The first McLaren of its kind, the McL 6GT draws inspiration from the McLaren M6GT, Bruce McLaren’s original but ultimately unrealized supercar project. A production version is planned for 2028, bringing that vision to reality.

According to the auto maker, the McL 6GT blends its purity of character with lightweight carbon-fiber construction and V8 internal combustion power for the first time in a McLaren since the McLaren F1.

“The McLaren McL 6GT imagines what our inspirational founder had wished to complete, but with six additional decades of innovation and passion woven through every element, creating a modern icon of driver connection. It is symbolic of the bold, provocative and hugely exciting future that we are preparing to realize,” said Nick Collins, chief executive officer at McLaren Automotive.

Celebrating tactility

The McL 6GT is designed to emphasize a more tactile, analog driving experience, with deliberate responses to shifts, throttle inputs and steering. Hydraulic steering, physical switchgear and exposed engineering details are intended to reinforce the connection between driver and car.

Knurled machined aluminum controls and ergonomics reinforce the same human-machine connection. The design of the gearstick has been carefully considered for maximum feel and throw, and incorporates design inspired by McLaren’s heritage, with a three-dimensional Speedy Kiwi set within its upright.

An inspired concept

The McL 6GT was presented at this year’s Goodwood Festival of Speed. It sits exceptionally low and wide with a low nose, echoing the stance of the M6A Can-Am racer upon which the M6GT was based. The body surfacing is clean, with uninterrupted volumes flowing from the low nose to the distinctive kammback tail.

The car reads as a single continuous form, with the roof flowing naturally into the rear deck and engine cover. The cabin appears embedded within the body rather than sitting on top of it.

Lightweight carbon-fiber construction has become a central tenet of McLaren. McL 6GT is underpinned by the latest super-lightweight carbon-fiber monocoque technology combined with carbon-fiber bodywork.

In related news, Peugeot begins next phase of 9X8 development

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The Ferrari CZ26, designed by the Ferrari Design Studio under the direction of Flavio Manzoni and developed for a US client under the Special Projects program, draws on the dynamic features and performance of the SF90 Stradale.

The stylistic theme of the Ferrari CZ26 is defined by a distinctly horizontal design, with a highly distinctive two-box silhouette. The car has a stable, road-hugging presence thanks to a structure based on a pure central mass resembling a capsule, supported by the four muscle-like elements at the wheel arches. The entire composition flows from the front fascia.

The front is dominated by a full-width functional grille incorporating specific lighting units, characterized by ultra-slim modules with a concealed effect, brake air intakes, sensors and technical components. The distinctive shape of the front, underlined by a vertical leading edge, gives the car a bold and assertive presence. The rear features a truncated tail and cantilevered tail-lights, elements that give the Ferrari CZ26 a light and sculptural appearance. The diffuser also features a pronounced horizontal design, which helps to visually widen the car’s stance, reinforcing its sense of stability and its poise.

The overall bodywork design is based on a clean aesthetic, with functional elements emerging directly from the main surface. The side air intakes for cooling, the front end, the rear diffuser, the cantilevered light clusters and the carbon-fiber elements, which visually extend the wheel arches, are part of a single design language that combines function and aesthetic expression.

The cabin blends harmoniously into the car thanks to the use of black trim on the roof and pillars, creating the effect of a cockpit set within the bodywork. This enhances the clean lines and visual lightness of the overall design.

Particular attention has been paid to the selection of colors and finishes to convey the idea of a technical and sporty car that is also refined and forward-looking.

The exterior design theme is consistently reflected in the interior. The focal point is a bespoke black technical fabric, complemented by seat inserts produced using additive manufacturing and featuring a design developed specifically for the Ferrari CZ26.

Aerodynamic development encompassed every area of the car. At the front, the cooling system and airflow management were completely redesigned by reorienting the central radiator pack and introducing dedicated bypass ducts, enabling improvements in both cooling efficiency and the downforce generated over the front axle. The underbody and the vortex generator system were also completely redesigned to optimize aerodynamic balance.

The outer sections of the front bumper incorporate an air curtain system that manages the wake generated by the front wheels, helping to reduce aerodynamic drag. The rear has been completely redesigned, with the introduction of a large upper rear spoiler and a dedicated diffuser, both developed to increase downforce while maintaining a high level of aerodynamic efficiency. The rear engine cover has also been redesigned and incorporates dedicated vents for thermal management of the engine compartment, ensuring effective heat dissipation under all operating conditions.

