Mercedes-AMG has completed final winter testing of near-production prototypes of its new GT 4-Door Coupe in northern Sweden, ahead of the vehicle’s world premiere later this spring.

Testing at the Arjeplog facility focused on traction, power distribution and vehicle control on snow and ice, allowing engineers to evaluate system limits and refine control strategies under extreme conditions.

A key area of development is the new AMG Race Engineer system, which integrates hardware and software to enable detailed adjustment of vehicle dynamics. Three rotary controls allow drivers to tune response, agility and traction.

The Response Control adjusts electric motor response to accelerator inputs; Agility Control modifies cornering behavior by varying torque distribution, enabling transitions from understeer to controlled oversteer. A nine-stage Traction Control system regulates slip, building on technology used in previous AMG models. These functions are fully available with ESP disabled, targeting track use.

The model also introduces AMG Performance 4MATIC+ all-wheel drive in an all-electric configuration, using three axial flux motors. The system enables fully variable torque distribution between front and rear axles, as well as torque vectoring across the rear wheels. Sensors monitor wheel slip and adjust torque delivery in real time to maintain traction and stability.

The braking system combines carbon-ceramic discs at the front with steel discs at the rear in a hydraulic composite setup. Mercedes-AMG says this delivers consistent pedal feel across regenerative and friction braking scenarios.

Suspension development has focused on the AMG Active Ride Control system, which uses interconnected hydraulic elements in place of conventional anti-roll bars. Combined with three-chamber air springs and adaptive dampers, the system enables a wide range between comfort and dynamic performance while reducing body roll and improving cornering precision.

The vehicle’s drive system features three innovative axial flux motors and directly cooled battery cells, and was also tested under Arctic conditions. The battery uses directly cooled cells grouped into laser-welded modules, with a non-conductive coolant circulating around each cell. This allows rapid heating to optimal operating temperature and efficient cooling under load, supporting repeated high-performance use.

Mercedes-AMG’s winter test program forms part of a broader validation process. The entire test program for validating a new model comprises over 500 individual tests, supplemented by the specific tuning of driving dynamics and the ESP system.

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

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In 2025, Mercedes-AMG teased the Concept AMG GT Track Sport. AMG has now revealed that the concept car is the technology platform for two new performance models: the new Mercedes-AMG GT3 and the future Mercedes-AMG GT Black Series.

“We are developing the most extreme Black Series ever,” said Michael Schiebe, a member of the board of management for production, quality and supply chain management at Mercedes-Benz Group AG, and chairman of the board of management of Mercedes-AMG. “At the same time, we want to set the next record-breaker in motorsport with the future GT3. The foundation for this is the Concept AMG GT Track Sport – a technology demonstrator that was more than just a concept from the very start. It is our unambiguous commitment to maximum performance, a promise for the racetrack and the road alike. At AMG, we develop vehicles to exceed expectations. And that is exactly what the future Black Series and the new GT3 will do.”

Uncompromising performance

The road-legal variant of the concept car serves as a homologation model for the GT3 successor.

Since October 2025, the prototype has been undergoing extensive dynamic testing on test tracks and racetracks. In addition to the in-house development track in Immendingen, this has included Bilster Berg, Portimão and Monteblanco. With the start of testing on the Nürburgring Nordschleife, the next stage of development is now underway.

The next generation in customer racing

The Mercedes-AMG GT3 is the latest step in Mercedes-AMG’s customer racing program, which began in 2010 and first competed in 2011 with the SLS AMG GT3. The current GT3 model, introduced in 2016 and updated in 2020, has continued that program.

A successor is now in development, led by Affalterbach Racing, a subsidiary of Mercedes-AMG, in collaboration with Mercedes-AMG Motorsport. The new GT3 is undergoing testing, with a focus on performance, safety and competitiveness.

“With the unveiling of the concept, we can now officially name the new Mercedes-AMG GT3, with which we aim to continue the success story in customer racing for Mercedes-AMG Motorsport,” said Christoph Sagemüller, head of Mercedes-AMG Motorsport. “Our goal is to once again present a vehicle that sets the benchmark. We have already gained important insights from the initial tests. We are now entering the next phase of development and will also be testing on racetracks relevant to GT Sport.”

