Ferrari has unveiled the all-electric Luce at the Vela di Calatrava – Città dello Sport in Rome in Italy.

Expanding Ferrari’s in-house electric technology expertise has created new opportunities for performance and efficiency across its wider vehicle programs, the auto maker said. This includes technology transfer between Ferrari road cars, the 499P Hypercar that won the most recent World Endurance Championship, and the Ferrari Hypersail project, which serves as a platform for research and innovation. The Ferrari Luce marks the culmination of Maranello’s multi-energy strategy, announced at the 2022 Capital Markets Day.

John Elkann, president of Ferrari, said, “We are not simply unveiling a new car, we are inaugurating a chapter that turns our vision into reality, strengthening Ferrari’s tradition of anticipating and shaping the future.”

In keeping with tradition, Ferrari has chosen to engineer, develop and manufacture the main components in-house. The project includes more than 60 new patents.

The Ferrari Luce was designed in collaboration with LoveFrom, the design collective led by Sir Jony Ive and Marc Newson, bringing an external perspective to Ferrari’s established design approach under Flavio Manzoni.

The electric power source, Ferrari-engineered engines and advanced drivetrain enabled the development of a new architecture that combines Ferrari performance with the luxury of spaciousness. Technologies derived from Ferrari’s unrivalled experience in the world of motor racing made it possible to contain kerb weight at 2,260kg, helping deliver best‑in‑class performance (0–100 km/h in 2.5 seconds, 0–200 km/h in 6.8 seconds, top speed over 310 km/h and maximum total power output of 1,050hp) and a range in excess of 530km.

The car introduces electric all-wheel drive technology, combining torque vectoring, regenerative braking and adjustable power delivery systems. Steering wheel-mounted paddles enable drivers to modify torque output and energy recovery, while Ferrari says the system has been developed to provide a more progressive acceleration response than typical high-torque electric powertrains.

The car is powered by four electric engines, one per wheel, and is equipped with a high‑capacity 122kWh battery, an active suspension system derived from the F80 and an independently steering rear axle. Within this framework of technological innovation, two concepts best encapsulate Ferrari Luce’s ambitious entry into the world of high‑performance electric sports cars: the control of each wheel’s motion in every direction and in any dynamic condition, and the authentic approach to sound.

Each wheel is equipped with one actuator for traction and regeneration, one for the steering angle and one to control vertical movement. The ability to adapt torque distribution in real time to road conditions and desired performance provides exceptional freedom and precision of control. Each of the Ferrari Luce’s wheels is attuned to the driver’s input, enabling the driver to experience a single, fluid movement. Torque vectoring and the elastic balance of the suspension system also assist in changing direction, enhancing the car’s agility and ease of driving.

The Ferrari Luce’s vehicle dynamics have been developed around the characteristics of its electric platform, including a lower center of gravity and revised weight distribution. The vehicle uses an e-Manettino system to adjust power delivery and traction settings, alongside Ferrari’s five-position Manettino drive mode selector, which adapts vehicle responses to different grip conditions.

The model also introduces Ferrari’s new vehicle control unit, which integrates management of the powertrain and vehicle dynamics systems. According to Ferrari, the system processes updates at up to 200 times per second and works in conjunction with the latest version of the company’s Side Slip X control system.

The powertrain comprises four F80-derived permanent magnet synchronous engines with radial flux, delivering a maximum speed of 30,000rpm at the front and 25,500rpm at the rear. The system operates on 800V architecture and combines performance with efficiency, with solutions directly derived from motorsport. The high-voltage battery pack was designed, validated and built in Maranello and comprises 210 cells in series that deliver 122kWh and support fast charging up to 350kW; it has been designed as a structural element of the car. Power electronics feature compact inverters and a DC/DC resonant converter for the active suspension to achieve record-breaking efficiency of more than 98%.

The Ferrari Luce uses an integrated battery, chassis, and body structure designed to improve rigidity, efficiency, and interior packaging. The aluminum-based architecture places the battery beneath the floor and rear seats, removing the need for a central transmission tunnel and increasing cabin space. Ferrari said the structure delivers increased bending and torsional rigidity compared with its previous four-door models.

The vehicle also features double wishbone suspension, rear-wheel steering, carbon ceramic brakes, and a rear subframe mounted to improve ride comfort and handling balance.

