MG has announced that it is to build its first manufacturing facility in mainland Europe in Galicia, Spain. The new €200m (US$233m) plant is predicted to create more than 2,000 jobs across Europe and underlines the brand’s ‘In Europe, For Europe’ strategy, the auto maker said. Production is scheduled to begin in 2028, with an annual capacity of up to 120,000 vehicles.

“From technological innovation to the localization of manufacturing and R&D across Europe, supported by a truly global product line-up, MG continues to push the boundaries of what is possible – making advanced technology and sustainable mobility accessible to more people than ever before,” said William Wang, managing director, MG UK and Europe.

The site will integrate vehicle research and development, advanced manufacturing, core component supply and intelligent logistics operations, forming a fully connected, end-to-end industrial ecosystem. This platform will significantly expand localized production and sourcing, strengthening the resilience, responsiveness and agility of MG’s European supply chain.

MG will deepen collaboration with leading European technology partners, research institutions and local suppliers to accelerate innovation across key future-facing domains, including next-generation battery technology, intelligent mobility systems and clean energy solutions.

This announcement comes at a pivotal moment for the European automotive industry, as the EU’s 2035 zero-emission targets continue to accelerate the shift toward electrified mobility.

Wang said, “Through our ‘In Europe, For Europe’ strategy, we are not simply responding to the future of mobility – we are helping define it. By investing in local capabilities, strengthening our European footprint and fostering a more competitive automotive ecosystem, we are accelerating Europe’s journey toward a cleaner, smarter and more sustainable mobility future.”

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Cell Caps 2 is a next-generation battery cell cap technology for prismatic and cylindrical cells developed by Freudenberg Sealing Technologies. The new technology will be presented at The Battery Show Europe, which will take place in Stuttgart, Germany, on June 9-11, 2026.

Cell caps occupy a considerable portion of the cell volume – space that both the manufacturer and the customer would ideally prefer to use for energy storage to power the application. Yet, the function of the cell cap is undeniably demanding: it must reliably seal the cell chemistry off from the environment while simultaneously enabling the safe and reliable filling of the cell with electrolyte. Cell caps must facilitate fast charging, incorporate safety mechanisms in the event of thermal runaway and contribute significantly to the mechanical integrity of the cell.

Fewer parts, more energy 

The core of the Cell Caps 2 development consists of integrating the terminal in molded rubber into the base plate of the cell cap.

To fix the terminals within the cell cap, liquid elastomer is injected into the gap between the poles and the cap base plate. The elastomer permanently bonds these components together, providing excellent gas tightness, mechanical robustness and electrical insulation – all with a minimal number of parts and very low mass, which can significantly reduce the overall battery weight.

The next-gen technology reduces the height of the cell cap by up to 30%, depending on customer requirements, enabling higher energy capacity and longer operating time.

Freudenberg is currently working on the mass production of a round cell cap that fully leverages all the advantages of the next-generation technology. The cell caps can be manufactured using the same technology as valve stem seals, which Freudenberg produces in the millions.

Expanded safety portfolio 

As well as its battery cell caps, the company will also be showcasing a range of other technologies. Its cell-to-cell barrier range has been expanded to include additional thicknesses and material variants, ranging from compact multi-layer designs with foam or elastomer compression layers to UL94-V0-certified heat shields with adhesive backing.

These can be tailored to meet specific requirements for thermal resistance, mechanical stability, durability, compression behavior, cell swelling tolerance and compatibility with different cell chemistries, including NMC and LFP. The company is also displaying venting foam mats, which are positioned above battery cells and are designed to help protect neighbouring cells in the event of thermal runaway.

A demonstrator at the show will illustrate how the company’s busbar seals compensate for thermally induced changes in length and ensure a durable seal against media and the environment. At the same time, they permit defined movements of the busbar within the system. In addition, the company will also offer a preview of its advanced battery cooling program and its growing portfolio of components for heat pumps in electric vehicles.

“Whether it’s cell caps, thermal barriers or thermal management, we consistently turn standard components into high-performance solutions – exactly what our customers need across automotive and industrial applications,” said Andrea Giordano, head of battery cell caps and thermal barriers at Freudenberg Sealing Technologies’ Pinerolo site.

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Toyota Racing will conduct the first public demonstration drives of its liquid-hydrogen-fueled TR LH2 Racing Prototype at the Circuit de la Sarthe, the venue for the 94th edition of the Le Mans 24 Hours.