From track to road

The Mercedes-AMG’s Black Series models – a designation introduced in 2006 – represent the highest-performance variants in the company’s range. The concept builds on AMG’s origins in motorsport. The company was founded in 1967 by Hans Werner Aufrecht and Erhard Melcher, with a focus on applying racing-derived technology to road cars.

The Mercedes-Benz SLK 55 AMG played a key role in this development. Its use as an FIA Formula 1 safety car and its adaptation for a racing series helped shape the track-focused approach that led to the first SLK 55 AMG Black Series.

This motorsport-to-road philosophy continues with newer concepts such as the AMG GT Track Sport, and underpins the development of future models, including the next AMG GT3 and AMG GT Black Series.

In related news, behind the scenes: the in-house development of the Temerario GT3

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Bf1systems has launched 1System QuickScan, a pocket-size diagnostic tool designed to give engineers and technicians immediate access to critical tire pressure monitoring system sensor data. The solution has been developed to support the high-pressure reality of motorsport operations.

Instant insight

1System QuickScan enables users to instantly read and verify data from individual 1System TPMS and infrared tire pressure and temperature monitoring system (IRTPTMS) wheel sensors immediately after fitting, without the need for a laptop and before wheels are fitted to the car.

The unit automatically connects to the nearest wheel sensor and clearly displays key information including sensor serial number, remaining sensor battery life, tire pressure, temperature, signal strength, error codes, position and tire set, sensor firmware version and security code.

Designed for motorsport

QuickScan is a compact handheld device well suited for trackside use. Its pocket-size hardware supports pit and garage diagnostics, while a long-life rechargeable battery with USB-C fast charging ensures extended operation. A bright 2.0in backlit display (up to 853 nits) with light and dark modes provides clear visibility in various conditions, and real-time data can be viewed in either metric or imperial units.

Seamless ecosystem

QuickScan operates through the 1System App, ensuring compatibility with Bf1systems’ latest software architecture and security framework. It supports 1System TPMS and IRTPTMS wheel sensors, and a lifetime device licence can be purchased directly from Bf1systems and deployed to the handheld unit via the 1System Core Plus application.

Related news, Kumho Tires returns to off-road racing in California desert

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Mercedes‑AMG’s second model of the exclusive Mercedes‑Benz Mythos series has entered testing. The limited-production performance and sports car sub-brand offers bespoke designs inspired by racing history. It is currently putting a still‑unannounced model through intensive testing near the Arctic Circle.

Based on the popular CLE series, the vehicle is being put through its paces under extreme conditions. This phase is crucial to validate the performance and reliability of all components, even at the lowest temperatures.

Although it bears a clear resemblance to the popular CLE, the extreme model takes the concept several steps further, with Mercedes‑Benz promising an even more uncompromising appearance and positioning the vehicle as a genuine statement on the road – backed by a correspondingly powerful drivetrain and performance to match.

The upcoming model will be the second in the exclusive Mercedes‑Benz Mythos series, following the radical, open two-seater Mercedes‑AMG PureSpeed.

In related news, BMW M reveals details of electric Neue Klasse

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Cosworth has transitioned to a Software as a Service (SaaS) model with the introduction of Pi Toolbox, providing continuous updates, reduced upfront costs and quicker access to new features.

Already used in series such as IndyCar, WEC, Formula 1, WRC, Super Formula and BTCC, Pi Toolbox is widely adopted for analyzing complex, time-synchronized data. The new subscription model builds on this use, making the same continually updated engineering tools available to teams across different levels of the sport.

Paul Newby, managing director at Cosworth Electronics, said, “Pi Toolbox has powered decision-making in top-tier motorsport for nearly three decades, and this next step is one of the most significant evolutions in its history. By moving to a true Software as a Service model, we’re giving teams continuous access to the latest capability the moment it’s ready – not once a year, not behind an upgrade fee, but as an always-current platform. It means engineers, drivers and data specialists at every level around the world can operate with the same clarity, precision and pace of development trusted at the very top of the sport.”

Drivers and engineers across the globe use Pi Toolbox to identify time gain and time loss across laps; compare throttle, brake and steering traces; analyze racing lines, vehicle dynamics and driver inputs; evaluate tire behavior, consistency and performance trends; and sync on-car video directly with data for deeper understanding.

