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

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

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

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

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

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

In related news, Ansible Motion and IAAPS partner on complete vehicle-in-the-loop test environment

A new hardware-in-the-loop system has been developed by Vector and EA Elektro-Automatik to scrutinize charging communication between electric vehicles and EV supply equipment (EVSE). vCTS.performance meets the power requirements of megawatt charging systems, supports all major charging standards and enables developers to verify conformity and interoperability.

The system delivers up to 3.84MW of DC charging power and is scalable in 60kW increments. It supports all common charging standards – CCS, MCS, NACS, GB/T, and CHAdeMO. According to Vector, vCTS.performance also provides regenerative charging with energy fed back to the grid at over 96% efficiency. It is optimized for running the CANoe Test Package EV and EVSE, including integration into the vTestStudio workflow.

“With vCTS.performance, Vector sets new standards for high-power charging tests for electric vehicles, and makes a significant contribution to the advancement and validation of charging communication in electromobility,” said Jan Grossmann, product manager for vCTS.performance at Vector.

In supporting representative load and endurance testing under real-world conditions, the vCTS.performance ensures that EVs and EVSEs meet the charging communication standards and function reliably.

In related news, Infineon and Munich Electrification partner to advance high-voltage battery management systems

Hofer Powertrain is expanding its battery testing capabilities with its swelling performance analysis methodology. This approach enables early fault detection and supports faster, more robust battery design.

Swelling in battery cells – commonly caused by natural aging, solid electrolyte interphase growth and electrolyte decomposition – has long posed a challenge for maintaining mechanical integrity and long-term reliability. Hofer Powertrain’s solution addresses this by combining real-time swelling force measurement with internal resistance tracking, giving engineers a direct correlation between mechanical expansion and electrochemical performance.

At Hofer Powertrain’s battery development center, cells are tested using a combination of high-resolution displacement sensors, force measurement sensors and multi-channel battery testers. These tests are conducted under precisely controlled thermal conditions, ranging from -40°C to +180°C, simulating real-world stress scenarios and enabling early detection of failure modes and associated performance losses.

By integrating swelling data into the validation process, Hofer Powertrain empowers design teams to make informed decisions earlier, optimize module architecture, and reduce engineering effort in later development stages.

Megawatt charging system (MCS) capabilities are now available in Comemso‘s EV and EVSE test equipment portfolio.

An advanced new platform builds on existing support for CCS (Combo 1 and Combo 2), NACS, CHAdeMO, and GB/T DC and AC standards. Designed for high-performance electric vehicle charging, it can handle up to 1,500V and 1,000A.

“Megawatt charging is more than just high power – it requires addressing new sets of challenges, from cooling mechanisms to cable design, and from specialized infrastructure to precise data measurement,” commented Kiriakos Athanasas, CEO at Comemso. “Our team has worked closely with suppliers and dedicated intensive workshop sessions to master these complexities, ensuring our solution will deliver reliable results under real-world conditions.”

The system is designed for seamless compatibility with global high-power charging standards, and also features a cooled cable engineered to handle continuous high-power EVSE and EV testing – effectively addressing the thermal challenges of megawatt-level charging.

Furthermore, built with a scalable design, the platform reserves space for the upcoming MCS communication core, ensuring it remains futureproof and adaptable to new protocols and evolving requirements.

By collaborating with suppliers, Comemso has refined its cooling and cabling approach for high-current operation. This flexibility enables test labs and OEMs to implement bespoke solutions including climate chamber applications. Comemso is encouraging industry partners, research institutions and EV/EVSE manufacturers to explore how its MCS-ready platform can be tailored to individual analysis needs.

Anita Athanasas, CCO, said, “This isn’t just a single project – it’s the groundwork for a new era in EV charging, and we’re excited to enable our customers to ride this wave of innovation.”

