test cables far beyond ordinary parameters. Harnesses must maintain integrity against abrasion from debris, maintain conductivity under extremes of temperature and carry signals reliably during continuous vibration.

When a data line drops during a race, the loss of telemetry deprives teams of real-time insights that guide strategy and safety. When power distribution falters, the result can be immediate and visible on track. The challenge is not only to design wiring systems that resist these conditions but to do so while minimizing weight and preserving flexibility for intricate routing through tightly constrained assemblies.

Lessons from aerospace and defense

Many of the solutions now gaining traction in motorsport originated in aerospace programs, where reliability is crucial.

Conductors engineered with lighter alloys reduce weight without compromising electrical performance. High-temperature insulators such as fluoropolymers maintain stability even when exposed to sustained thermal loads. Shielding architectures designed to suppress electromagnetic interference protect signal integrity when multiple high-frequency systems operate in close proximity.

Specialist designs from manufacturers such as Gigaflight, including ethernet quad cables, are now approved and used for data transfer in Formula 1, where speed and reliability are decisive. These designs demonstrate how lessons learned in aviation and defense translate effectively to the track.

Data at speed

Modern racing vehicles depend on high-volume data flows that connect sensors, control systems and communications platforms. Telemetry provides teams with continuous insight into performance and wear, while video and voice systems support coordination across the pit wall.

The integrity of these channels rests on cable design that supports high-speed ethernet cabling while remaining resistant to vibration and interference. Specialist shielded twisted-pair data bus cables achieve the necessary transfer speeds while maintaining durability under stress. Coaxial designs deliver the signal stability required for video feeds that are scrutinized frame by frame.

From design to trackside

The effectiveness of advanced cabling relies not only on the technology itself but also on the ability to specify, source and integrate it when required. Motorsport engineers need assurance that materials tested to aerospace standards can be obtained with full traceability and incorporated into harnesses at the pace of development cycles measured in weeks rather than months. Through its partnership with Gigaflight, WireMasters provides motorsport engineers with ready access to approved aerospace-grade cabling when required.

Motorsport success depends on the flawless performance of systems in some of the harshest conditions electrical components will ever face. Aerospace-grade cabling, adapted for the track, offers the resilience and reliability that engineers demand. By applying these technologies and ensuring their availability, the industry continues to strengthen the unseen yet vital networks that keep vehicles competitive across every lap.

Explore: From invisible to accountable: measuring global road safety performance

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The Fédération Internationale de l’Automobile (FIA) has highlighted the need for greater accountability and standardized measurement in global road safety. The organization calls on countries to adopt transparent data collection practices and share information to better track and reduce road safety accidents worldwide. Willem Groenewald, FIA secretary general for automotive mobility and sustainability, explains more

Every day, more than 3,000 people lose their lives in road crashes, and millions more sustain serious injuries. These figures represent a significant public health challenge, yet road safety often remains overlooked in global discussions. Why? Because what isn’t measured is rarely managed.

Companies, governments and organizations around the world track emissions, energy use and even wellness indicators, but road safety performance has largely fallen outside the frame. This gap has left us without a common language to hold ourselves accountable – until now.

The FIA may be known as the governing body for world motorsport, including F1, but we’re making mobility safer, more affordable and sustainable for everyone. On behalf of road users across 149 countries, we champion consumer rights, changing driving behavior at scale and bringing life-saving motorsport safety innovations to the road.

The FIA Road Safety Index was created in 2022 with the support of the FIA Foundation to fill this void as a direct response to the Stockholm Declaration of 2020. It provides a clear, systematic way for organizations to measure their safety footprint: the real-world impact their activities and value chains have on road safety. By identifying where risks exist, the Index helps organizations set concrete targets, take meaningful action and monitor results over time.

We know road deaths and injuries are preventable. The science, technology and strategies already exist. What has been missing is accountability – a way to measure and compare progress consistently across organizations and countries. The FIA Road Safety Index provides that mechanism.

The methodology is straightforward but comprehensive. It asks organizations to make clear commitments, collect and report safety data, and examine their sphere of influence across supply chains and operations. Whether you are a logistics company managing a fleet of trucks, a retailer sourcing products through transportation networks, or a service provider with employees on the road, the Index helps you understand and reduce the risks linked to your operations.

Road safety cannot be left to governments alone. Employers, manufacturers, service providers and investors all play a role. By applying the FIA Road Safety Index, organizations can ensure that the people who move for them – their employees, contractors, customers and communities – do so safely.

The Index is designed for the global market because road safety is a global problem. Worldwide, the principles are the same: safer roads, safer vehicles and safer behavior save lives. It is a universal tool for continuous improvement and benchmarking, ensuring that safety standards rise everywhere, not just in isolated pockets.

For businesses, adopting the Index is not just about compliance or reporting. It is about leadership. It is about showing that you value the lives of your employees and customers.

With multiple organizations currently engaged with the Index, including, Amazon, Uber, Ikea, Waymo, Shell and the New York City Department of Citywide Administrative Services (DCAS), the FIA continues to evolve and will expand from a 3- to a 5-star rating in 2026, with the assessments covering five areas: commitment, footprint, planning, monitoring of safety performance, and safety culture management and supply chain coverage.

The question is no longer whether road safety should be measured, but how quickly organizations will make it a priority.

The FIA has also been working on the development of a steering damper to prevent hand injuries in the ABB FIA Formula E World Championship

The post From invisible to accountable: measuring global road safety performance appeared first on Professional Motorsport World.