Driven DynamiX has launched the DDX Precision, a 6-DoF motion simulator designed to deliver a realistic and responsive driving experience. Building on the engineering and lessons from the DDX Prime, it uses the same core software and motion system to replicate vehicle behavior. The DDX Precision offers a similar core experience in a more compact design and at a lower price point.

Driven DynamiX aimed to make advanced motion technology more accessible beyond high-end systems, developing a simulator that delivers a realistic and responsive experience for training, preparation and immersive use.

“Not only was this racing simulator entertaining, but it was an informative tool that teams can really use to help develop their racing programs. They are sure to have success in the UK motorsport market and are well worth checking out,” said Chris Aylett, CEO of the Motorsport Industry Association.

In related news, MCL-HY Hypercar marks McLaren’s return to FIA World Endurance Championship and Le Mans 2027

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AVL Mobility Technologies and Ansible Motion have partnered to offer vehicle manufacturers and suppliers a combined solution integrating AVL’s VSM software with Ansible Motion’s driver-in-the-loop simulators. The collaboration aims to support virtual development processes by enabling faster component and vehicle development, while reducing testing and validation time and associated costs.

AVL VSM is a flexible, real-time simulation tool that enables users to model components, systems and complete vehicles. It allows them to test vehicle dynamics and performance in realistic scenarios, which is crucial for optimizing vehicle characteristics and ensuring safety. VSM enables a more integrated approach to vehicle design and optimization by allowing simultaneous consideration of various vehicle attributes and components and how they interact.

When VSM is paired with an Ansible Motion driver-in-the-loop simulator, the user can test changes to the virtual model and refine chassis dynamics, powertrain driveability, ADAS and active safety function calibration with a virtual test drive.

“By combining AVL VSM with Ansible Motion driver-in-the-loop simulators, manufacturers can move critical decisions to the front of the development cycle, dramatically reducing physical prototypes and test iterations,” said Gary Newton, AVL’s vice president of business development. “This tool combination can have an enormous impact on timeline and budget. Imagine validating 70+ track scenarios per day in multiple conditions, surfaces and drive events. The result isn’t incremental improvement, it’s months saved and millions preserved.”

Salman Safdar, Ansible Motion’s business development director, added, “Through our continuing collaborative efforts with AVL, we’re developing new ways to conduct subjective and objective evaluations of qualified concepts much earlier in the vehicle design cycle. Connecting our simulators seamlessly with a feature-rich simulation environment like AVL VSM elevates the virtual vehicle development process for manufacturers seeking to shorten development times, realize cost savings and reduce environmental impacts.”

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Dynisma’s DMG-1 driving simulator is now fully operational at Rodin Motorsport’s recently unveiled Driver Performance Centre near the team’s headquarters in Farnham, Surrey.

The purpose-built facility represents a significant investment in driver development infrastructure. Situated close to Rodin Motorsport’s main race workshop, the center integrates the full-motion DMG-1 simulator alongside five static simulators, a driver training gym and a dedicated simulation control room designed with pit-wall-style operations and integrated data analysis suites.

The center will support Rodin’s driver programs across multiple championships, including FIA Formula 2, FIA Formula 3, F1 Academy, the Formula Regional European Championship (FREC), GB3 and British F4.

The DMG-1 is already being used to prepare drivers for the opening rounds of the 2026 FIA Formula 2 and Formula 3 seasons, with further integration planned for the team’s F1 Academy program.

The simulator allows engineers and drivers to conduct vehicle setup work, qualifying simulations, circuit familiarization and race scenario preparation before track running begins. With ultra-low-latency motion response of 3-5ms and a primary motion bandwidth exceeding 100Hz, the platform is designed to deliver high-fidelity driver-in-the-loop simulation.

Rodin Motorsport owner David Dicker said, “The better the simulator, the better our potential results will be. I feel we are getting the best equipment available to us. If you are not moving forward, you are going backward. Investing in this level of technology reflects our commitment to building a world-class environment for our drivers and engineers.”

Benn Huntingford, Rodin Motorsport’s sporting director, added, “Using a simulator like Dynisma’s allows us to arrive better prepared and more competitive by the time a race begins. That’s a big part of driver development and overall team performance.”

Alex Dunne, FIA Formula 2 driver at Rodin Motorsport, commented, “This week we’ve been getting ready for Round 1 of the F2 Championship and running through many different programs on the simulator. At F2 level and above, you do very few laps on a race weekend, so you rely heavily on what you’ve learned in the simulator. We’ve replicated the car model well, and it’s very similar to the real car. The feeling over curbs, lock-ups, understeer and oversteer is very impressive.”

Tom Edwardes, head of driver-in-the-loop simulation at Rodin Motorsport, said, “We’re using the same vehicle models, data processing and analysis workflows that we use both online and offline, so correlation is consistent and we can iterate through setup changes and gather driver feedback within minutes.”

