The new driveshaft torque sensor from Melectric Systems is said to bridge the requirements of laboratory-grade instrumentation and the realities of vehicle testing. Built to handle the growing complexity of today’s driveline architectures, the ME-DST does so by bringing together the accuracy of high-bandwidth lab measurements with the durability needed in real-world vehicle testing.

At the core of the system is a modular rotor unit that mounts directly onto the driveshaft. Depending on the application requirements, the sensor can transmit measurement data either through a 2.4GHz radio telemetry link or via an inductive near-field interface. The radio variant provides a proprietary, interference-resistant wireless signal through FCC correlations with sampling rates of up to 10kHz and a transmission range of up to 10m, making it ideal for on-road applications. For long-duration or high-dynamics applications – especially on engine, e-motor or driveline test benches – the inductive version supplies continuous power across a typical rotor-stator distance of around 10mm. This enables uninterrupted data acquisition even under demanding thermal and mechanical boundary conditions.

The ME-DST’s electronics work across extended temperature ranges and are housed in sealed enclosures rated up to IP65/67. The rotor module can be customized for different shaft diameters and shapes, making it possible to fit the system into tight or unconventional spaces. Inside, the measurement electronics process strain-gauge signals with high stability, ensuring accurate torque readings even during rapid load changes or dynamic torsional oscillations.

To facilitate seamless integration into existing measurement infrastructures, the ME-DST receiver has analog and digital output interfaces. The analog output can be configured to deliver common current ranges such as 4-20mA, enabling direct connection to conventional data acquisition systems without the need for external converters. For more advanced applications, the system provides a fully configurable CAN interface in which message identifier, bitrate and transmission frequency can be adjusted to match the vehicle or test bench architecture. The torque value is transmitted as a high-resolution, processed signal, ensuring compatibility with modern control systems and data loggers.

A central component of the ME-DST’s user experience is its integrated web-based configuration interface. Once powered, the receiver creates a dedicated wi-fi network through which engineers can connect using any browser-enabled device. The interface provides a clear dashboard with live torque data, system health indicators, temperature information and, when applicable, inductive power levels. In the Live Data view, measurement curves can be monitored in real time with an auto-scrolling chart that supports pausing and data clearing for quick analysis during setup. The configuration menu facilitates rapid adjustment of output parameters, sampling rates and communication settings, while a simple tare function enables immediate zeroing of the sensor after installation. This modern UX-oriented design significantly reduces setup times and eliminates the need for proprietary software tools.

According to Melectric Systems, the ME-DST is suitable for a range of applications. In electric powertrain development, it enables precise mapping of motor torque, load cycles and efficiency under real operating conditions. In hybrid powertrains, detailed measurements during transient load changes, clutch engagements and regenerative braking events are beneficial. The system is also well suited to transmission testing, where its stable high-speed sampling can be used to analyze torsional vibrations, gear efficiency and lubrication performance. In motorsport and high-performance vehicles, the ME-DST’s low mass, compact size and robust telemetry make it ideal for real-time driveline analysis. For durability and endurance testing, the inductive version provides continuous operation without maintenance interruptions.

In related news, Cosworth unveils first GT steering wheel and Centaurus 3 Power Distribution Module at PMW Expo

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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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Prema Racing has joined forces with artificial intelligence (AI) software provider Monolith, which will become its AI development partner effective immediately and for the ongoing season.

Monolith’s advanced machine learning platform will deliver bespoke models for Prema’s engineering department in the NTT Indycar series. The partnership will also extend to single-seater competition, with Monolith supporting the organisation’s FIA Formula 2 Championship and FIA Formula 3 Championship outfits, effective immediately.

The bespoke models from Monolith will enable the Prema team to unlock on-track performance through smart race car setup optimization, which will include implementing customized aerodynamic maps, virtual sensors and trackside anomaly detection to validate incoming data from the track in real time. The solution will also provide provide cost- and time-efficiency gains.

With the team now approaching the most important and challenging race of the season, the Indianapolis 500, relying on Monolith will help the operation to “kickstart its growth, making further steps forward in its new journey”, Prema Racing said.

Guillaume Capietto, technical director at Prema Racing, said, “It’s no secret that AI is the new frontier and finding new ways to apply it to enhance performance will be the key to motorsports success in the future. Having Monolith by our side is invaluable. They already have an incredible expertise and know-how. With research and the real-world racing experience and expertise that we can provide, the potential is incredibly high.”

