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.

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With 1,001ps and a top speed of more than 217mph (349km/h), the Audi Nuvolari hybrid supercar is the most powerful and fastest production vehicle in the history of the four rings, according to the auto maker.

Accelerating from 0-62mph (100km/h) in 2.6 seconds and reaching 124mph (200km/h) in 6.8 seconds, the Nuvolari features technologies inspired by Formula 1, such as the high-performance hybrid powertrain, quattro predictive ride, active aerodynamics and the new Audi Space Frame (ASF) with carbon exterior.

“With the Audi Nuvolari, we are accelerating technological progress,” said Gernot Döllner, chairman of the board of management of Audi.

Hybrid powertrain with four drive units

Powered by a hybrid high-performance powertrain with a maximum system output of 736kW (1,001ps), the Nuvolari combines a 4.0-liter V8 biturbo engine delivering 588kW (800hp) with three axial flux electric motors, each producing 110kW. The lithium-ion battery has a gross capacity of 7.3kWh. The combustion engine delivers a maximum torque of 730Nm and reaches up to 10,000rpm.

Two oil-cooled axial flux electric motors at the front axle deliver up to 2,150Nm of torque. As an integral part of the quattro system, they support variable torque distribution. A third electric motor between the V8 mid-engine and the transmission completes the drive concept.

“Our entire team has once again demonstrated its technical expertise, innovative strength and dedication,” said Rouven Mohr, CTO of Audi.

The quattro predictive ride

The quattro drive stands for “traction, control and driving dynamics in all conditions,” the German auto maker said, adding that in the Nuvolari, it had further developed this principle with the next generation of all-wheel drive with the quattro predictive ride.

Detailed sensor data – including steering angle, acceleration, yaw rate (rotation of the vehicle around its vertical axis, which determines steering response in corners) and current grip level – continuously feed into the control system, creating a highly precise vehicle state model.

If the system anticipates a potential loss of grip in a corner, it responds proactively as an integrated system. The drive units distribute torque in both longitudinal and lateral directions. The brakes stabilize the vehicle through targeted interventions and reduce slip. The aerodynamics adjust the downforce according to the situation.

Drivers can also influence the system with four driving modes: E-Hybrid (fully electric), Balanced (comfort, efficiency and performance), Dynamic (agility and precision) and Dynamic+ (driving experience). Vehicle dynamics can be further refined in Track Mode.

Audi Space Frame 

The vehicle architecture is designed for lightweight construction and high torsional rigidity using Audi Space Frame technology with a carbon exterior, which combines low weight with high structural strength.

Almost all exterior components are made from carbon fiber-reinforced polymer (CFRP). All carbon fiber components have been developed using Formula 1 expertise, such as the prepreg autoclave technology, in which pre-impregnated carbon fibers are shaped and then cured under high pressure and temperature.

Active aerodynamics inspired by Formula 1

Each exterior element serves a clearly defined aerodynamic function, from the front splitter to the rear diffuser. Audi’s Formula 1 drivers provided targeted feedback during the development phase to fine-tune aerodynamic performance.

Front air intakes ensure effective brake cooling as well as efficient thermal management of the combustion engine and hybrid components. A vented front end, known as an S-duct, improves aerodynamic efficiency at the front axle, delivering additional downforce, reducing lift at high speeds and improving cooling of the powertrain.

The central element of the active aerodynamic system is the deployable adaptive rear wing. It controls downforce and drag across three configurations: closed, low downforce (LD) and high downforce (HD). A drag reduction system (DRS), familiar from Formula 1, can also be activated manually via a dedicated steering-wheel button to further lower the wing.

Dynamic energy management

The energy management system is also inspired by motorsport. Boost and recuperation strategies are closely linked to torque distribution. As an integrated system, it continuously manages the interaction between power delivery and energy recovery.

Adaptive strategies for coasting and brake recuperation extend energy recovery to nearly all driving phases. At the front axle, electric deceleration takes on a significant portion of braking, while at the rear axle, coasting, partial load and traction control phases are used for recuperation. Purely electric deceleration of up to 0.3g is possible.