Ash Warne, the founder and CTO of Dynisma, commented, “Rodin Motorsport has made a clear investment in building a structured driver development ecosystem with its new Driver Performance Centre. The DMG-1 sits at the heart of that environment, providing a high-correlation platform where engineers and drivers can explore setup direction, validate vehicle models and refine performance before race weekends. In championships with limited testing, that level of fidelity and responsiveness becomes a critical competitive tool.”

In related news, PITLab selects VI-grade compact simulator to advance mobility research at Imola Circuit

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Engineering and industrial companies face growing pressure to design more complex systems faster and more sustainably, often relying on legacy simulation tools that struggle to keep pace with modern hardware and AI-driven workflows. BeyondMath addresses this challenge with a foundational AI model trained on first-principles physics, enabling engineering-grade simulations to be generated in minutes rather than hours or days. The company has closed a US$10m seed extension led by Cambridge Innovation Capital, alongside existing investors including UP.Partners, Insight Partners, and InMotion Ventures. The seed round closed at US$18.5m.

Founded in 2022 by AI industry veterans Alan Patterson and Darren Garvey, BeyondMath has developed the world’s largest foundational physics model, which is capable of simulating complex physical phenomena, from aerodynamics to thermal management.

In automotive engineering specifically – where BeyondMath works with an F1 team – the platform supports real-time testing of thousands of design combinations to identify optimisations in aerodynamics and thermal management.

The funding will be used to scale up the commercial deployment of BeyondMath’s generative physics technology and increase its research capacity.

Alan Patterson, CEO of BeyondMath, said, “Engineering teams require ever-faster, more flexible simulation, but do not have the technology to deliver on these demands. Generative physics introduces a fundamentally new approach to engineering, unlocking innovation across fields ranging from aerospace and automotive to data-center design. We now have the capital and investor support to accelerate our research roadmap and scale commercial adoption. This could be the ChatGPT moment for physics.”

Edward Inns, principal at Cambridge Innovation Capital, added, “BeyondMath is tackling one of the hardest and most valuable problems in engineering. By combining first-principles physics with modern AI, the team has built a platform that can redefine how complex systems are designed across multiple industries. We look forward to supporting Alan, Darren and the team as they continue to scale.”

Related news, Rimac Technology announces leadership transition

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VI-grade has announced that the newly established PITLab – Performance of Innovative Mobility Test Laboratory, located at Autodromo Internazionale Enzo e Dino Ferrari – has selected its Compact simulator to support research in sustainable and safe mobility.

PITLab is a joint research initiative between the University of Bologna and Formula Imola, aimed at connecting academic research with industrial applications. Situated within the Imola racetrack, the laboratory is designed to integrate simulation and real-world testing in a single environment.

PITLab’s simulation capabilities are anchored by VI-grade’s Compact simulator, a compact, high-fidelity driving simulator that delivers realistic driver-in-the-loop (DIL) experiences within a reduced footprint. The simulator features a complete driving station, including an adjustable driver’s seat, steering wheel, pedals, gear selector and visual display, enabling advanced vehicle dynamics evaluation in office or research environments.

Integrated into the VI-grade simulation ecosystem, the compact simulator enables research in vehicle behavior, driver interaction, infrastructure design and mobility safety, enabling early virtual testing and digital twin development. This approach allows researchers to analyze driver behavior and vehicle responses in controlled, repeatable, safe conditions, while reducing development time and costs.

“PITLab’s mission and vision fully align with the smart prototypes philosophy of VI-grade and HBK,” said Guido Bairati, vice president of global sales at HBK. “Integrating the VI-grade Compact simulator into this research environment, closely aligned with real industrial needs, enables digital twin development within the VI-grade ecosystem, supporting the safe and cost-effective creation of solutions for tomorrow’s mobility challenges.”

“The inauguration of this joint research laboratory further strengthens the collaboration between the University of Bologna and the Imola racetrack,” said Valeria Vignali, director of PITLab. “With state-of-the-art equipment and PITLab’s expertise, we can address key challenges in sustainable mobility and road safety using advanced methods that integrate simulation with on-track testing to deliver impactful solutions.”

“Hosting PITLab represents an important step in the evolution of the Imola circuit,” added Pietro Benvenuti, general manager of Formula Imola. “Beyond motorsport, the Autodromo is increasingly positioned as a platform for innovation, experimentation and knowledge creation. This project reinforces the link between the racetrack, the territory and the academic world, contributing to the development of safer, more sustainable and more inclusive mobility solutions.”

In related news, AI Design Copilot introduces physics-aware, CAD-ready automation for engineers

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Porsche Motorsport has provided an update on development of its next Formula E race car, which has been undergoing testing since November 2025.