The TR LH2 Racing Prototype is based on the same chassis as the TR010 Hybrid Hypercar, which will compete in the Le Mans 24 Hours on June 13 and 14. The prototype is designed to support the development of hydrogen technology in motorsport, contribute to Toyota’s ongoing hydrogen research and infrastructure efforts and help foster partnerships aimed at expanding hydrogen applications through motorsport.

Toyota has taken on the challenge of hydrogen engine development in motorsports, initially through Rookie Racing’s participation in the Japanese Super Taikyu series with the ORC Rookie GR Corolla H2 Concept. From 2021, this vehicle used gaseous hydrogen before the introduction of a liquid hydrogen-powered car in 2023.

The potential of hydrogen engines in rallying was initially showcased in 2022 when the GR Yaris H2 completed demonstration runs at Ypres Rally, a round of the FIA World Rally Championship. Further development was highlighted when the GR Yaris Rally2 H2 Concept conducted demonstrations at the 2025 Rally Finland and this year’s Monte Carlo Rally.

In 2023, the ORC Rookie GR Corolla H2 Concept completed a demonstration lap of the Circuit de la Sarthe, and a hydrogen engine concept car, the GR H2 Racing Concept, was presented to preview a potential future hydrogen category at Le Mans. Since then, development of the technology has intensified, reaching a further milestone with the unveiling of the liquid-hydrogen-powered GR LH2 Racing Concept last year at Le Mans. A year later, the next step in the company’s hydrogen journey is the first public demonstration of the TR LH2 Racing Prototype.

The TR LH2 Racing Prototype will be displayed in the Hydrogen Village before its demonstration laps.

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ZF and XCMG Construction Machinery have signed a joint venture agreement to strengthen their collaboration in the agricultural machinery sector. The new company, ZF (Xuzhou) Machinery, will be headquartered in the Xuzhou Economic and Technological Development Zone in Jiangsu Province, China.

The joint venture will focus on the production of advanced powershift driveline systems for agricultural machinery, and will combine global technology standards with tailored solutions that address the specific requirements of the Chinese market.

The partners plan to develop innovative components and system solutions that support the modernization of agricultural machinery in China while also enhancing their competitiveness in international markets.

“With this joint venture, we are taking the next step by expanding the local production of advanced powershift technology, a key enabler for the next generation of high-performance agricultural machinery,” said Andreas Moser, a member of the ZF board of management.

Yang Dongsheng, the chairman and party secretary of XCMG Group and XCMG Machinery, emphasized the transformation currently underway in China’s agricultural machinery sector: “The industry is evolving toward larger-scale, higher-end products and greater intelligence. Tractor powershift technology is at a key stage of rapid development. By combining XCMG’s strengths in high-end agricultural machinery with ZF’s technological expertise, we aim to jointly produce globally competitive solutions and strengthen China’s agricultural equipment industry.”

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Polar Semiconductor and Nexperia have announced a strategic collaboration to manufacture next-generation power MOSFET devices at Polar’s US-based wafer foundry. The collaboration addresses rapidly growing demand across AI server infrastructure, robotics, and industrial and automotive applications.

Nexperia is developing an extensive portfolio of next‑generation power MOSFETs, spanning a wide range of voltage classes and package types to address diverse power‑electronics requirements.

Polar Semiconductor, a US-based foundry with a high-volume Minnesota manufacturing facility, has more than 60 years of semiconductor expertise and over 25 years of automotive production experience.

“Investing in future technologies and expanding our power MOSFET portfolio are central to Nexperia’s strategy,” said Fredrik Öberg, general manager of the MOS business group at Nexperia. “Our MOSFETs are recognized for their industry-leading quality and reliability, and we are pleased to collaborate with Polar Semiconductor, a partner that shares our unwavering commitment to zero‑defect manufacturing and advanced power-device production.”

“At Polar, our vision is to create a differentiated wafer foundry focused on power, sensor and high-voltage semiconductors,” added Reza Kazerounian, the company’s executive chairman. “Partnering with Nexperia – one of the world’s leading power semiconductor companies – to bring their power MOSFET roadmap to market underscores the strength of our strategy and the progress we’ve made through targeted investment.”

Stefan Tilger, interim CEO at Nexperia, commented, “This collaboration is an important step in strengthening Nexperia’s long‑term manufacturing and supply-chain strategy. By working closely with Polar Semiconductor, we are securing reliable capacity and providing our customers with a strong, stable and resilient supply foundation to support future growth.”

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This year’s Industrial Vehicle Technology (iVT) Expo will feature the debut of an innovative off-highway electrification solution: an air-cooled, rare-earth-free electric drive system offered as a fully matched, drop-in package for the European market.