In related news, Peugeot begins next phase of 9X8 development

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Engineering and composites specialist Dash-CAE will showcase its large-format additive manufacturing (LFAM) tooling and composite production process at the Goodwood Festival of Speed 2026 (July 9-12), where it will present a new single-seat carbon monocoque technology demonstrator. The approach draws on Dash-CAE’s experience in LFAM tooling for composite applications.

The demonstration will show how Dash-CAE can move from CAD to a complete carbon chassis in a matter of days using recyclable 3D-printed tooling, proprietary LFAM materials and in-house composite production. The process is designed to make low-volume carbon monocoque development faster, more flexible and more commercially viable.

This follows the 2024 launch of Dash’s widely acclaimed TR01 carbon chassis for supercars, hypercars and racecars. TR01 will also be displayed alongside the new monocoque at Goodwood.

How LFAM changes low-volume carbon chassis production 

Development of the demonstrator was enabled by Dash’s use of large format additive manufacturing, enabling the rapid production of accurate and recyclable composite tooling. As a result, Dash can move from CAD to a complete chassis in a matter of days, reducing the upfront tooling time and cost usually associated with conventional carbon monocoque production.

The demonstrator has been produced using a quasi-isotropic sheet molding compound, similar to that used by supercar manufacturers, which provides strong energy distribution/absorption while remaining light and stiff. This makes the process well-suited to structural applications for all chassis programs.

Dash’s process also enables the monocoque design to be adjusted quickly for different race series or vehicle requirements. This flexibility is enabled by Dash’s proprietary Dastrude100 and Dastrude165 LFAM materials, which are optimized for the demanding thermal cycling of composite tools. Dastrude100 is an optimized pattern and jig material, while Dastrude165 can be used for A Class production direct tooling.

Recent news, ORECA selects Siemens’ Simcenter to support motorsport development programs

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Historic racing may not be the most obvious place to roll out a host of sustainable technologies, but that is exactly what Lola has done with its new T70S.

Despite having a full FIA Historic Technical Passport, and being identical in construction to the Lola T70 Mk3B, the T70S boasts a carbon footprint nearly 50% lower than previous iterations of the 60’s sports racing car. Impressively, this has been achieved while staying within all the FIA’s requirements for historic racecars.

Two main areas have contributed to the significant reduction, a new 100% sustainable composite system for the bodywork and the implementation of a low-emissions process for the production of magnesium parts.

Starting with the composite system, known as the Lola Natural Composite System (LNCS), this uses flax fibres encased in basalt with a plant-based resin. By combining flax and basalt the mechanical properties of the fibres are improved beyond current flax-only systems, with a significantly lower CO2 footprint than either carbon composites or the glass fibre used for the original T70 body panels. Furthermore, Lola has also improved the sustainability credentials of the tooling patterns for the bodywork by using bio-based materials.

Looking to the metallic elements of the car, magnesium was identified as an area where considerable savings could be made compared to the commonly sued, high-energy intensity Pigeon process for smelting aluminium. Working with supply chain partners, Lola has developed a process for magnesium production using the byproduct salts of Bromine production from saltwater, via electrolysis powered by solar energy. This sees the kgCO2e for the magnesium parts of the car reduced from nearly 5000kg to just 975kg.

Look out for a full, in-depth feature on the T70S in the upcoming issue of PMW magazine, and a sneak preview of the road going version, the T70 S GT.

Related news, Mercedes-AMG leverages Track Sport Concept for next-gen GT3 and Black Series

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Red Bull Advanced Technologies has joined forces with Singer to design a strategy for increasing the torsional stiffness of Type 964 Cabriolets and Targas reimagined through Singer’s Classic Turbo services.

Singer’s process begins when a 964-generation Porsche 911 Cabriolet or Targa is provided for personalised restoration. The vehicle will be fully disassembled to expose the steel monocoque, which will then be assessed, cleaned and prepared for the subsequent stages of restoration.

Through the collaboration, Red Bull Advanced Technologies has provided its expertise in simulation and structural analysis. The Porsche 964 chassis has been digitally modeled using scanned data and manual measurements, with finite element analysis (FEA) software used to calculate the torsional stiffness of the different variants of the car (with and without a roof). The FEA model was then refined until the predicted stiffness values matched those recorded in physical tests.