The extensive use of recycled secondary-alloy aluminum enables a reduction in CO₂e emissions during production of around 70% of the overall vehicle weight.

Benedetto Vigna, CEO of Ferrari, said, “We are convinced that a company demonstrates its leadership when it has the courage to dare and to take on the challenge of new technologies. Ferrari Luce was born precisely from this challenge, offering our unprecedented vision of electrification.”

Related news, RML unveils 40th anniversary GT Hypercar

The post Ferrari unveils all-electric 1,035hp Luce appeared first on Professional Motorsport World.

Lotus Cars has announced Focus 2030, an updated business strategy to strengthen the company’s competitiveness and create a more flexible and sustainable business model to support resilience amid challenging market conditions.

Built on four core pillars – brand reinforcement, a multipowertrain strategy, close partner collaboration and financial discipline – Focus 2030 marks a significant reset for the brand.

Lotus Group CEO Qingfeng Feng said, “Lotus was born from the rebellious spirit of Colin Chapman, and that is not lost today. Focus 2030 will reset both the brand and the business to keep us true to our DNA. We are obsessed with engineering, obsessed with performance and obsessed with building drivers’ cars, and that is what will grow this business.”

Lotus Cars said it will continue to base all vehicle development decisions on its core principles of lightweight design, aerodynamics, engineering performance, and driver engagement, regardless of product type or powertrain. The company said its design and engineering operations will remain rooted in the UK, while research and development activities in China will support faster scalability and market delivery.

As regulatory requirements and consumer demand continue to evolve at different rates across global markets, Lotus Cars said it will adopt a flexible approach across internal combustion engine (ICE), plug-in hybrid electric vehicle (PHEV) and battery-electric vehicle (BEV) technologies. In the near term, the company is targeting an electrified portfolio mix of approximately 60% PHEV and 40% BEV, while supporting what it describes as a customer-led transition toward full electrification.

The company has said the first product initiative under its new strategy will be X-Hybrid, which combines Lotus’s ICE and BEV expertise. The system is reportedly designed to offer long range, flexibility, practicality, sustained performance and Lotus’s characteristic driver engagement.

The proprietary X-Hybrid technology was first launched on the Eletre, as Eletre X. Customer deliveries in Europe are expected to begin in Q4 2026, making it the first technology of its kind to come to market, according to Lotus.

Reaffirming its performance-focused DNA, Lotus Cars said its next step in developing proprietary hybrid technology will be the unveiling of its first supercar, Type 135, planned for 2028. The model is expected to feature a V8 hybrid powertrain producing over 1,000ps and will be manufactured in Europe, with further details due to be announced later this year.

Daniel Li, chairman of the board of directors at Lotus Technology, and executive vice chairman of Geely Holding Group, said, “Geely has believed in Lotus from the beginning, and that belief has not wavered. We are committed to giving Lotus the resources it deserves to compete at the highest level. What Lotus brings is irreplaceable, and Focus 2030 is proof that we take that responsibility seriously. We are excited for the next chapter in the brand’s story.”

In related news, VW to bring Golf R to N24 in 2027

The post Lotus highlights motorsport heritage with all-new hybrid-V8 supercar appeared first on Professional Motorsport World.

To mark its 25 year anniversary, the Ariel Motor Company has launched a 525bhp version of its Atom sports car. The track-oriented but roadgoing Ariel Atom 4RR will feature a bespoke Honda engine and will be “the most powerful and exclusive Atom ever created”, the UK manufacturer said.

The 4RR will feature a hand‑built, motorsport‑spec engine producing 525bhp and revving to 8,200rpm and will be the fastest Atom yet, capable of 0-62mph in 2.4 seconds and hitting 100mph in just 5.1 seconds.

The most powerful Atom

Despite its focus on ultimate circuit performance, the 4RR remains a road‑legal vehicle. Each 4RR will be uniquely specified and built to order with buyers invited to Ariel’s factory in Crewkerne in the southwest of the UK to specify and discuss their vehicle with the engineers and technicians responsible for constructing their car.