Braking system

A motorsport-inspired brake-by-wire system enables variable distribution between recuperation and hydraulic braking. The brake pedal is functionally decoupled from actual braking force at the wheels to ensure a consistent and precise pedal feel.

At the core of the system is the new Audi Ceramic Pro braking system, designed for consistently high deceleration and precise control.

At the front axle, 10-piston fixed calipers work with 420 × 40mm brake discs, while at the rear, four-piston calipers are paired with 410 × 32mm discs. The brake discs, derived directly from Formula 1, are based on a long-fiber carbon structure designed to withstand extreme thermal loads without compromising structural integrity or consistent friction characteristics.

In related news, Gazoo Racing unveils GRMN Corolla

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“If it’s going to bear the GRMN name, it needs to be a car that can duly handle the Nürburgring,” said Toyota Motor Corporation chairman and master driver Akio Toyoda of the inspiration that informed the new Toyota Gazoo Racing GRMN Corolla.

The development of the higher-performance version of the GR Corolla drew on Gazoo Racing’s motorsport experience, specifically its participation in the Super Taikyu Series, and input from Morizo himself, as well as extensive testing at the iconic German racetrack.

The GRMN Corolla was put through its paces in Japan’s Super Taikyu Series and validated using advanced driving simulators, with the Nürburgring playing a central role in the vehicle’s development. According to the engineering team, the circuit’s unique combination of surface changes and road inputs exposed challenges not encountered on conventional test tracks. These conditions were used to refine the vehicle’s handling and responsiveness.

GR has applied the insights gained from GRMN Corolla development to the evolution of the base GR Corolla. For the 2026 GR Corolla, announced in September 2025 and launched in November of that year, the application of structural adhesive was extended by 13.9m to 32.7m to reinforce the body structure, and an added cool-air duct now reduces the rise in intake air temperature during high-load driving. Both were the result of applying lessons learned at the Nürburgring, Toyota said.

Aerodynamic performance

In Super Taikyu Series and similar races, and at the Nürburgring, cars constantly travel at high speeds and experience high g-forces. Maximizing vehicle performance under these conditions requires all four wheels to maintain firm contact with the road.

The GRMN Corolla features aerodynamic performance parts for enhanced road holding. Its hood duct, fender ducts, front side spoilers and rear wing incorporate know-how gained from racing and tested on the hydrogen engine-powered GR Corolla that competes in the Super Taikyu Series.

Fine-tuning of the aerodynamics came at the Nürburgring. This included adjusting the rear wing angle, which features a five-step adjustment mechanism, in 1° increments during driving tests with professional drivers to verify effectiveness and determine the optimal specification.

Suspension fine-tuned 

The GRMN Corolla’s suspension employs exclusive front and rear monotube shock absorbers with rebound springs for improved inner-wheel traction during cornering and for enhanced high-speed cornering performance.

The Nürburgring road surface has areas that induce significant vertical suspension travel beyond that found on typical circuits. To ensure high stability for confident driving, extensive Nürburgring tests were run to facilitate optimization of bump-stop characteristics. The exclusive shock absorbers were developed by adjusting their stroke down to a millimeter at the front and rear for optimal balance.

The control program of the GRMN Corolla’s EPS (electric power steering) was modified from that on the base vehicle to generate the required amount of assistance torque even during cornering under high g-forces. The exclusively tuned 4WD control system provides optimal rear torque distribution during straight-line driving and enhanced stability at the onset of steering input at extremely high speeds.

Internal combustion engine evolution via the hydrogen engine-powered Corolla 

Through its participation in the Super Taikyu Series with a hydrogen-powered GR Corolla, GR has used endurance racing to support the development of hydrogen combustion technology. The high-load racing environment has also provided insights into the performance and durability of core internal combustion engine components.

