Automotive Powertrain Technology International

Tech Insider: Mercedes-AMG One – Part 1

Lawrence Butcher — Fri, 07 Aug 2026 08:00:09 +0000

Until recently, no one had ever successfully built a road car around an F1 engine. There have been close tries, and engines from race cars have ended up fitted to road cars in modified form. Porsche’s Carrera GT took the base engine from the company’s RS Spyder LMP. Going the other way, BMW’s 1980s M12 F1 engine used a road-car block. But taking an unadulterated F1 engine and putting it in a road car had never been done, until Mercedes decided to do the unthinkable. The result? The AMG One.

The genesis of AMG One began in Mercedes’s dominant 2014 and 2015 Formula 1 seasons. The 1.6-liter V6 turbocharged hybrid power unit (PU) that powered Lewis Hamilton to consecutive Drivers’ World Championships was, by any measure, a generational piece of engineering. To celebrate and capitalize on this success, Mercedes and AMG began exploring the concept of a road-legal hypercar using the W06’s powertrain. The main questions: Was it even feasible and, if it were, how much of the F1 PU could survive the transition to the road intact?

Toward the end of 2015, a small group at Mercedes AMG High Performance Powertrains in Brixworth, UK – specifically what is now called the Advanced Technology group – began concept work, sketching out what changes would theoretically be required before the program formally launched in 2017.

Mercedes-AMG’s plan was to produce 275 cars, the highlight of which would be an essentially unmodified F1 PU: the 1.6-liter turbocharged V6 ICE, the MGU-H harvesting energy from the turbocharger, and the MGU-K recovering energy under braking from the rear axle, plus an additional pair of electric motors driving the front axle. The combined system would output over 1,000hp. Getting that package through European road-car homologation was far from easy and pushed even the team at HPP – a group well used to achieving the impossible – to the limit.

Powertrain preservation

Credit: Mercedes-AMG

Adam Allsopp, currently director of Advanced Technology at Mercedes AMG HPP, was deeply involved in the powertrain development. When the project began, he was engineering director on the Formula 1 program, but in 2018 he became increasingly engaged with the road car before becoming sole program lead in 2019. According to Allsopp, there was an almost single-minded pursuit of keeping the powertrain “pure” and only departing from the racing design where absolutely necessary.

“Wherever we were faced with difficult challenges, if the solution was going to move us away from what the regulation specified for that engine, that troubled me because it felt like we would be watering it down,” he recalls.

Changes to the fundamental ICE architecture were to be avoided wherever possible – a tall order, given that the F1 ICE was entirely optimized to produce maximum power and efficiency within the fuel-flow-limited constraints of the F1 regulations. From the oversquare bore to stroke ratio, injector position, spark plug location, intake port geometry and cam profile, everything was developed for top-end performance and efficiency. But AMG One would be a road car; it needed low-speed manners and, importantly, noise and emissions compliance.

The Advanced Technology team at HPP took the approach of augmentation rather than alteration. Where the F1 architecture created a problem, the team sought solutions that worked around the core design. “It was about protecting those attributes and then trying to work out how you enhance rather than remove,” says Allsopp.

The eventual addition of port fuel injection alongside the existing direct injection system is a prime example of that approach in action. Rather than revising the combustion chamber, port injection (coupled with some subtle changes to the intake port geometry) improved fuel atomization and mixture preparation at low speeds, and aided stabilization of combustion at idle and light load without touching the high-speed combustion strategy.

Also supporting low-speed running was a redesigned throttle, in which the original barrel throttles were replaced with more traditional butterflies. “At high speed, it’s still got the same combustion philosophy,” Allsopp says. The idea of implementing variable valve timing (banned in F1) was floated to reduce low-speed emissions. However, although this would undoubtedly have helped, it was rejected to protect the DNA of the ICE.

Credit: Mercedes-AMG

Another tool that could be called upon to help with low-speed emissions compliance was the MGU-K, used to load the engine at low RPM. By harvesting energy from the ICE and directing it into the battery at light throttle, the team could maintain engine load at a point where combustion quality was acceptable. A quirk of this approach is that AMG One will not run its combustion engine if the battery is full, because the MGU-K loading strategy requires somewhere for that harvested energy to go. “It sounds a bit weird and a little bit counterintuitive,” acknowledges Allsopp, “but really it was about using the tools at our disposal to work out how this over-constrained problem could be solved.”

Cold-start emissions were also addressed, partly through catalyst preheating using the car’s high-voltage electrical system, a solution made practical by the available battery capacity. What couldn’t be tackled at source was handled through exhaust aftertreatment.

Electrical hurdles

The purity of purpose applied to the ICE was carried over to the electric machines. Initially, the race- specification MGU-H and MGU-K were simply swapped into the production PU, with two MGU-Ks deployed on the front axle. However, the reality of producing a relatively large run of these motors and ensuring they were fit for road use presented a few challenges.