Simon Saunders, founder of Ariel Motor Company, said, “The Atom 4RR is the most focused vehicle we’ve ever built – a car that captures everything we’ve learned over 25 years of pure driver‑focused engineering. It is the fastest and most powerful Atom to date, yet it stays true to our founding principles of lightweight, minimalism and delivering very serious fun. It is the most direct connection between car, driver, and track or road, that we have ever made.”

Bespoke motorsport‑spec engine

At the heart of the Atom 4RR sits a bespoke 2.0L four-cylinder Honda K20C Type R that is hand-built in 100 hours. However, almost every significant internal and external component has been replaced, upgraded or re‑engineered to motorsport specification.

Henry Siebert-Saunders, managing director at Ariel Motor Company, said, “The 4RR’s engine is built by hand taking more than 100 hours with the objective of delivering intense performance right at the pinnacle of track driving while remaining controlled and confidence-inspiring on road.”

Internally, the engine is comprehensively uprated with closed deck sleeves, bespoke forged pistons and connecting rods, revised cylinder head and port geometry, bespoke camshafts and alloy valve set with uprated springs and guides. All rotating components are measured, fully weight‑matched and dynamically balanced.

With circuit running a primary focus, the 4RR engine features a race‑spec gated oiling system and a high‑flow oil pump, ensuring consistent lubrication under prolonged high engine loads and cornering. Performance and durability are further enhanced by a competition‑grade head gasket with reinforced fire‑ring sealing and a race-spec cylinder‑head stud kit designed to withstand extreme cylinder pressures.

A larger turbocharger peaks at 1.7 bar boost, while a high-pressure fuel system and 1,400cc fuel injectors deliver immense mid‑range torque and a ferocious top‑end – maintaining the consistency and resilience required for circuit use. The 4RR features three cockpit-adjustable engine maps with different boost levels: Map 1 – 400bhp/380Nm; Map 2 – 500bhp/450Nm;  Map 3 – 525bhp/550Nm. Each hand-built engine is run-in and tested on a dyno before final calibration and power tests. An individual dyno graph will accompany each bespoke Atom 4RR engine.

A new carbon air inlet system, with remote air filter assembly, and a new full titanium exhaust and silencer system will be fitted to the Atom 4RR, with power delivered through a Quaife six-speed sequential gearbox with lightweight drive discs, motorsport differential and pneumatic paddle shift, ensuring traction and consistency at all times. Clutchless up and down shifts can be made with auto-blip on downshifts and the lightweight clutch only used for initial start.

Motorsport‑optimized and aero‑led performance 

The 4RR features a fully bronze-welded motorsport chassis with adjustable Öhlins dampers, aluminum uprights and chromoly wishbones for precise handling. Braking comes from 310mm AP Racing discs with four-piston calipers and race-spec pads, paired with in-cockpit adjustable ABS for consistent, high-performance stopping under all conditions.

Ariel has designed the 4RR’s aerodynamic package to maximize downforce while minimizing drag, delivering exceptional cornering speed and high-speed stability. Redesigned carbon-fiber side pods improve cooling for the engine and gearbox, supporting higher power and extended track sessions. Lightweight carbon-fiber bodywork, mudguards and aerofoils further reduce overall weight.

The Atom 4RR rides on forged wheels – 7Jx16 at the front and 9Jx17 at the rear – fitted with road-legal Yokohama A052 tires in 195/50R16 and 255/40R17 sizes.

Siebert‑Saunders said, “The Atom 4RR is the most uncompromising car we’ve ever created. Every component, every weld, and every element of its engineering is focused on delivering ultimate track performance at the highest level. Its performance capability demands respect while rewarding drivers with an intensity and precision that few other cars can match.”

Related news, AVL and Ansible advance vehicle validation with integrated simulation and driver-in-the-loop testing

The post Ariel unveils hand-built, motorsport‑spec Atom 4RR appeared first on Professional Motorsport World.

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

The post Lola previews sustainable innovations with T70S appeared first on Professional Motorsport World.

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

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

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

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

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

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

Works relationship

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

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

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

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

Combustion challenges 

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

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

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

Related, F1 2026 tech hub

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

Phinia and Alpine are continuing to collaborate to drive innovation in high-performance motorsport and advanced propulsion technologies. Under its aftermarket brand Delphi, Phinia will build on its multi-year collaboration with the BWT Alpine Formula One Team as the sport enters a technically and competitively intense period ahead of the 2026 season. For the second consecutive year, the Delphi logo will appear on the team’s single-seaters and associated commercial assets, reinforcing its presence on the global F1 calendar and its reputation as a trusted automotive aftermarket supplier.