Sam Emeny-Smith, head of automotive, defense and motorsport at Monolith, said, “Machine learning is a prime solution for helping race teams find meaningful performance gains while reducing the need for physical testing. The NTT IndyCar Series represents a championship where incremental, marginal gains in setup optimization make all the difference in securing on-track success – gains that Monolith has continually earned for its partners in the world of motorsport. Our cutting-edge AI platform will now help Prema Racing unlock those time- and cost-efficient enhancements, and we’re excited to see what we can achieve together moving forward.”

In related news, the Indy Autonomous Challenge (IAC) Maserati MC20 set a new autonomous vehicle speed record on March 3, 2025, when it raced down the Space Florida Launch and Landing Facility runway at 197.7mph (318 km/h). Click here for the full story

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Hexagon’s Manufacturing Intelligence division has announced a strategic collaboration with JDC-Miller MotorSports, a Minnesota-based IMSA racing team.

At the center of the collaboration will be Hexagon’s advanced metrology solutions, including its patented Marvelscan scanning device, which will enable the team to generate highly accurate 3D scans of vehicles before each race, ensuring they are consistently in compliance.

Marvelscan will be used alongside other metrology technologies, including the Hexagon Absolute Arm, a portable coordinate measurement machine (PCMM) known for its accuracy and compliance with recognized ISO standards. According to Hexagon, its devices and technologies are designed to work within a single ecosystem, helping to eliminate silos and make data sharing easier. This should enable JDC-Miller MotorSports to expand and adopt additional technology as its challenges and priorities evolve.

“We at JDC-Miller MotorSports are excited about the many ways we can utilize Hexagon’s technology,” said John Church, managing partner, No. 85 JDC-Miller MotorSports Porsche 963. “In the IMSA WeatherTech Championship series, it is essential for our car to be in compliance at all times. Utilizing the Hexagon tools allows us to arrive at the track and breeze through technical inspection. The Porsche 963 is a precision instrument, just like the advanced equipment Hexagon produces – it only makes sense to use the best. We believe Hexagon is a natural partner in the high-tech environment of the GTP class within the IMSA WeatherTech Championship.”

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Marelli has launched a new AI-based ECU for engine and vehicle control in motorsport applications. Dubbed the VEC_480, it is designed for all types of vehicle propulsion, from traditional to electric.

The new unit ensures 100% compatibility with the rising trend of AI computation on board. It was presented at Professional Motorsport World Expo in Cologne, Germany, this week, where it also impressed the judges and won two awards.

According to Marelli, this technology redefines the traditional VCU for motorsport, offering performance, efficiency, reliability, computational capabilities and advanced connectivity to meet growing demands. Compared with previous VCUs, the VEC_480 offers better performance in computational power. Real-time computing performance is 2.5 times higher, the inter-processor bandwidth is increased by 10 times and RAM memory bandwidth is also improved, enabling greater reliability in reiterating crucial vehicle operations.

The VEC_480 is engineered to manage the increasing complexity of neural-based algorithms in real time (milliseconds). This is achieved using an advanced AI accelerator (NPU), available with a high computing capacity up to 26 TOPS (tera operations per second). This technology provides greater potential for internal vehicle networking and engine or vehicle management.

The powerful AI accelerator embedded in the device supports real-time AI inference with low latency and high efficiency, paving the way for neural virtual sensors, data inference with AI, real-time video processing (track detection, object detection, and more), localization and positioning, performance analysis, predictive analysis and voice recognition. The technology is also compatible with AI frameworks such as TensorFlow, TensorFlow Lite, Keras, PyTorch and ONNX.

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Cosworth has launched the Antares 4 and Antares 6 ECUs which bring the advanced capabilities of the Antares 8 to a wider array of motorsport applications.

The Antares 4 and 6, designed and developed for OEMs, motorsport teams and individuals, can function as a complete vehicle controller and datalogger, all fully supported by Cosworth’s renowned software toolchain.