Drawing on lessons from the Super Taikyu Series, Toyota increased the GRMN Corolla’s maximum engine torque to 415Nm, up 15Nm from the base model. Development focused on improving torque delivery in the 3,600rpm-4,800rpm range commonly used during circuit driving. To help maintain consistent performance during sustained high-load operation, the GRMN Corolla was been equipped with an intercooler spray system in addition to the cool-air duct introduced on the 2026 GR Corolla.

A cockpit designed to unlock an even higher level of performance

To further enhance performance, the GRMN Corolla features a two-seat configuration, with the rear seats removed as part of a weight-reduction program. Toyota says this contributes to a 30kg reduction compared with the base vehicle.

The GRMN Corolla features a redesigned cockpit focused on driver engagement, including a bespoke full-bucket driver’s seat developed using experience from the Super Taikyu Series. Based on race-car driving positions, the seat was been designed to provide increased lateral support while maintaining everyday usability. Its glass fiber-reinforced polymer (GFRP) construction helps reduce weight, and its dimensions were refined to support pedal operation.

The GRMN Corolla will be available in limited quantities, primarily in Japan, North America and Australia.

Related news, Liquid hydrogen prototype marks next milestone in Toyota’s hydrogen development journey

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Synopsys has unveiled a digital twin racetrack experience featuring the Discovery verification platform accelerated by Nvidia Omniverse libraries at the Aramco STEM Racing World Finals in Singapore.

As the computational fluid dynamics (CFD) simulation partner for STEM Racing, Synopsys offers over 400,000 students across the globe complimentary access to advanced simulation software, educational resources and technical support. STEM Racing features middle and high school student teams across 65 countries competing to design and race miniature F1 cars.

The setup links their race cars, refined in Discovery, with a digital twin of the racetrack and Omniverse libraries. Using Discovery, teams can explore advanced aerodynamics concepts and learn how to interpret CFD behavior. They can then import this data to Omniverse to visualize the air flow in real time.

At the STEM Racing World Finals, students can interact with a simplified version of the workflow, where they can easily modify key features of the car, such as swapping pre-made parts to test various spoiler designs.

Before each major race in the 2025-2026 STEM Racing season, demo days will provide students with access to the more advanced workflow. Teams can upload their custom car designs to Omniverse and use Discovery for CFD analysis, gaining predictive insights into physical performance to refine their virtual models.

“Synopsys’s specialized simulation and analysis tools have already transformed the way our student teams approach STEM learning,” said Andrew Denford, founder and chairman at STEM Racing. “And this new virtual STEM Racing track will enhance that experience even more. Enabling students to explore complex concepts such as aerodynamic drag and iterative design in an immersive and engaging environment will strengthen their practical engineering skills. Not only will this deliver real performance gains on the physical racetrack, but it will prepare them for success in advanced degree programs and future STEM careers.”

“Deploying physics-accurate digital twins of racing environments represents the state of the art within motorsport, allowing teams to optimize their cars for the unique characteristics of each racetrack and achieve minimum possible lap times,” commented Tim Costa, GM for industrial and computational engineering at Nvidia. “By connecting Nvidia Omniverse libraries with Discovery, alongside Synopsys’s advanced design and AI-driven capabilities, the digital twin racetrack delivers a physically accurate environment where students can experiment with different vehicle designs and optimize for real-world performance through simulation alone.”

“The collaboration between Synopsys and STEM Racing proves that STEM is about creativity, teamwork and real-world problem solving,” added Antonio Varas, chief strategy officer at Synopsys. “In fact, research shows that grade-level students exposed to hands-on STEM experiences are more likely to pursue STEM careers. This initiative reflects Synopsys’s deep commitment to childhood STEM education, helping students build confidence with complex topics and encouraging lifelong learning while igniting excitement for a potential career in STEM.”

In related news, FIA selects Siemens as official digital twin sponsor

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The Fédération Internationale de l’Automobile has welcomed Siemens into its global partnership program as it expands the use of Siemens’ digital twin Xcelerator portfolio to create and refine the aerodynamic concepts that shape the regulations for single-seater race cars, from Formula 1 through Formula 4.