“Motorsport has always been a critical environment for accelerating innovation, and our partnership with Alpine reflects a shared belief in the value of engineering-led progress,” said Todd Anderson, chief technology officer, Phinia. “These programs allow us to develop and validate advanced fuel systems technology under the most demanding conditions, supporting both high-performance applications today and the evolution of future propulsion technologies.”

Accelerating hydrogen internal combustion technology

This partnership further advances Phinia’s role in Alpine’s Alpenglow hydrogen program, aimed at maximizing the performance potential of hydrogen internal combustion engines (H₂ICE) in high-performance applications. Leveraging Phinia’s hydrogen direct injection system, Alpine has progressed its Alpenglow Hy4 concept to the new Hy6 hydrogen engine, marking a key technical milestone. The Alpenglow Hy6 now features a six-cylinder configuration and has reached speeds of up to 312.9km/h during demonstrations at the 2025 FIA World Endurance Championship and the 2025 Le Mans 24 Hours.

Pierre-Jean Tardy, chief engineer, hydrogen, Alpine Racing, said, “Motorsport is evolving rapidly and our strive for continuous innovation requires partners who can keep pace, combining long-term vision with proven engineering depth. Phinia is a trusted technical partner for Alpine, and this partnership reflects the confidence we have in their ability to deliver advanced fuel system solutions pioneering hydrogen internal combustion.”

Anderson added, “Our partnership underlines the capability of H₂ICE technology to meet the demands of top-tier motorsport while supporting longer-term decarbonization ambitions. By applying our hydrogen direct injection expertise in a competitive racing environment, we are helping to demonstrate that H₂ICE can deliver performance, efficiency and control at scale – insights that are critical as the industry explores multiple pathways toward lower-carbon propulsion.”

Related news, Falken Motorsports set for Nürburgring endurance campaigns in 2026

The post Alpine and Phinia continue Formula 1 and Alpenglow partnership appeared first on Professional Motorsport World.

A 3D-printed, configurable transmission oil cooler developed by Conflux Technology has completed a full-distance endurance race in a car engineered by Multimatic Motorsports. Using Conflux’s configurable core platform, the transmission cooler was adapted to the program’s specific boundary conditions and produced in just two weeks using metal additive manufacturing.

Multimatic Motorsports selected and integrated the unit for an endurance application, without the cost and delay of a clean-sheet design. The Conflux oil cooler used engine coolant to manage gearbox oil temperatures within a shared water circuit. In this endurance application, it delivered approximately 20% higher heat rejection than the incumbent solution within the same packaging envelope, providing additional thermal headroom without extra space, weight or aero penalty.

“Endurance racing is the ultimate test for any cooling system,” said Glenn Rees, principal engineer at Conflux Technology. “We’ve shown that our configurable, 3D-printed technology can move from design to race car in weeks, deliver significantly improved performance, and still be trusted to reach the finish line in some of the world’s toughest races.”

The 3D-printed core incorporates highly optimized internal channels to increase heat transfer while controlling pressure drop within a compact, lightweight envelope. Conflux’s configurable design platform enables engineers to rapidly tune geometry for different gearboxes, layouts and duty cycles, reducing non-recurring engineering costs and shortening program time-to-track, without compromising durability or consistency over long stints.

“At Multimatic, we look for partners who can combine innovation with robust delivery,” added Julian Sole, design manager at Multimatic Motorsports. “The Conflux oil cooler, built from their configurable design and packaged efficiently in a very tight space, delivered the reliability we required over a full endurance race distance.”

The same configurable oil cooler architecture is available to other OEMs and race operations seeking a step change in thermal capacity and packaging without a complete cooling-system redesign.

Related news, ZC Rubber extends partnership with Red Bull Driftbrothers

The post Conflux 3D-printed transmission oil cooler completes endurance race in Multimatic car appeared first on Professional Motorsport World.

Red Bull Ford Powertrains has revealed how advanced measurement technologies from metrology partner Hexagon have been integral to the development of its first F1 powertrain.