Development of Zenvo Automotive’s Aurora hypercars is progressing, with the engineering team now fully focused on refining the Agil and Tur models. Key milestones have been set, with a prototype set to debut at next year’s Goodwood Festival of Speed, as the company ramps up ahead of a busy 2025. Substantial progress has been made in component design, powertrain integration and vehicle packaging, alongside detailed crash testing and aerodynamic simulations to refine the final designs.

Under the leadership of chief technical officer Jon Gunner, Zenvo Automotive has expanded its engineering team, adding key figures including Jorge Uhalte-Nogués as homologation director (formerly with Bentley and McLaren) and Javier Castane as chief engineer (previously at Aston Martin and JLR). This roles have seen the establishment of a new engineering office in neighboring Sweden, which complements activities at the main factory in Præstø, Denmark.

“The Aurora project continues to gather pace, and continue to add some fantastic talent that is required to deliver the expanded in-house development of key systems behind-the-scenes, as we drive the development forwards,” said Gunner.

“This strengthening of the team, now across two sites with the opening of our second engineering office in Sweden, is a credit to the program as well as the brand we are building, and will be a huge benefit to the final outcome as we continue to maximize the engagement of both the Agil and Tur.

“The 2025 calendar is already extremely busy, and we have a number of significant milestones scheduled in, which will be a challenge, but we are all focused on delivering the absolute best at every stage. I have absolute belief in this team that we will more than exceed expectation.”

The team is gearing up for a packed 2025, starting with the first test run of the custom-built Mjølner V12 engine, developed with Mahle Powertrain. The 6.6-liter quad-turbocharged V12, designed for maximum driver engagement, aims to set new benchmarks for power and innovation. After this milestone, the engine will move into real-world testing, leading to the dynamic debut of a prototype vehicle at the 2025 Goodwood Festival of Speed.

Chief designer Christian Brandt said, “The Aurora designs have continued to evolve as the program has progressed. Working closely with the engineering team, we are committed to ensuring the Aurora will deliver the ultimate experience for the driver – visually and dynamically. The initial design showed a clear design direction, and we are now honing the final look and aesthetic of both the Agil and Tur models, so performance is optimized, but nothing is diluted from the original dramatic vision we had when the covers first came off. It has been important to ensure that both models continue to encapsulate classic Danish design philosophies, using the latest technology and interpretations, but not to the detriment of performance and driver engagement.”

“It has been a busy year for Zenvo, and we have grown significantly over this past 12 months,” said Jens Sverdrup, chairman and chief commercial officer. “We have been building a strong foundation – for the wider business and for the Aurora project – and 2025 is gearing up to continue at great pace. We are as committed as ever to delivering the bold project that we initially set out to build, working with the best in terms of in-house talent, as well as a carefully curated list of technical and commercial partners who share the vision for Aurora, and beyond.”

Global automotive systems supplier Webasto has selected Monolith as its AI partner for electric vehicle battery validation. Webasto’s R&D team is utilizing Monolith’s AI software to enhance the efficiency of battery module and pack testing. Over the next year, the two companies will collaborate on various projects, initially focusing on optimizing battery pack screw tightening – a critical factor influencing battery performance and degradation.

Dr Richard Ahlfeld, CEO and founder of Monolith, commented on the partnership, “Our work with Webasto sets a new standard for how AI can be used to improve processes and products. We’ve collaborated closely with them to identify use cases, prepare data and train their in-house test and domain experts to fully leverage the Monolith platform. This collaboration has led to faster battery validation and enhanced battery quality and performance.”

Webasto, which builds over 500 battery system prototypes annually, generates terabytes of raw test data from thousands of tests. However, this data isn’t initially suitable for training AI models. To address this, Monolith’s customer success engineers assist with data collation and compatibility, enabling machine learning and AI model training. This support enables Webasto to extract actionable insights from test data, paving the way for automated data cleaning and real-time processing using data science best practices.