Using Siemens’ Designcenter NX software, the FIA can design complex vehicle models, visualize them in lifelike detail, and iterate digitally before running computational fluid dynamics (CFD) simulations on the model.

This process enables the FIA to test and optimize car designs for performance and safety in a virtual environment, significantly reducing the environmental impact of manufacturing and physical wind tunnel testing.

Since 2022, the FIA aerodynamics team has used Siemens’ Designcenter NX software to generate over 14,000 individual computer-aided design (CAD) parts for testing in over 10,000 CFD runs. Assessing the aerodynamics of cars digitally has reduced the environmental impact of manufacturing prototypes and physical wind tunnel testing.

“We’re proud to partner with global technology leaders like Siemens to shape the future of motorsport. This collaboration shows the strength of our wider partner network, where world-class brands are helping us deliver progress across performance, safety and sustainability,” said Craig Edmondson, chief commercial officer, FIA.

“Siemens gives us the precision tools to design and test complex aerodynamic concepts virtually, reducing environmental impact while improving performance and safety. This technology is key to ensuring that racing remains closer, fairer and more competitive — all while supporting our ambition to reach net zero by 2030,” added Jason Somerville, head of aerodynamics, FIA.

“We are proud to deepen our collaboration with the FIA as their official digital twin sponsor, supporting its mission to drive innovation, safety and sustainability,” commented Nand Kochhar, vice president, automotive and transportation, Siemens Digital Industries Software. “Siemens Xcelerator is enabling the FIA and its partners to design, simulate and optimize with greater precision. This collaboration exemplifies how digital transformation can accelerate progress toward a more sustainable and technologically advanced future for mobility.”

The FIA will also expand its use of Siemens’ Teamcenter X software for product lifecycle management (PLM) as its platform for managing product-related information and processes and enabling collaboration with teams across FIA’s championships.

Additionally, it will extend adoption of Simcenter X software, which will provide access to a wider set of simulation tools such as Simcenter Amesim software, Simcenter STAR-CCM+ software and Simcenter HEEDS software.

In related news, Czinger adopts VI-grade’s real-time simulation environment

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The Mercedes-AMG Motorsport portfolio has expanded to include the Mercedes-AMG GT2 Edition W16. This update to the Mercedes-AMG GT2, first seen in late 2022, combines characteristics of the original base model with technical and stylistic references to the current Mercedes-AMG F1 W16 E Performance, the auto maker says. Kimi Antonelli, current driver of the Mercedes-AMG Petronas F1 Team, is the patron of the GT2 Edition W16, which is limited to 30 units.

Push2Pass function

The Mercedes-AMG GT2 Edition W16 is not homologated, meaning it does not have to meet any racing series requirements or restrictions. Equipped with the 4l V8 biturbo from the original GT2 (707hp/520kW), the eight-cylinder engine has been optimized with new turbochargers and modified engine electronics. The result is a maximum output of 830hp (610kW).

The GT2 Edition W16 reaches its peak performance when the Push2Pass function is activated. When the driver presses the corresponding button on the multifunction steering wheel, the system temporarily increases the boost pressure. This provides an additional 100hp (73kW) and 200Nm of torque. The maximum torque thus rises to 1,000Nm and the maximum output of 830hp is achieved.

In terms of power-to-weight ratio, the special edition model boasts a figure of around 1.7kg/hp. The vehicle has a weight of just 1,430kg. The new magnesium rims, which feature color accents that “create a visual link to the Formula 1 car”, also contribute to the weight optimization.

Transmission technology

The GT2 Edition W16 power is transmitted via a sequential 6-speed racing transmission with modified gear ratios. The transmission is mounted on the rear axle in a transaxle configuration and connected to the engine via a carbon-fiber torque tube for torsional rigidity and high torque transmission. The suspension features fully adjustable four-way motorsport shock absorbers and the stabilizers on the front and rear axles can be adjusted in four stages to suit the respective requirements.