Developed by Advanced Electric Machines (AEM), the system brings together the company’s HDRM 150 motor and a matched air-cooled inverter as an integrated unit operating at up to 700V with a peak motor output exceeding 30kW. It will be shown in public for the first time at the expo in Cologne on June 10 & 11.

Conventional electric drivetrains typically require liquid cooling for both motor and inverter – thermal management systems that add weight, plumbing, maintenance requirements and potential points of failure. By matching the air-cooled H10B inverter from Emsiso to the air-cooled HDRM 150, AEM has eliminated that infrastructure. The result is a drivetrain that is simpler to integrate and significantly easier to service in the field, with no coolant circuits to maintain, no pumps to fail and no additional packaging constraints for OEM engineers to work around.

The HDRM 150 uses a rare-earth-free motor architecture. Unlike permanent magnet motors, which typically rely on materials such as neodymium and dysprosium, the design avoids the use of rare earth elements. This can help reduce dependence on supply chains that are subject to geographic concentration and market volatility. As a result, the system aims to address both supply chain resilience and drivetrain simplification in off-highway electrification applications.

The system is designed for straightforward integration into existing platforms. OEM and Tier 1 engineers receive a validated motor and inverter combination rather than individual components that require separate integration and calibration work.

James Widmer, the CEO of Advanced Electric Machines, explained, “Permanent magnet motors deliver excellent performance, but they come with a supply chain attached that is neither stable nor secure. The HDRM 150 removes that dependency entirely and does so without asking OEMs to accept a performance compromise or a complex integration. Pairing it with a matched air-cooled inverter means we can offer something the market hasn’t seen before: a complete, drop-in rare-earth-free electric drive system that is simpler, more resilient and ready to work.”

AEM is exhibiting at iVT Expo 2026, June 10 & 11, on Booth 1020 in Hall 1 at Köln Messe. Click here to register for your FREE expo pass

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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.”

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Scania has begun the global sales rollout of its new under-cab battery module, which enables operators to optimize battery capacity for the vast majority of transportation needs. Heavy loads, advanced bodywork and long-haulage transportation assignments can now be electrified with improved operational precision, and in some applications, it’s now possible to achieve a range well beyond 800km on one charge.

The positioning of the battery module under the cab of the Scania electric truck frees up more space for bodywork and addresses how to balance the needs of range, without reducing the payload. The increase in gross train weight allowance introduced by the European Union in 2025 means that Scania can deliver a 400kWh usable capacity option for 360km of typical range without needing to lower payload – all the way up to the legal maximum.

The right battery charging strategy

Battery capacity is not the only factor that determines an electric truck’s operational range. While larger batteries can support longer distances, they may be unnecessary for transportation operations with shorter daily routes, such as 300km instead of 500km. In some applications, using a larger battery than is necessary for the route can lead to a a reduced payload capacity due to the additional weight.

Instead, the charging strategy used for the job plays a key role, and the introduction of Scania’s Megawatt Charging System (MCS) supports this focus. Given the legally required rest breaks for the drivers, transporters can plan a battery charge during a journey at a natural stopping point, and top up from 20% to 75% – a further charge could be done at the delivery depot or on the way back to the truck’s base, all of which helps reduce both operating and capital expenditure.

“The new under-cab battery module optimizes the placing of the truck batteries to transporters’ advantage,” said Tobias Ejderhamn, global manager, transformation and new business at Scania. “Thus, with the right battery set-up, MCS and a good charging strategy – using Scania’s own charging company Erinion or Scania Charging Access out on the road – our customers can easily solve the range versus payload question.

“All of this just underlines the fact that haulage companies who choose Scania’s electric trucks are transporting goods, not kilowatt hours, and reducing their total cost of operation.”

“Scania can now offer transport operators a comprehensive path to electrification and sustainable transport; one that is reliable, seamless, and commercially viable,” said Lars Gustafsson, head of solutions management at Scania. “With these two new additions to customers’ armory it has become even easier and more attractive to make the change to electric transport.”

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The partnership between Maserati and Bosch on the development of a hydrogen-powered race car has entered a new phase, with the companies unveiling an optimized hydrogen engine based on Maserati’s Nettuno gasoline engine. 

The 480kW unit represents the latest evolution of the companies’ hydrogen motorsport program. Developed to demonstrate the viability of hydrogen in long-distance competition, the project aims to deliver hypercar-level performance alongside a more sustainable approach to motorsport. The vehicle will return to the Le Mans circuit following its demonstration appearance last year, showcasing the progress made through a year of continuous development.