The new all-electric single-seater Gen4 Porsche complies with the ABB FIA Formula E World Championship’s fourth-generation vehicle regulations and features up to 600kW (804hp), permanent all-wheel drive, new tires and significantly increased downforce, representing the largest performance step in the series to date.

The Formula E Gen4 car is scheduled to debut in the 2026/27 season.

Porsche’s in-house vehicle components have been designed to be lighter, deliver higher performance, reduce costs and offer a longer service life. Development of this hardware package – Porsche’s most extensive package for Formula E to date – will continue until October, at which point the focus will shift to continuous software optimization. In many ways, the development cycles in the series mirror those for Porsche sports cars, albeit under extreme conditions.

“In Formula E, we primarily develop the technical components that are relevant for our production sports cars,” said Thomas Laudenbach, head of Porsche Motorsport. “That is one of the reasons why we compete in Formula E.”

With the introduction of Gen4, Porsche’s in-house development scope has expanded to include two additional components: the DC/DC converter and the brake-by-wire system.

In-house developments by Porsche to date include the operating software, pulse inverter, electric motor, gearbox, differential, drive shafts and other drivetrain components on the rear axle. Cooling, carrier and suspension components at the rear also come from Porsche.

“With the current car, the efficiency of our drivetrain is over 97%. From the battery to the wheel, less than 3% of the energy used is lost – close to perfection and a key advantage of electric drive,” said Florian Modlinger, director factory motorsport Formula E. “In our development brief for Gen4, alongside further efficiency gains in the drivetrain components, we focused on potential in terms of weight, durability and costs – similar to EVs for the road.

“At the same time, 600kW represents a 71% increase in power in Attack Mode. Overall, I believe it is fair to speak of a revolution. Seeing the car on track for the first time with its acceleration was a real pleasure. My thanks go to the development team in Flacht for this milestone in the project.”

Triple pressure: Gen3, Gen3 Evo and Gen4

By mid-January, the Gen4 Porsche had completed almost 915 test miles on the circuits of Monteblanco and Almería in Spain. A large proportion of the development and testing work, however, has taken place – and continues to take place – in the simulator.

“The concept phase began in 2024. In the same year, we moved into simulator work. The project therefore started during Season 10, when we were still racing the predecessor of the current Gen3 Evo, the Gen3,” Modlinger said. “At the time, we fought for all three titles right to the end, secured the Drivers’ Championship with Pascal – and at the same time developed the Gen3 Evo. We work in an agile way, similar to series-production projects: you run the existing vehicle, bring the facelift to market and already design the next generation. The difference is that our cycles are shorter and our budgets smaller – with maximum pressure to succeed. After all, we are contesting an FIA World Championship for Porsche.”

Porsche said that in the early testing phase, development focused on ensuring reliable operation and smooth interaction of all components. Over time, attention shifts toward performance. With Formula E’s limited test days, some findings are validated in a simulator. Porsche’s Customer team is also testing the new car ahead of FIA homologation, scheduled for the autumn.

Related news, Schneider Electric becomes McLaren Racing energy technology partner

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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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Neural Concept has launched its AI Design Copilot, an AI platform that integrates spatial reasoning, physics awareness and CAD-ready geometry generation at enterprise scale. The solution represents a shift toward engineering intelligence as the central AI layer guiding the entire design process from the initial design intent.

Engineers increasingly face complexity as products span multiple physics and domains, with more viable design options than can be explored manually. Traditional CAD workflows struggle to keep up, and generic LLMs lack sufficient geometric and physical understanding. Neural Concept’s AI Design Copilot addresses these challenges by allowing engineers to iterate across full design sets, explore multiphysics variants and move from single concept work to continuous, comparative discovery. The AI Design Copilot is launching as a new feature within the Neural Concept platform, with broader access planned later this quarter.

“Our AI Design Copilot closes the loop from concept to decision, enabling engineers to explore, test and refine designs at a scale that simply wasn’t possible before,” said Dr Pierre Baqué, CEO and founder of Neural Concept. “What we’re seeing across our customers is a fundamental change in how teams work: evaluating more design scenarios in parallel, uncovering optimizations earlier and moving faster from concept to validation. This is Engineering AI emerging as the next great industrial shift that will empower engineers to focus on the hardest problems and deliver more efficient, safer, higher-performing products that will transform the world for the better.”

The physics and geometry-aware platform enables instant generation of CAD-ready models from high-level design ideas. The AI Design Copilot converts engineer intent into manufacturing-ready models, reducing work timelines and enabling configuration of design spaces. Engineers can explore 10 to 1,000 times more design variants per iteration, evaluating more alternatives and optimizing designs much faster. The copilot integrates seamlessly with multiphysics simulations, including thermal, fluid dynamics, crash and electromagnetics, and cuts manual workload by up to 90%. As an open engineering intelligence platform, Neural Concept and the copilot integrate with leading AI and 3D visualization ecosystems, including Nvidia Omniverse.