Having correlated the model, Red Bull Advanced Technologies used it to assess which parts of the open-roof structure were working the hardest to resist the applied torsion, primarily through looking at the strain energy. Using this, a formation of 13 carbon fiber structures were then designed to reinforce these parts, while still respecting the need to preserve the original Type 964 chassis and accommodate packaging requirements. The reinforcing structures were then built into the correlated FEA model, and tuned to give the required torsional stiffness level.  A prototype vehicle featuring the reinforcing structures was then tested as a final validation of the analysis work.

The 13 carbon fiber reinforcing structures developed by Red Bull Advanced Technologies are bonded to the 964 monocoque during the restoration process, increasing torsional rigidity by 175%. This increased chassis rigidity benefits handling, braking and overall refinement, with the driving experience of the open-roofed cars now matching that of the coupe.

Rob Gray, technical director of Red Bull Advanced Technologies, said, “Our expertise is derived from relentless competition and success at the very highest levels of motorsport. We apply that expertise to engineering challenges across a wide variety of projects and industries. The challenge from Singer was to increase the stiffness of the open-roof Type 964, giving it the same dynamic performance as the coupe while minimizing additional weight. The careful balancing of performance against weight is extremely familiar to us and we’re delighted to have been able to support Singer and their clients with this solution.”

Mazen Fawaz, chief strategy officer at Singer, said, “Our clients are some of the most discerning drivers in the world. To achieve the standards they have come to expect, we work only with the best, and our search for expertise in this area led us to Red Bull Advanced Technologies. Since 2009 our approach has brought heritage together with cutting-edge engineering, and Red Bull’s mastery of advanced materials, simulation and structural analysis perfectly exemplifies this approach. The results underline the extraordinary lengths we go to in our relentless pursuit of excellence.”

Related news, Unnamed Mercedes‑Benz Mythos model undergoes arctic testing

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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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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.

Appearing in bare carbon fiber, the car is the first of three-development chassis to be built in the coming months to support the development and homologation of the GMR-001 ahead of its race debut in the 2026 FIA World Endurance Championship.

Preparations for first tests underway

Following the installation of the engine, hybrid system and gearbox, along with the successful fire-up of the car last month, ORECA mechanics completed the build before delivering the car to Genesis Magma Racing engineers, who will take the lead in testing the car. As the chassis partner, ORECA will remain part of the long-term project, supporting the development of the GMR-001.

Genesis Magma Racing drivers André Lotterer and Pipo Derani, who will drive in the upcoming tests, have undertaken sessions in the simulator, completing calibration of the virtual model of the GMR-001 and establishing a baseline set-up to maximize the benefits from the first running.

The final preparations for the first full test were completed at a successful shakedown of the car to check the mechanical and electrical systems, which gave both Lotterer and Derani their first chance to drive the GMR-001.

After the initial running, the team will embark on an extensive testing schedule at circuits around Europe, with findings from each test analyzed and applied by the team’s engineers and mechanics at the Genesis Magma Racing facility and confirmed by the drivers’ continuing simulator work.

Genesis Magma Racing technical director FX Demaison said, “Every bit of running we do with the GMR-001 Hypercar in 2025 is extremely valuable. The work in preparation that André and Pipo have done on the simulator and during the shakedown means that we have a good starting point for the first tests. Working with our chassis partners at ORECA throughout the testing and development, we can quickly take the data from each test, find a solution and validate it to be able to take full advantage of every moment.”

Finished car brings different strands of development together

The completion and shakedown of the first functioning GMR-001 chassis is the latest milestone for Genesis Magma Racing since the official announcement of the project last December. The progress of the project is continuing according to schedule.

“We are at a time, where we seem to be passing milestones every day, but this is exactly what we must be doing,” said Genesis Magma Racing team principal Cyril Abiteboul. “After planning for and talking about these moments for the last eight months, to be able to see a finished car running exactly as we planned is incredibly exciting.

“We are also starting the process of moving into the new Genesis Magma Racing facility at Le Castellet. The start of testing is the beginning of bringing the different streams of work together — the design and development of the chassis, the design and development of the engine, equipping a workshop and building the team.”

In related news, Zenvo Automotive has released the latest episode in its behind-the-scenes docuseries, which examines the development of the vehicle’s Mjølner powertrain. Read the full story here

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Genesis Magma Racing has reached a significant milestone in the development of the GMR 001 Hypercar (GMR 001) with a successful engine installation and fire-up. The chassis is being built at chassis partner Oreca’s workshop.