The Antares 4 and 6 ECUs retain all the control capabilities of the Antares family. Both ECUs can support a range of powertrain technologies – including IC engines, hybrids, plug-in hybrids and BEVs. Along with these control capabilities, Antares 4 and 6 also offer high rate synchronized datalogging for precision and reliability. Both new ECU units also come equipped with control features such as multi-pulse and stratified GDI control, active torque management and FIA-compliant real-time PPU and BOP control.

For teams needing advanced customization, Cosworth’s real-time embedded software generation platform enables the development of bespoke algorithms within the MatLab Simulink environment. This enables teams to deploy complex powertrain and chassis control algorithms, signal processing routines, dynamic models and ultra high-speed data processing within the development toolchain.

For race-winning performance, teams can develop strategies using Simulink neural network blocks to create machine learning for driven traction control.

“Cosworth is dedicated to pushing the boundaries of motorsport engineering, and the Antares 4 and 6 demonstrate our commitment to making high-tech solutions accessible across all levels of competition,” said Stef Balkowiec, managing director at Cosworth Electronics.

At this year’s PMW Expo, taking place on November 13 and 14 at the Köln Messe in Germany, Cosworth is showcasing the new Antares 4 and 6 ECUs along with the CCW Mk2 Pro Sim steering wheel, the Toolbox 13 software, and more. Visit Cosworth at booth 3082 at PMW Expo.

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Lola Cars has become a major stakeholder in Paceteq, one of automotive industry’s foremost data technology and software companies. The investment will give Lola access to knowledge and expertise critical to the brand’s ambitions to re-establish itself as a sustainable engineering and motorsport company.

Data technology will play a crucial role in Lola’s motorsport activities and the company’s strategic focus areas of electrification, hydrogen, and sustainable fuels and materials.

Paceteq has a track record of innovation and growth at the cutting edge of motorsport, in series including Formula 1, WEC and Formula E, as well as the recently launched A2RL autonomous racing championship.

The backing of the world-famous Lola brand will bolster Paceteq’s reputation as the go-to expert for motorsport software and data solutions, while exposing the team to novel and exciting technologies.

Till Bechtolsheimer, the chairman of Lola Cars, said, “As an investment, Paceteq has demonstrated a number of key strengths. Although it has experienced significant growth, it has remained agile and innovative – always taking an intelligent approach to solving customer challenges.”

Alexander Bodo, the CEO of Paceteq, added, “The brand is a motorsport icon and one of the world’s oldest racing car manufacturers. Its return as a herald for more sustainable motorsport is an exciting prospect. We look forward to the technical challenges that this partnership will bring.”

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The ACO has announced a partnership with McLaren Applied for the provision of vehicle control units and other sensor hardware to its H24Evo hydrogen fuel cell prototype.

The H24Evo will run McLaren Applied’s latest-generation vehicle controller, the VCU-500, designed specifically for electric racing applications and widely used in Formula E. The unit will function as the main vehicle controller on the H24EVO, providing powertrain and chassis control functionality, interfacing with all other electronic units on the car. The VCU-500 will make a wealth of data available, recording up to 2,000 parameters simultaneously.

The VCU-500 is supported by a complete software toolchain, including McLaren Control Toolbox (MCT), enabling MissionH24 engineers to develop customized control strategies using MATLAB Simulink and System Monitor to calibrate and configure the VCU-500. MissionH24 will also benefit from vTAG simulation tools, used to test code before deploying it on the H24EVO, and to run simulations on live and post-processed data.

Complimenting the VCU will be McLaren Applied’s data analysis software, Atlas, a powerful software package designed to obtain, distribute, display and analyze race car data. The H24EVO will also use McLaren Applied’s TPMS.

Sam Guest, head of telemetry, control and analysis at McLaren Applied, commented, “Our VCU-500 analysis package, tire pressure system and Atlas GT will provide MissionH24 with the latest control systems and analysis tools to optimize the performance of the H24Evo. We look forward to seeing the car on track and supporting our MissionH24 colleagues in achieving their exciting goals and demonstrating the future of hydrogen mobility in the most demanding of endurance races.”

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Torque sensors are now a key component of the BoP process in WEC, both in the Hypercar and LMGT3 classes. By providing a real-time, accurate reading of driveshaft torque, it is possible for the regulators to precisely monitor compliance with the BoP-imposed power curves for each manufacturer powertrain.