The rear-mounted MGU-K was kept exactly as on the race car, directly driving the crank. At the front, a pair of MGUs was packaged with reduction gears to create what is referred to as the MGU-Fs. The electric machines run at very high speed: 35,000rpm for the rear and around 50,000rpm at the front. The motors are oil cooled, with two separate cooling circuits; the rotor is cooled using engine oil (and gearbox oil at the front), and the stator by a second loop that also incorporates the inverters.

It was in the motors that one of the project’s biggest hurdles emerged: NVH. Jack Mowat-Maconochie, now head of supply chain for the Advanced Technology group, observes, “In 2018 we started the drive-by noise testing. We knew the engine to be loud, but the electric machines were incredibly loud as well.” So loud, in fact, that they would never pass muster for road use. A solution was needed, but the source of the noise needed to be pinpointed first.

Credit: Mercedes-AMG

It was established that there were two key culprits: the gears in the front-axle fixed-ratio gearbox, and the electrical characteristics of the electric motors. The first was relatively straightforward to overcome, with detail work on the micro- and macro-geometry of the gears bringing the noise within tolerable margins. A similar process had to be undertaken on the ICE, which features a gear-driven camtrain positioned directly behind the driver, and initially proved a little too aurally aggressive.

The electrical element of the noise problem proved more troublesome and required an almost total rework of the motor architecture. “I was fiercely against changing the motor,” says Allsopp, who felt that doing so would detract from the overall ethos of the car. But the decision was effectively made for the team: “It was actually some of the NVH experts from AMG who said, ‘Look, here’s the data. You might not want to do this, but you will not sell this car with this motor.’ It’s quite hard to argue with that.”

Credit: Mercedes-AMG

Again, the easy option would have been to move away from the constraints originally set by the regulations, transition to a larger-diameter motor, reduce the RPM and cut the power. Instead, HPP set about reengineering the motor to fulfill the same brief as the original, but in an NVH-compliant way.

The result was an electrical redesign within the same packaging space, moving from a six-slot to a 24-slot architecture, as well as changes such as replacing Litz wire with more conventional windings. Coupled with revised magnet selection, a revised casing and the gear improvements, the result was a system that retained the spirit of the F1 units while meeting the stringent road-car legality requirements.

The new electrical design was also transferred to the rear MGU-K. “They’re identical,” says mechanical engineer Mark Digby. “They use the same rotor, stator and winding setup. They’re just packaged in different external housings to connect to the engine block and front gearbox respectively.” The choice to maintain commonality front and rear was a pragmatic one. “It was done to try to maximize commonality, so we are not making lots of different types of rotors and stators, given we had to produce more than 900 of them,” notes Digby.

From an F1 perspective, a run of this volume counts as mass production and required HPP to find a more efficient manufacturing process than the painstaking, largely manual approach used on F1 PUs. To this end, the engine maker developed automated in-house production capability for the rotors and stators, enabling repeatable production of motors regardless of the quantity required. “We were hand-winding them initially, and that was just not sustainable,” recalls Digby.

To be continued in part 2 …

Engine Technology Forum testifies to EPA on heavy-duty engines and SCR control systems

Zahra Awan — Thu, 06 Aug 2026 11:39:46 +0000

The Engine Technology Forum (ETF) has submitted testimony to the US Environmental Protection Agency (EPA) on proposed amendments affecting model year 2027 and later heavy-duty engines and selective catalytic reduction (SCR) systems.

The organization said its testimony “emphasized the industry’s confidence in advanced diesel engines equipped SCR and diesel exhaust fluid (DEF) technology”, and highlighted what it stated is their “proven ability” to achieve near-zero emissions while maintaining the performance, durability and fuel efficiency required for commercial trucking, construction and other essential industries.

“Advanced diesel technology is a remarkable environmental and engineering success story that continues to evolve and improve,” said Allen Schaeffer, executive director at the ETF. “The facts are clear: today’s advanced diesel engines equipped with SCR systems and DEF are achieving near-zero emissions while delivering substantial fuel savings, outstanding performance and the reliability demanded by the industries that keep America moving.”

EPA’s decision to retain the stringent 2027 nitrogen oxide (NOx) standard means that next-generation heavy-duty truck engines will achieve more than an 80% reduction in NOx emissions compared with today’s technology.

“While SCR and DEF remain the gold standard for enabling diesel engines to meet EPA’s 2027 heavy-duty emissions standards, some truck and equipment operators have experienced legitimate operational challenges with previous generations of emissions control technology,” said Schaeffer.

To address these issues, truck, engine and equipment manufacturers are actively implementing EPA’s guidance, making adjustments to SCR and DEF systems on existing equipment where feasible and integrating the guidance into new products while evaluating EPA’s newly proposed approach.

EPA’s proposal presents a significant departure from its current approach to emissions compliance regarding engine derating and other provisions of the proposed rule. Addressing the end-user experience when emissions control system issues occur is an important consideration for both EPA and OEMs, the ETF said, adding that it defers to its member companies as the parties best positioned to address how these proposed changes could affect their customers.