This achievement marks a pivotal step in the build of the team’s first development vehicle, which will play a central role in the on-track testing program taking place across the remainder of the year.

Work to build the GMR-001 development chassis began immediately after the Le Mans 24 Hours. The initial build work was completed by Oreca’s experienced technicians, with mechanics and engineers from Genesis Magma Racing involved at key stages.

The installation and fire-up of the V8 twin-turbo engine was one key moment. “In a project like this, you have certain dates circled and this was one of them,” said team principal Cyril Abiteboul. “The car fire-up was the GMR-001 coming to life – a huge step in the story of Genesis Magma Racing. To reach this point on schedule is already a huge achievement and a perfect way to start the next stage of the development process.”

The car fire-up marked the latest landmark in the development of the GMR-001 powertrain. As well as running the engine through a rev range in each of the seven gears in the transmission, engineers were also able to test the car’s hybrid system, charging the batteries from the engine and then directing the energy to the rear driveshafts, as would happen on track.

Work on the engine began in June 2024 with Hyundai Motorsport’s powertrain department starting work on the design, which is derived from the motor in the team’s championship-winning FIA World Rally Championship entries.

The engine was first successfully fired-up in February. Since then, engineers have put the engine and transmission through months of testing on different dynos to validate simulations of performance and efficiency. The successful integration of the engine into the GMR-001 chassis now opens the way to the next stage of testing and development work, with the first track running planned for the end of August.

Genesis Magma Racing technical director François-Xavier Demaison said, “The car build has been about bringing everything together – all the expertise we have within Genesis Magma Racing and at Oreca.

“It’s now when we can start physically connecting all the different strands of development work that we’ve been following for the last year with our Powertrain and Design teams. The successful GMR-001 fire-up is confirmation of our work so far, but also the start of the next stage of the development that comes with testing.”

The final stages of the car build are continuing, with Oreca and Genesis Magma Racing staff now completing the first car for the start of testing, before switching focus to the chassis to accelerate the development of the GMR-001 before the homologation process for the 2026 season begins.

In related news, Yasa has achieved what it states is the highest power density ever recorded for an electric motor, across any sector or application. Read the full story here

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Zenvo Automotive has selected Alcon Components to provide a bespoke braking system for its Aurora hypercar program.

Aurora says it will use the latest in bespoke braking system technologies from its new technical partner to “bring the power of the highly efficient bespoke V12 drivetrain under control”.

The newly developed system uses billet monoblock calipers, six-pistons at the front and four-piston at the rear. These are mated with carbon fiber-reinforced silicon carbide (C/SiC) brake discs to provide optimized braking performance and thermal capacity with no detrimental effect on brake pedal feel and feedback, even under extreme conditions. The materials used throughout the braking system have been carefully selected and optimized to offer significant weight savings and “ultimate performance”.

“Delivering power is only one part of the challenge when engineering a true driver’s car. Controlling it and making it usable on road and on track is as important,” explained Jon Gunner, chief technical officer, Zenvo Automotive.

“For a no compromise project like Aurora, the braking system is critical. Driver engagement, being able to harness up to 1,850hp, providing feedback and feel with a hybridized powertrain – each element plays a part in how the Aurora performs.

“Alcon Components have proven themselves to be world-beaters when it comes to delivering systems which can cope at the most extreme levels, and their latest braking system is the perfect fit for the track-focused Agil model, and the more classically styled GT Tur model. Delivering relentless and fade-free performance, when needed, each and every time.”

“We’re thrilled to be chosen as the brake supplier for the Zenvo Aurora Tur and Agil models,” added Steve Hodgkins, chief engineer performance OEM at Alcon. “Zenvo’s commitment to engineering excellence and pushing performance boundaries mirrors our own philosophy at Alcon. This collaboration has allowed us to develop a bespoke braking solution, leveraging our motorsport heritage and advanced technologies to meet the extreme demands of these hypercars. Together, we’ve created a system that delivers exceptional thermal capacity, consistent pedal feel and uncompromising stopping power — fully aligned with Zenvo’s vision of ultimate driver engagement.”

In related news, Rimac Technology has engineered, designed and integrated the battery system, e-axles and electronic control units for the Bugatti Tourbillon hyper sports cars

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