A motorsport-focused SaaS platform

Pi Toolbox v14 introduces automatic updates, expanded real-time telemetry support, faster unit-change workflows and usability improvements, built-in bug reporting and live feedback mechanisms, continued Matlab integration and API improvements.

The SaaS approach enables continuous updates, where users automatically receive the latest features, workflow improvements and engineering refinements.

It has a lower entry cost than the previous perpetual Pi Toolbox license model, which required a high upfront payment followed by annual upgrade fees. The subscription approach reduces that initial cost, making the software more accessible to teams, clubs, engineers and driver coaches.

Finally, the solution offers a single platform for the entire motorsport community. Whether analyzing telemetry in professional championships or supporting driver development in training environments, all users work from the same continuously updated core platform.

While Pi Toolbox remains focused on professional motorsport, the platform also offers a controlled pathway for simulation users to access the same analysis environment. Through Cosworth’s collaboration with iRacing, sim racers can use Pi Toolbox natively – an industry first – while still operating within an extension of the core motorsport tool.

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

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Toyota Gazoo Racing (TGR) has unveiled two models – the GR GT and GR GT3 – marking the first public display of their under-development prototypes.

From the earliest concept stage, development followed a one-team approach led by Toyota Motor Company (TMC) chairman Akio Toyoda. Professional drivers Tatsuya Kataoka, Hiroaki Ishiura and Naoya Gamou, along with gentleman driver Daisuke Toyoda and in-house evaluation drivers, worked closely alongside engineers throughout the process.

The cars are positioned as modern flagships built on the legacy of the Toyota 2000GT and Lexus LFA. One of the aims of their development is to preserve and pass on Toyota’s principles of car making to the next generation of engineers. The project brought together LFA development veterans and younger engineers, introduced Toyota-first technologies to boost performance, and embraced a range of unprecedented engineering challenges.

Three key elements of the GR GT

The GR GT was conceived as a road-legal race car, designed with a driver-first philosophy to deliver exceptional performance and a strong sense of car-driver unity. It features a hybrid powertrain combining a newly developed 4.0-liter V8 twin-turbo engine with a single electric motor, targeting over 650PS and 850Nm of torque.

Development focused on three key elements: a low center of gravity, lightweight yet rigid construction and optimized aerodynamics.

Development of the GR GT focused on achieving an exceptionally low center of gravity by lowering both the overall vehicle height and the driver’s seating position. A front-engine, rear-wheel-drive layout was chosen for precise handling. Heavy components, including the 4.0-liter V8 twin-turbo engine with dry-sump lubrication and rear-mounted transaxle, were optimally positioned to lower the vehicle’s center of gravity. The driver’s position was tuned so that the driver’s and car’s centers of gravity align, reportedly enhancing unity and handling.

The GR GT features Toyota’s first all-aluminum body frame. Additionally, the company says that appropriate use of carbon-fiber-reinforced plastic (CFRP), plastic and other materials in the body panels has resulted in a strong yet light body.

In pursuit of aerodynamic performance, exterior styling involved a process that was new to Toyota. Although the company usually turns its attention to aerodynamics only after  the exterior styling is finalized, the ideal aerodynamic performance of the GR GT was established first, followed by consideration of exterior styling. Aerodynamics engineers and exterior designers worked together to achieve styling that pursues aerodynamic and cooling performance.

Developing the GT and FIA GT3-spec race car

The GR GT3 also features a low center of gravity, low weight with high rigidity and excellent aerodynamic performance. It also meets the specifications of the Federation Internationale d’Automobile (FIA) GT3, which is the top category of production-vehicle-based customer motorsports.

In developing the GR GT and GR GT3, TGR used a range of methodologies informed by its motorsports experience, including vehicle research and development using a driving simulator. By introducing a simulator early in the process, engineers were able to efficiently refine the fundamental characteristics of the cars from the outset.

Alongside simulator-based development, extensive real-world testing was carried out not only on proving grounds such as Toyota Technical Center Shimoyama but also at circuits around the world, including Fuji Speedway and the Nürburgring. These tests allowed TGR to verify high-limit performance and long-term durability. GR GT testing was also conducted on public roads to ensure the vehicle delivers exhilaration, intuitive handling and confidence in everyday driving.