Aerodynamic package with DRS

To achieve optimum vehicle balance, Mercedes-AMG has further refined the aerodynamic concept and fine-tuned it in numerous test drives on a range of Formula 1 circuits. The result is several new components including active louvres above the front wheels, an enlarged front diffuser, aerodynamically optimized exterior mirrors and a carbon spoiler lip integrated into the trunk lid. Like the Formula 1 car, the GT2 Edition W16 also features a drag reduction system (DRS), enabling the top speed to increase to over 320km/h.

“Formula 1 and GT Racing are the central pillars of Mercedes-AMG Motorsport. The Mercedes-AMG GT2 Edition W16 unites both worlds in one product. The limited edition model is our most powerful customer racing car to date and a spectacular race and track day vehicle in every respect. It combines fundamental characteristics of the Mercedes-AMG GT2 with stylistic and technical references from the Mercedes-AMG F1 W16 E Performance. With the exclusive handover event, we are creating an unforgettable experience,” said Christoph Sagemüller, head of Mercedes-AMG Motorsport.

Safety

The GT2 Edition W16 features a carbon fiber safety cell connected to the chassis, a five-point harness, safety nets, a fire extinguishing system, a safety tank and an emergency hatch. Other safety features include an effective racing ABS and a multi-adjustable traction control.

“I had the opportunity to test drive the Mercedes-AMG GT2 Edition W16 and had so much fun that I would have loved to spend more time on the track. The Push2Pass function is a truly sensational feature. The edition model is not only fast, but also safe. This immediately inspires confidence. I am very proud to be part of this project and to have my signature immortalized in every Mercedes-AMG GT2 Edition W16,” said Kimi Antonelli, Mercedes-AMG Petronas F1 Team.

In related news, Mercedes Petronas recently released the second episode of the Petronas Road to 2026 technical content series

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A new front, smaller kidney grille, improved aerodynamics … BMW has updated the M Hybrid V8, which will feature a new exterior design and technical optimizations when it competes in the 2026 FIA World Endurance Championship (FIA WEC) and the IMSA WeatherTech SportsCar Championship series.

BMW M Motorsport is implementing aerodynamic updates – subject to final homologation – based on insights gained by engineers during previous race outings.

The most notable change to the BMW M Hybrid V8 is its front end. An adjusted splitter will be added to optimize airflow, while the BMW kidney grille will be slightly smaller while retaining its contour lighting. The hybrid will also receive new headlights.

The aerodynamic updates have been designed to provide two benefits: to enable the car to perform more consistently across all track layouts, to eliminate weaknesses found following analysis of past seasons in the FIA WEC and IMSA; and the revised airflow around the car improves cooling efficiency.

The development of the aerodynamics, from CFD calculations to the manufacturing of parts, was carried out in close collaboration between BMW M Motorsport engineers and chassis partner Dallara. Following private test sessions in recent weeks, the BMW M Hybrid V8 is due to make its first public appearance after the FIA WEC Lone Star Le Mans race in Austin, Texas, during a joint test at the Circuit of the Americas. Subject to final homologation, the vehicle’s first race will be the 24 Hours of Daytona at the end of January 2026.

Andreas Roos, head of BMW M Motorsport, said, “Since we began racing in the IMSA series in 2023 and the FIA WEC in 2024, we have learned a great deal about our BMW M Hybrid V8. After optimizing the brakes for the current season, it is now time for an aerodynamically improved version of the car. With these updates, we are responding to the insights gained from our previous race outings.

“Following the tests we’ve already conducted, we are confident that the changes to the BMW M Hybrid V8 will allow us to compete more consistently at the front on all types of tracks, taking another step toward the top. A big thank you to everyone involved for their hard work. In the coming months, we will continue to work intensively to ensure we are optimally prepared for the start of the 2026 season at Daytona in January.”

In related news, Mercedes-AMG recently demonstrated the performance of the Concept AMG GT XX under long-distance, extreme conditions, breaking a total of 25 long-distance records

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VI-grade has announced that Czinger Vehicles has implemented VI-CarRealTime, VI-grade’s real-time vehicle simulation environment, to support the virtual development of its performance road vehicles.