The super-high-performance powertrain has been built to meet the new demanding 2026 F1 regulations for smaller, lighter, more nimble cars and increased on-track competitiveness. As the exclusive metrology partner, Hexagon’s support of Oracle Red Bull Racing and Red Bull Ford Powertrains covers the whole car, chassis and engine, enabling trackside refinements and up to 30,000 car design changes per season. Using coordinate measuring machines (CMMs), 3D laser scanners and software, Hexagon helped achieve the sub-micron tolerances required for manufacturing, testing and assembling the V6 turbo hybrid powertrain.

While the new rules increase reliance on electrical energy, altered aerodynamics and changes to wings will produce less downforce, placing performance demands on the car’s power unit. The front wings are simplified, while the undersides of cars have lost Venturi tunnels that generated a huge amount of grip.

Metrology technologies

Since the start of engine production four years ago, Hexagon has provided high-precision metrology technologies – including the Leitz PMM-C Precision CMM and Leica Absolute Scanner AS1. According to Hexagon, these technologies have accelerated testing and inspection throughout R&D, from prototyping and test-rig evaluation to full production at Red Bull Ford Powertrains’ Milton Keynes facility.

The Leitz PMM-C CMMs are used right across the manufacturing and build areas and are the only equipment capable of dealing with the accuracy, repeatability and flexibility that Red Bull Ford Powertrains requires in power unit manufacture. The portable AS1 3D scanner is used with an Absolute Arm to scan the outer surfaces of the power unit’s crankcases and energy recovery system (ERS) installations for quality control.

“Hexagon’s shared passion for extreme accuracy and performance has been vital to this ambitious project,” said Ben Hodgkinson, technical director, Red Bull Ford Powertrains. “With every element built from scratch, Hexagon’s metrology expertise has enabled us to achieve the tolerances and the levels of quality we require in a cutting-edge piece of engineering to perform at the top level of motorsport. We’re very selective about who we work with and never stop pushing the boundaries – striving for that extra millisecond in performance. We know that Hexagon will support us on that ultra-competitive quest.”

Digitalization

Hexagon has helped Red Bull Ford Powertrains integrate quality inspection and digital 3D models into its engineering processes. Measurement data is captured in QUINDOS, Hexagon’s metrology software for complex geometries such as gears and blades, and, where needed, transferred to Q-DAS for statistical trend analysis. This integrated approach enables CNC machine monitoring and provides corrective feedback to ensure components are manufactured correctly the first time.

Oracle Red Bull Racing, which develops the chassis, also uses Hexagon technology. Continuing a 19-year partnership, it uses Hexagon technology, such as laser trackers, to ensure precise setup and power unit assembly for new vehicles throughout the racing season. Hexagon’s 3D laser scanning and trackside support are vital for ongoing aerodynamic refinements, providing the precision needed to maximize performance on every race weekend. The Oracle Red Bull Racing team has previously reduced faults by 50% using Hexagon technology over a 24-month period.

“Hexagon’s portable metrology technologies will ensure the correct car setup and power unit assembly for the new season vehicles, building on our 19-year partnership with Oracle Red Bull Racing,” commented Emanuel Viklund, president of the portable metrology division at Hexagon.

“Working with Red Bull Ford Powertrains this season is incredibly exciting for all of us at Hexagon. Together, we have engineered and built a powertrain unit under immense pressure. Designed for peak performance, the DM-01 powertrain is now ready to prove itself on the track.

“But nothing in F1 stands still – there is always a new challenge to tackle, a fraction of a second to gain and an opportunity to refine the car to push the limits of precision and performance. We are proud to support them every step of the way.”

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

The post Red Bull Ford Powertrains reveals how metrology partner Hexagon helped shape its first F1 powertrain appeared first on Professional Motorsport World.

Swindon Powertrain has been appointed official engine partner to Walkinshaw TWG Racing, the homologation team for Toyota’s entry into the 2026 Repco Supercars Championship, signifying the next step in the partnership. The company is developing and supplying key components for the GEN3 Toyota GR Supra, with final assembly and servicing carried out by Walkinshaw TWG Racing. The five-year program, first announced a year ago, is expected to place at least five Toyota-powered cars on the grid in 2026.