In related news, Innoviz and Vueron create AI-powered toolset for automated lidar data annotation and training

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Pirelli has set the range of compounds for the 2026 Formula 1 season. After completing an analysis following the last test session in Mexico City, the company, with FIA approval, has established which compounds will be homologated on December 15, as stipulated in the technical regulations.

The range of dry tires will consist of five compounds from the hardest C1 to the softest C5, all with similar positioning to today’s line-up. The compounds have been engineered with controlled thermal degradation to enable a variety of strategies in response to the diverse conditions found on the world championship calendar.

Particular attention has been paid to performance differences between the compounds in terms of lap time, to ensure a wide and consistent delta between them, to deliver more strategy options.

Pirelli chose not to validate the sixth, softest compound (C6) from the current season because it could not meet the required performance gap. Recent tests showed the time difference between C5 and C6 prototypes was minimal, providing no significant advantage.

The range of compounds follows the finalization of tire construction in early September, after a detailed evaluation of axle balance and the impact of the active aerodynamics set to be introduced next year.

Testing and development

The tire development was carried out based on forecast data supplied by the teams, using simulations referring to loads and speeds predicted for the end of the 2026 season, while pursuing objectives similar to those of this year.

The models were validated based on the results of development track testing with mule cars modified to reproduce the characteristics of the next generation of cars. Pirelli notes that testing was complicated by the inability to use actual 2026 cars, which will run slightly narrower tires than the current ones, at 18in.

Before final homologation, the compound range will be used in a one-day group test on December 9 in Abu Dhabi. The teams will be supplied with sets of compounds from C2 to C5, as well as Intermediate tires in the event of wet conditions. The C1 and the Full Wets, although included in the 2026 range, will not be supplied at Yas Marina.

The tests will be carried out by current race drivers in a mule car.

In related news, JRI Shocks enhances damper development capability with eMpulse load frame

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McLaren Automotive has installed a Dynisma Motion Generator (DMG) at the McLaren Technology Centre in Woking, UK. The DMG-1 simulator, which has already been integrated into the W1 development program, marks the expansion of the auto maker’s virtual development capabilities, enabling the acceleration of prototype programs and improving vehicle performance.

The partnership with Dynisma brings Formula 1-level simulation capabilities with ultra-low latency and high bandwidth to McLaren Automotive. The DMG-1 enables engineers and test drivers to virtually experience the same scenarios they would face on proving grounds and circuits worldwide.

Revolutionizing development

McLaren has used the DMG-1 in the final development phases of its McLaren W1 supercar, validating its active aerodynamic systems, suspension setup and damper controls through a combination of simulator-based and physical testing.

By replicating the data signatures behind real-world dynamic behavior, the simulator gives engineers greater clarity on how cars perform and why they feel a certain way.

“The accuracy and representativeness of the Dynisma Motion Simulator allows us to extract a new level of detail and data from virtual development activity,” said Emmanuele Raveglia, chief vehicle program officer, McLaren Automotive.

“We can explore a wider range of dynamic possibilities and behaviors in a virtual environment. The fidelity of road texture and ride inputs is so precise that we can simulate standard road conditions at lower speeds, alongside high-load scenarios on test tracks or race circuits, with remarkable realism.”

McLaren’s use of Dynisma’s DMG-1 enables correlation across computational fluid dynamics (CFD), wind tunnel, simulator and track testing, creating a more efficient and seamless link between virtual and real-world development.

For the W1, engineers used DMG-1 to deliver precise, real-time simulations of downforce, aerodynamic load and suspension interaction, enabling robust and efficient optimization of active aero systems.

Ash Warne, founder and CTO of Dynisma, added, “We are proud that McLaren Automotive has chosen Dynisma to power its virtual development with our DMG-1 simulator. This installation is a milestone for McLaren’s future automotive development. Our technology enables manufacturers to replicate reality with exceptional precision, accelerating innovation, reducing dependence on prototypes, and helping deliver cars that are more finely tuned than ever before.”

“A simulator of this fidelity is not just a tool for drivers – it allows engineers to integrate and analyze systems across the car,” noted Mark Salmon, principal engineer at McLaren Automotive. “We can assess tire and suspension behavior, develop control strategies and predict duty cycles before a single part is manufactured.”

Christopher Harrison, vehicle integration director and deputy CTO at McLaren Automotive, said, “The simulator is an incredibly critical tool in terms of helping us bring together the soul of the car. One of the biggest technical challenges with the W1 is how we bring together the performance to a car that is capable on the road, and this is a tool that enables us to build on our world-class virtual methodologies in terms of designing and delivering cars to meet our customers’ expectations.”

In related news, Ansible Motion reveals Theta Cube Sport simulator

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