Markus Meiler, Webasto’s VP of research and development, highlighted the potential of AI in expediting the battery test and validation process, “After a thorough evaluation, we found Monolith to be an excellent partner for scaling AI across our R&D. The Monolith platform has shown the benefits of using our test data with AI and has guided us through workshops to identify the best potential use cases, becoming more than just a tech supplier – an engineering partner.”

Each battery module developed by Webasto contains at least 300 screws, with the torque setting for each screw generating vast amounts of data. Monolith’s software will be used to analyze this data to improve screw tightening and overall battery performance, also freeing up senior engineering resources.

Starting in September, Philippe Krief, who is currently CEO of Alpine, will step into the additional role of chief technology officer at Renault Group, while continuing his duties with the Alpine brand. He succeeds Gilles Le Borgne, who has transitioned to a strategic advisory role for CEO Luca de Meo.

As the new CTO, Krief will oversee all of Renault Group’s engineering activities and resources, reporting directly to de Meo. Krief’s extensive background, particularly his tenure as director of engineering at Ferrari, equips him well for this role. His ambition is to develop intelligent vehicles faster than competitors and to anticipate and create groundbreaking technologies and products.

Over the past year as CEO of Alpine, Krief has been instrumental in executing the automotive manufacturer’s strategy and launching the new Alpine range, including the A290 and the upcoming GT crossover. He has also driven the development of Alpine’s next platform for high-performance electric vehicles and spearheaded the hydrogen-powered Alpenglow Hy4 prototype.

Gilles Le Borgne was praised by de Meo for his contribution to the company as CTO, “Gilles has played a pivotal role in our rapid turnaround, the fastest in recent automotive history. He revitalized engineering and boosted efficiency, allowing us to deliver numerous models under the Renaulution plan this year. My heartfelt thanks to him. Philippe, with his wealth of experience, will undoubtedly continue this momentum and help us stay ahead of the competition from both the East and the West. Motorsport innovation will be key in making our vehicles more accessible to our customers.”

Krief has worked on a diverse range of models, from B-segment cars to luxury vehicles. He began his career at Michelin and has since enjoyed stints at Fiat Group, Ferrari and Maserati. He has held key positions including vehicle department director and technical director of Alfa Romeo, director of engineering at Ferrari, and director of engineering and product performance at Alpine.

In northern Sweden, Mercedes-AMG is testing its first electric vehicle architecture at the company’s proving ground. The AMG.EA (AMG Electric Architecture) platform is undergoing an intense program of scrutiny, designed to push to the individual components and the system as a whole to their limits in the harsh winter conditions there.

It is only the beginning of the demanding and comprehensive test plan drawn up by the OEM for the AMG.EA architecture, which will span multiple proving grounds, continents and climate zones.

The AMG.EA drive concept is based on axial-flux motor technology. Its power unit operates in conjunction with a new high-performance high-voltage battery.

Read more on testing here and more on electric powertrains here

It’s widely known that VW is pursuing electric powertrain development with ambition and aggression. When it was launched in 2019, a lot of pressure was placed on the ID.3. As the first application of Volkswagen’s MEB platform, there was always going to be, but pair that with the engineering burden of being the first model in the ID. series and that weight of expectation was compounded.

Two and a half years later, the second-generation version of the ID.3 was refreshed with new features including upgraded software, the latest driver assistance features, more connectivity, VW’s Plug and Charge app for simpler charging, as well as updates to exterior design elements. It is still offered with the same two powertrain options.

That means the 2023 ID.3 is still equipped with the very same battery technology as the predecessor: a 58kWh battery in the Pro model – which is what APTI had on test – and 77kWh in the Pro S. A 204ps (150kW) rear-axle-mounted permanent magnet synchronous motor produces 426km of WLTP battery range, or 546km in the Pro, and 310Nm of torque. That’s mated to a direct drive single-speed gearbox.