Close collaboration

Swindon Powertrain has been working in close collaboration with homologation partner Walkinshaw TWG Racing to lead the development, simulation and production of development engines and key parts such as the crank train. Final assembly and ongoing servicing of the race engines will be undertaken by Walkinshaw TWG Racing at its facility in Clayton, Victoria.

Toyota’s all-aluminium, quad-cam 2UR-GSE V8, known for smooth performance in vehicles like the Lexus LC500, has been adapted to a 5.2L version for the Supercars series, which requires engines between 5.0–5.7L. “The engine’s architecture, such as its square 94×94 (bore and stroke), offers a great base for a competitive and durable power unit to achieve 600bhp,” said Swindon Powertrain’s managing director, Raphaël Caillé.

Balancing durability, cost and performance

Key to the project is balancing durability, performance and cost attributes. “The Supercars calendar, including supporting the Australian F1 Grand Prix in Melbourne, sees over 12,000km of track running – that’s around five times the mileage of the 30-round British Touring Car Championship and harsher when you consider events such as the Bathurst 1000 with its 1.19-mile straight,” added Caillé.

To balance durability and strict cost targets, Swindon Powertrain focused on evolving the cranktrain, valvetrain and combustion systems. The strength of Toyota’s production engines allowed cost-effective original equipment (OE) parts—such as the cylinder head, block, main caps, timing chain and followers—to be retained. The 2026 unit also features hydraulic variable valve timing (VVT) and a 3D-printed inlet tract, a technology previously used on Swindon Powertrain’s BTCC-winning engines.

The challenge

With Swindon Powertrain’s ISO 9001-certified facilities located in the UK and France, its engineering team – headed by technical director Sylvain Rubio– worked closely with the project partners. “It’s been a fantastic collaboration: the time zone difference enabled us to work around the clock, in effect,” added Caillé. “However, we don’t underestimate the challenge. Supercars is a competitive championship with established engine producers with experience of the GEN3 regulations. We respect the job they are doing and now it’s up to us to learn, develop and bring our best efforts to the track. We won’t be satisfied until we start winning!”

“It’s fantastic to be partnering with Swindon Powertrain as we bring the Toyota Australia Supercars project to life,” added Carl Faux, Walkinshaw TWG Racing team principal.

Faux continued, “There’s been a mountain of work and development undertaken to ensure the 2UR-GSE is Supercars ready, and importantly, meets all the regulations of the category that are so strictly enforced. To be able to have the Swindon Powertrain expertise and production capabilities has been great.”

In related news, ZF and BMW forge long-term partnership to advance efficient drive systems

The post Swindon Powertrain appointed official engine partner for Walkinshaw TWG Racing appeared first on Professional Motorsport World.

McLaren Racing has announced Schneider Electric as its official energy technology partner, supporting the McLaren Mastercard Formula 1 team, the Arrow McLaren IndyCar team, McLaren F1 Academy, as well as the McLaren United Autosports WEC Hypercar team.

Schneider and McLaren Racing will develop and deploy energy technology that enables peak performance in the most demanding environments.

The companies will build on their supplier relationship of more than 20 years, solving hard energy problems where performance and consistent running are non-negotiable. This will include optimizing existing assets in and around the wind tunnel, manufacturing facilities, IT data centers and beyond, with resilient systems to reduce energy consumption, enabling electrification through advanced energy technologies and leveraging digital twin insights to enhance efficiency and sustainability.

Zak Brown, CEO, McLaren Racing, said, “We’re proud to welcome Schneider Electric as our official energy technology partner. This partnership builds on a strong foundation and reflects our shared commitment to innovation and energy efficiency. By combining Schneider’s expertise in energy technology with McLaren’s pursuit of performance, we’ll explore new ways to make our operations smarter and more efficient.”

Olivier Blum, CEO, Schneider Electric, added, “Racing is one of the most challenging environments to demonstrate the value of advanced energy and digital technology. McLaren Racing pushes every system to its limits, which is exactly where our expertise in performance, reliability and efficiency makes the difference. We’re proud to become the official energy tech partner of McLaren, providing energy intelligence they depend on, both on and off the track.”

Related news, BP and Audi Revolut F1 Team join forces for sustainable racing

The post Schneider Electric becomes McLaren Racing energy technology partner appeared first on Professional Motorsport World.