The sensors are supplied by USA-based MagCanica, and rather than using traditional strain gauging methods for torque measurement, they rely on the principle of magneto-elasticity, where the magnetic field of a ferrous material changes when subject to a twisting or bending force.

Magneto-elastic sensors produce signals that are a function of torsional stress, not strain. As a result, they are generally much stiffer mechanically than conventional elastic torque sensors; they also offer a far higher frequency response, typically of the order of 2-4kHz.

Measuring surface stress by magneto-elastic methods also provides a non-contacting system for measuring torque in a more compact construction than that required for either the twist angle or surface strain elastic methods.

Magneto-elastic sensors can be broken down into two distinct groups that measure magnetic quantities related to the surface shear stress in different ways. The first method measures magnetic permeability changes in the shaft surface caused by the stress-induced magnetic anisotropy, which affects the permeance of a magnetic flux path and uses a magnetizing source and a pick-up (sensing) coil. The second method relies on the principal that stress-induced magnetic anisotropy causes a permanently magnetized magneto-elastically active member to generate a measurable magnetic flux.

One advantage of a permeability-based sensor over traditional sensing methods inherent wireless transduction – removing the need for physical contacts with the rotating member – combined with mechanically robust construction. However, despite their various benefits, permeability-based magneto-elastic torque sensors suffer from a number of disadvantages that limit their use in a racing environment.

These problems derive from the fact that the variable being measured – permeability – does not depend solely on the applied torque. In any one material composition, even in a controlled environment, permeability can vary with temperature and magnetization. The result is that in many real-world environments, the changes due to these factors can exceed the changes in permeability that are a function of torque, making the measurements useless.

Sensors for racing

The second type of sensors are much more suitable for use in racing, and are the technology MagCanica uses in its sensors. They have many of the benefits of permeability-based sensors and overcome most of the problems. The sensors can be constructed either with a thin ring of magneto-elastically active material rigidly attached to a shaft, or by using a portion of the shaft itself as the magneto-elastically active element.

In response to the magneto-elastic energy associated with the bi-axial principal stresses by which torque is transmitted along the shaft, each moment will rotate toward the nearest positive principal stress direction and away from the nearest negative principal direction.

This reorientation of the originally circular magnetization results in a net axial magnetization component. The divergence of this component at the edges of the polarised bands is the source of a magnetic field in the space around the shaft which can be readily measured with one or more magnetic field sensors. This gets around the problems associated with measuring the permeability, enabling very accurate and repeatable readings to be taken. Also, the polarized bands can be easily incorporated into the driveshaft of a vehicle.

We will delve into the implications of toque sensors from a powertrain calibration perspective in a later article.

Further details on the specifics of MagCanica’s sensors can be found here

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The Aston Martin Aramco Formula One Team and NetApp have extended their partnership, with NetApp retaining its role as the team’s global data infrastructure partner. This collaboration, which began in 2021 after the team’s return to Formula 1 racing, uses NetApp’s storage technology for efficient data storage, management and access.

Data is used by F1 drivers and their support teams in simulations that help predict and respond to scenarios that might occur during a race, such as changing weather conditions or an unplanned pit stop.

During any race, the Aramco team collects data from hundreds of sensors, including real-time performance statistics such as track temperature, tire degradation and aerodynamics. Instant access to that data, both trackside and at the team’s AMR Technology Campus (AMRTC), gives the team the data it needs to adapt its race strategy in real time.

The partnership provides Aston Martin with NetApp’s FlexPod data center solution, which provides instant access to and storage of extensive data, enabling near-real-time decision making; NetApp’s Cloud Volumes ONTAP, which enables continuous operations and reliability, as well as simplifying monitoring, troubleshooting and optimization of resources and applications; and NetApp Storage Workload Security, which provides the team with protection against internal and external threats.

“We are delighted to renew our partnership with NetApp as we enter our fourth season together since returning to Formula 1 in 2021,” said Clare Lansley, CIO of Aston Martin Aramco. “We use data to improve our performance and go faster and NetApp’s work with the team is vital to this success.”

Gabie Boko, CMO at NetApp, said, “When Aston Martin returned to the Formula 1 circuit after more than 60 years away, they needed a technology partner to help them rise to every moment, both on and off the track. NetApp provides Aston Martin Aramco with an intelligent data infrastructure that runs at the speed of Formula 1.”

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