Founded in 2019, Czinger Vehicles develops high-performance cars using proprietary digital manufacturing technologies. The company’s first model, the 21C, was designed and engineered with a data-driven approach, combining additive manufacturing and computational optimization. To support the next stages of its product development, Czinger has adopted VI-CarRealTime to simulate and validate vehicle behavior earlier in the design cycle, contributing to shorter development times and enhanced performance optimization.

The solution enables Czinger’s engineering team to work with a scalable vehicle model for large-scale studies and control system development. Key areas of focus include the evaluation of effective mass distribution, aerodynamic characteristics and active suspension strategies, all of which are tested in simulation to generate measurable performance outcomes for on-track validation.

“Our goal with the 21C was to deliver a hypercar like no other using the latest in digital manufacturing and AI-enabled engineering,” commented Ewan Baldy, chief engineer at Czinger Vehicles. “Having achieved that, we’re now taking the next step by incorporating VI-grade’s simulation tools to reduce reliance on physical prototypes, speed up validation and improve how we assess key vehicle systems early in development.”

“We’re proud to support Czinger in their mission to transform the automotive industry,” said Alessio Lombardi, vice president of sales EMEA and North America at VI-grade. “Their adoption of VI-CarRealTime underscores the importance of high-fidelity simulation in the development of next-generation vehicles.”

In related news, Genesis Magma Racing is preparing for the first full test of the GMR-001 Hypercar (GMR-001) following the completion of the first car by chassis partner Oreca and a successful shakedown

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Lamborghini has presented the Fenomeno, a limited-edition model offering of just 29 vehicles that celebrates the brand’s heritage of exclusive models, advances in performance and innovation and two decades of design from Lamborghini Centro Stile.

“When we presented the Reventón in 2007, our goal was to create a truly superlative super sports car that represented the ultimate expression of what Lamborghini stood for,” said Stephan Winkelmann, chairman and CEO of Automobili Lamborghini. “This new few-off carries forward the same philosophy of distinction and innovation that is a fundamental part of our DNA.”

Under the hood

The powertrain is housed in the monofuselage, Lamborghini’s innovative aeronautics-inspired chassis, which as well as a monocoque made entirely of multi-technology carbon fiber, has a front structure in Forged Composite, a special material made of short carbon fiber soaked in resin.

The architecture of the Fenomeno features the mid-mounted, naturally-aspirated 6.5-liter V12 engine combined with three electric motors, one of which is integrated within the new 8-speed dual-clutch gearbox.

The power output of the oversquare V12 engine is 835CV at 9,250rpm, thanks to the redesigned valvetrain, which supports a maximum engine speed of 9,500rpm. The specific power is over 128CV per liter, the highest in the history of Lamborghini V12 engines; the maximum torque is 725Nm at 6,750rpm, with 80% of the torque already available at 3,500rpm.

The drive to the four wheels is provided by the internal combustion engine that delivers traction to the rear wheels, and by the pair of electric motors installed on the front axle, while the third radial flux electric motor positioned above the gearbox provides torque to the rear depending on the selected driving mode.

The combined torque from the V12 engine and four electric units delivers exceptional performance, with 725Nm from the engine and 350Nm from each front motor. Total maximum power reaches 1,080CV, aided by a 7kWh battery developed specifically for the Fenomeno.

Dual-clutch 8-speed gearbox

The Fenomeno adopts an 8-speed dual-clutch gearbox installed transversely behind the longitudinal V12, leaving space under the tunnel for the lithium-ion battery that powers the electric motors. This layout enables the final weight to be kept low, as well as making the footprint more compact.

Mounted above the gearbox, the electric unit acts as a starter motor, generator and power source for the front motors via the tunnel-mounted battery. It enables four-wheel drive in fully electric mode and supports the V12 engine depending on the driving mode, using a decoupling mechanism with a dedicated synchronizer. In position P3, it provides boost and allows full EV operation; in position P2, it recharges the battery at low speeds or when stationary.

Aerodynamics

The Fenomeno features refined aerodynamics; the appendages that frame the front splitter create two air curtains that direct the air flows parallel to the wheels, reducing drag and increasing the mass flux to the radiators.