Four-liter, V8 twin-turbo engine + rear transaxle

The GR GT’s 4-liter, V8 twin-turbo engine, which is TMC’s first to be fitted in a production vehicle, is based on a thoroughly compact and light design concept. With a bore and stroke of 87.5 x 83.1, the engine’s short stroke reduces overall engine height, while its hot-V configuration positions one turbo in each engine bank. The engine also features dry-sump lubrication and an oil pan that is thinner than usual.

The engine’s power is transmitted to the rear transaxle via a CFRP torque tube. In addition to a motor-generator, the transaxle integrates a newly developed 8-speed automatic transmission, which uses a wet-start clutch in place of a torque converter, and a mechanical limited-slip differential.

The development targets call for a maximum system output of at least 650PS and a maximum system torque of at least 850Nm. In addition, using a rear transaxle and strategically positioning the drive battery, fuel tank and other heavy components has achieved a 45:55 front-to-rear weight distribution, enhancing the vehicle’s handling stability and responsiveness.

Development of the powertrain involved advancing studies through the use of race development driving simulators and system benches onto which entire powertrain systems could be mounted. Consideration was also given to thermal management, mounting position and serviceability.

In related news, new drivers and evolved Hilux lead Toyota Gazoo Racing’s charge for Dakar 2026

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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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Genesis Magma Racing has completed a successful first endurance test with the GMR-001 Hypercar, using three days of running at the Autódromo Internacional do Algarve in Portugal to test the reliability of every aspect of the car.

Maximum stress on components early in development

The Portuguese circuit test, which allowed for 32 hours of continuous running, represents a key step in the car’s development before its debut in the hypercar class of the FIA World Endurance Championship (WEC) in 2026. The running aimed to confirm the reliability of all aspects of the car, testing them up to – and beyond – breaking point.

“The main target of an endurance test is to put miles on the car and see what problems you can generate along the way,” explained Genesis Magma Racing chief engineer Justin Taylor. “We’re still only six or seven test days into the development of the car, so at this stage you’re hoping to have problems show up so that you have a chance to solve them.”

He continued, “I think we can be satisfied with the outcomes from the test. We did a lot of mileage, but we’re very early in the development of the car, so we were learning something new with every stint, which we can take away and on to our next tests.”

Time in the car was shared between André Lotterer, Pipo Derani and new Genesis Magma Racing WEC drivers Mathys Jaubert and Dani Juncadella, who had their first laps in the GMR-001 hypercar as part of the test. “As a driver, you want to do good lap times so you can properly stress components with the intention of finding failures,” said Derani. “It’s a brand-new car and we need to see if the parts can last long enough. If we find any weak points, then we work out what we can do to improve. Next year, our big race is a 24-hours, so we try and prepare ourselves for that.”

Testing

Relatively high temperatures – more than 30°C at their hottest – provided a thorough test for the GMR-001’s innovative cooling package, as well as the 3.2-liter twin-turbo V8 engine and the rest of the powertrain components.

As the car ran throughout the night, attention also focused on the illumination provided by the specially designed headlights, which echo the Two-Line design of Genesis road cars. “We quickly realized that our lights are very good,” said Lotterer, who was the first driver to climb aboard after sunset. “It is very satisfying, because I know it’s been a big topic. We decided to develop our own lights to keep the Genesis design identity, but we knew we also needed the quality. So that was very positive to be able to sign off so easily.”

During the long-distance running, drivers completed double or even triple stints at the wheel of the GMR-001. The long periods in the cockpit – especially on such a physically demanding track as the undulating Autódromo Internacional do Algarve circuit – allowed them to provide important feedback on driver comfort. The same long stints allowed engineers to gather data needed to efficiently manage race stints. The team could measure the wear of different tire compounds in different track temperatures and manage the amount of energy to match the levels mandated by the WEC regulations.

Next steps

The next steps of testing will place more emphasis on extracting maximum performance from the GMR-001 in all conditions, before combining this with further endurance runs and full operational tests to prepare the team for their race debut.

“Our next tests are going to be more adding performance. We’re going to have more opportunities to change calibrations, change software, change parts and then just keep on pushing. Then we get to put that through our next endurance test,” concluded Taylor.

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

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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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