“To make a vision like the hydrogen race car a reality, you need a strong team. Our strategic partnership with Ligier Automotive is the foundation on which we are developing and testing the vehicle. At the same time, our collaboration with Maserati provided a first-class basis for the engine. This pooling of expertise is our key to bringing sustainable performance to the road faster,” said Ingo Mauel, head of Bosch Motorsport.

Innovative engineering for hypercar performance

The hydrogen unit developed by Bosch Engineering is based on the Maserati Nettuno, a 3.0-liter six-cylinder gasoline engine with biturbo charging and dry sump lubrication. For the conversion to hydrogen operation, core components like the cylinder head and turbocharger were retained from the original design. Within the base engine, the pistons were optimized in shape and to lower the compression ratio in order to extract even more power and performance at high RPMs. Other modifications were made to the injection system, the ignition system and the engine control unit.

Instead of the combined direct and port fuel injection, the current version uses modern hydrogen direct injection with HIDI LCV (hydrogen injection for direct injection, light commercial vehicles) injectors from Bosch. This enables the 3.0-liter hydrogen engine to produce around 480kW and deliver 880Nm of torque in this motorsport application.

Davide Danesin, head of Maserati engineering, said, “Nettuno is a state-of-the-art engine that continues to demonstrate robustness, efficiency and versatility. For this reason, it has proven to be particularly well-suited for conversion to hydrogen, thanks to its inherent strength, which allows it to withstand very high cylinder pressures.”

Bringing innovation to the track

Bosch Engineering entered a strategic partnership with Ligier Automotive in 2021. Together, the companies developed the hydrogen-powered race car prototype, the Ligier JS2 RH2. The vehicle was first presented at the Le Mans 24 Hours in June 2023. In the tests conducted since then, the vehicle and engine have proven their robustness over almost 8,000 test kilometers on track under various weather conditions without any technical issues. Continuous optimizations have led to the further development of the hydrogen concept; for example, the drive’s torque and power were increased while further reducing emissions.

“The Ligier JS2 RH2 project perfectly illustrates what can be achieved when three complementary areas of expertise come together,” said Jacques Nicolet, president of Ligier Automotive. “Our collaboration with Bosch Engineering and Maserati allows us to explore the full potential of hydrogen in motorsport, combining performance with sustainability. It also echoes a meaningful chapter in our history — the original Ligier JS2, powered by a V6 3L Maserati engine, [that] claimed victory at the Tour Auto in 1974. Today, this legacy inspires us to look ahead. Together, we are not only developing a race car demonstrator, but also opening the door to future applications, such as a decarbonized track-day car integrating Maserati engine technology and Bosch hydrogen systems.”

The Ligier JS2 RH2 with its hydrogen engine will complete a demo lap on the Le Mans race circuit on Saturday, June 13, 2026, and will be on display in the H2 Village throughout the race week.

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BYD has launched the Dolphin Cargo e-Van, a compact vehicle for commercial fleets.

The conversion of the Dolphin hatchback into a light commercial vehicle is carried out in the UK, supporting local engineering expertise while ensuring the vehicle is tailored to meet the specific requirements of UK commercial operators.

The conversion removes the rear seats and adds a full metal bulkhead behind the front seats, creating a load capacity of 1,093 liters, including 47 liters of underfloor storage.

The cargo area offers a maximum load length of 1,250mm, a width of 1,018mm between the wheel arches and up to 1,160mm overall, and a maximum load height of 710mm. All of this is packaged within the compact 4,290mm length of the BYD Dolphin Cargo e-Van.

Built on the BYD Dolphin passenger car platform, the Dolphin Cargo e-Van combines a robust commercial conversion with class-leading electric vehicle performance, delivering an ideal solution for modern fleet and business users. Powered by a 204ps electric motor paired with a 60.4kWh battery, it offers an WLTP range of up to 347 miles in urban driving and 265 miles combined. An optional 70mph speed limiter will also be available to support fleet optimization and energy management.

At the heart of the vehicle is BYD’s industry-leading Blade Battery technology, which uses lithium iron phosphate (LFP) chemistry. Completely free from cobalt, the Blade Battery is designed to deliver enhanced durability, improved safety and greater resistance to extreme temperatures compared with conventional battery technologies.

Vehicle-to-Load (V2L) technology enables the new car-derived van (CDV) to supply power directly to external equipment, supporting applications such as mobile servicing, site maintenance, portable lighting and tool charging without requiring additional power sources.

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