The S-Duct system installed on the front of the vehicle increases the front aerodynamic load. Thanks to the concave profile of the roof, the flow is concentrated both through the airscoop on the engine hood to optimize component cooling, and on the mobile rear wing where its special ‘omega’ design maximizes vehicle stability at high speeds.

The new door design also incorporates a key aerodynamic role, directing flow toward the large air intakes on the sides. This ensures cooling for components in the engine compartment and correct operation of the radiator elements; the result is more than 30% more efficient side-cooling compared to a series production Lamborghini V12.

Brake system and suspension

Fenomeno adopts the innovative CCM-R Plus carbon-ceramic brake system, similar to technology in LMDh race car brakes such as those on the SC63, bringing racing-level performance to the road. The brake disks are manufactured in a 3D structure with long carbon fibers incorporated in a carbon matrix and coated with a treatment developed specifically for this project.

Vehicle dynamics

At the heart of Fenomeno’s integrated control system is the 6D sensor coupled with innovative vehicle dynamic control logics. The 6D sensor is installed strategically close to the vehicle’s center of gravity and is directly connected to the IPB (Integrated Power Brake) control unit. Its function is to provide measurements of the acceleration on all three axes (lateral, longitudinal and vertical) in real time, as well as the angular velocity also for all three axes (pitch, roll and yaw). This information enables a highly-precise estimation of the vehicle’s speed, the side-slip angle and the instantaneous coefficient of friction between tires and road surface.

In related news, the Garagisti GP1 was recently revealed for the first time in detailed renderings, and the company has announced that the car is in the advanced stages of engineering and production. Read the full story here

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Building on the record-breaking legacy of the original Nevera, the Nevera R has now surpassed the achievements of the standard model. Rimac‘s Nevera R has become the latest 0-400-0 champion, setting 24 performance records. Completed in the car’s high-speed mode, and independently verified by Dewesoft, the demonstration was part of the final validation tests ahead of customer deliveries.

The Nevera R’s 0-400-0km/h (0-249-0mph) record improved on the standard Nevera’s 29.93s record by 4.14 seconds. The Nevera R achieved a new 0-60mph time of 1.66 seconds, beating the Nevera’s 1.74s record, while reaching 100km/h in 1.72 seconds compared to 1.81 seconds.

At higher speeds, the car reached 200km/h in 3.95 seconds in comparison to 4.42 seconds in the Nevera, and to 300km/h (186mph) in just 7.89 seconds compared to the standard model’s 9.22 seconds. The Nevera R topped out at 431.45km/h (268.2mph) to set a record for the fastest EV top speed.

Engineering performance

The Nevera R’s performance gains, says Rimac, stem from a comprehensive reengineering of all major components. The enhanced aerodynamic package, featuring a fixed rear wing and enlarged diffuser, is said to produce 15% more downforce while improving aerodynamic efficiency by 10%.

The Michelin Cup 2 tires are said to reduce understeer by 10% while increasing lateral grip by 5%, working in conjunction with the next-generation all-wheel torque vectoring system that has been recalibrated to maximize the potential of the high-performance rubber.

The vehicle’s 2,107hp is delivered via four individual motors, managed by Rimac’s torque vectoring system. This system continuously calculates and adjusts power to each wheel 100 times per second, optimizing traction and performance in real time.

“When we first introduced the Nevera it almost seemed like the pinnacle of hypercar performance had been reached. In a single generation, we had created a performance jump that previously would have taken decades. But now, through relentless innovation, Nevera R goes even faster, while still maintaining much of the comfort and practicality that makes the Nevera a real, usable daily car. Breaking records is in our DNA, and we won’t stop here,” said Mate Rimac, founder and president of the Rimac Group and CEO Bugatti Rimac and Rimac Technology.

In related news, Lanzante recently revealed its 95-59, a three-seat 4-liter twin-turbo V8 bespoke project that celebrates the company’s win at the 1995 24 Hours of Le Mans

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