When plugged into a 170kW charger, the 58kWh battery pack in the Pro variant will hit 80% capacity in 35 minutes, and in 30 minutes with a charging power up to 170kWh.

Over APTI’s time with the car, range figures were respectable, on average 3.5m/kWh. It’s easy to conserve miles on shorter journeys, and unless one is particularly heavy-footed on highways, the range doesn’t drop quicker than it should – so there’s real mileage to be had in the ‘less is more’ approach. As such, that old issue of range anxiety that still plagues so many other EVs isn’t a problem.

VW’s underlying EV technology isn’t bad at all. Apart from the regenerative braking being a little on the modest side for APTI’s liking, the powertrain in the ID.3 is wonderfully refined. Power delivery is incredibly smooth. NVH generated by the motors and road is minimal.

While it works well, in APTI’s opinion, the package overall lacks sparkle – that ‘special something’. The software still has a lot of kinks that need ironing out, which cannot be overlooked in today’s technology-rich vehicle market. Even though it is impressive on some fronts, those seeking a practical electric all-rounder might well look elsewhere for want of a hatchback with a bit more pizzazz.

On-road testing of Bentley’s Speed Six Continuation Series cars is now underway, following the completion of the final Blower Continuation Series customer car. The OEM decided to create 12 replicas of the 4.5-liter supercharged ‘Blower’ and the 6.5-liter Speed Six – both of which are historic racing cars.

In period, the two cars raced as friendly rivals; the supercharged 4.5-liter ‘Blowers’ were prepared and entered by the Hon Sir ‘Tim’ Birkin’s private team, while the Speed Six was Bentley’s winning works entry in Le Mans in 1929 and 1930. Today, the build and preparation of both cars come under one roof in the Mulliner workshops, Bentley’s bespoke and coachbuilding division.

With all customer Blowers now complete and delivered, Mulliner’s focus turns to its second continuation project. The first two cars – Car Zero and Factory Works – will undergo months of static and dynamic analysis.

In 2020, a project team of Bentley Mulliner engineers, craftspeople and technicians worked closely with notable UK-based specialists and suppliers to create the world’s first pre-war continuation series. According to the OEM, development took tens of thousands of hours – and the Continuation Series models exactly replicate the originals from 1930, apart for minor items that were changed to avoid illegality.

The continuation projects are said to have triggered the relearning of lost skills within Bentley. Technicians and artisans, young and old, are now equipped with the knowledge and experience needed to build and maintain pre-war Bentleys.

The Continuation Blower has passed a rigorous inspection program to qualify for an Historic Technical Passport, making it eligible to compete at FIA-sanctioned events for historic vehicles.

For Speed Six, two original Speed Sixes were used as a master model: the company’s own Speed Six, GU409, and ‘Old Number 3’, a works Speed Six, which was driven in the 1930 Le Mans 24 Hour race. The latter was loaned by its owner to provide the Mulliner team with data on dimensions, materials and components, down to the last screw, nut and bolt.

The Mulliner Classic team has also received help from the W.O. Bentley Memorial Foundation, which provided 80% of the original drawings and notes used. The Continuation cars will include modifications that were made by the Bentley works team to improve reliability and performance in the 1929 and 1930 Le Mans races; the works Speed Sixes won both races by a distance.

Over 600 individual new parts including a new engine block casting were fabricated for the new 6.5-liter race spec engine, which in period developed 200bhp. Initial dyno testing has shown the Continuation Series engines to develop 205bhp; higher outputs would be achievable with the aid of modern engineering materials (as many classic racing teams do) but the aim of the Continuation Series team is to create a Bentley exactly as it would have looked and performed in 1930.

Following its reveal at the 2023 Goodwood Festival of Speed, Speed Six Car Zero has been undergoing durability evaluation. By the end of this phase, it will have covered the equivalent of 35,000km of real-world driving through 8,000km of track driving. Intervals of gradually increasing duration and speed are designed to check functionality and durability under the most challenging conditions.