ETF said that its comments highlighted that diesel engines remain the dominant power source for commercial transportation, accounting for 76% of all commercial vehicles in operation. And that, more importantly, the nation’s fleet continues to transition rapidly toward newer, cleaner technologies.

As of the end of 2025, approximately 67% of commercial diesel vehicles in operation were model year 2010 or newer and equipped with advanced emissions control systems. Nearly two-thirds of Class 8 trucks, 63% of diesel transit buses, and 72% of diesel school buses now operate with advanced diesel technology equipped with SCR emissions control systems.

Proven environmental and economic benefits

The Engine Technology Forum cited research by Auto Forecast Solutions that estimates that between 2011 and 20230 advanced diesel engines could reduce fuel consumption by 130 billion gallons and avoid approximately 1.3 billion tons of CO₂ emissions, while also reducing NOx and particulate emissions. The organization said SCR and DEF emissions control technologies have been a major contributor to these reductions.

To support understanding of diesel emissions control systems, ETF has launched the SCR & DEF Policy and Technical Resource Center featuring webinars, fact sheets and technical information. According to the organization, the resource is intended to provide guidance on SCR and DEF technology, emissions compliance, DEF handling and storage, fuel efficiency and air quality benefits.

“ETF remains committed to providing factual, technology-focused information, supporting innovation and helping ensure that advanced diesel engines continue to deliver both environmental benefits and operational value,” said Schaeffer.

Integrals Power joins UK battery project to advance LMFP technology

Zahra Awan — Thu, 06 Aug 2026 10:48:12 +0000

UK battery technology company Integrals Power is to manufacture and supply hundreds of kilograms of its patented manganese-rich lithium manganese iron phosphate (LMFP) cathode active material to a new UK government-funded project to develop advanced battery technology for the defence and automotive sectors. LMFP can be produced from raw materials sourced from Europe and North America, and does not use critical minerals.

The 30-month, £2m (US$2.69m) program, led by specialist battery supplier Denchi, will produce hundreds of demonstrator cells in pouch and cylindrical form factors – the latter in both 21700 and 4695 sizes. These will be manufactured on the UK Battery Industrialisation Centre‘s (UKBIC) new Flexible Pilot Line in Coventry, then assembled into battery packs at Denchi’s facility in Thurso in Scotland.

Funding has been secured through the Battery Innovation Programme, delivered by Innovate UK and supported by the Department for Business, Innovation, Science and Trade.

Integrals Power founder and CEO Behnam Hormozi said, “Our involvement in this program reflects the growing recognition that LMFP will transform battery performance, cost and supply chain resilience. By eliminating reliance on critical minerals such as cobalt and nickel while delivering higher energy density than LFP, LMFP is well suited to the evolving requirements of both defence and automotive applications. We are proud to contribute our materials expertise to a project that is helping to advance secure, sustainable battery technologies in the UK and beyond.”

The first validation trials will be carried using Denchi’s current BB-2590 design, which was developed specifically for military use, including radios, sensor systems, unmanned aerial and ground platforms and back-up power supplies for aircraft and marine systems. These ruggedized, waterproof packs, which weigh around 1.35kg, will have the existing nickel manganese cobalt (NMC) cells replaced by the new LMFP cells.

“With more than 20 years’ experience supplying the military with British designed and built battery systems, we have a very clear understanding of what the defence sector needs as electrification becomes a core element of future strategy,” said Andrew Cowie, CEO, Denchi Group. “Sovereign capability is absolutely paramount, and by working in partnership on this program with Integrals Power, UKBIC and the UK government, we are playing our part in delivering exactly that. We look forward to building the first LMFP battery packs and getting them out into the field for validation trials.”

China currently dominates global LFP battery production, but tighter export controls on LFP cells, materials and manufacturing technology are increasing concerns over supply chain resilience. As LFP batteries continue to gain market share due to their lower cost, safety and durability, OEMs in Europe and North America are seeking to diversify supply and reduce dependence on Chinese manufacturing.

“Collaboration across the UK battery ecosystem is essential to translating innovation into long-term, strategic capability. Our new Flexible Pilot Line has a key role to play in this because it enables customers to accelerate the cost-effective scale-up of their technologies,” said Sean Gilgunn, UKBIC managing director. “Supporting the development of LMFP cells within an integrated UK supply chain is an important step toward strengthening long-term competitiveness in a broad range of sectors, including defence and automotive.”

Integrals Power’s LMFP material has a high manganese content of 80%, which enables up to 20% greater energy density than conventional LFP while retaining its key advantages. This combination of attributes, together with freedom from expensive cobalt and nickel and makes it a compelling alternative.

BorgWarner secures integrated drive module supply contract

Zahra Awan — Thu, 06 Aug 2026 10:01:35 +0000

BorgWarner has secured a contract to supply its latest-generation integrated drive module to a global OEM, with production scheduled to begin in 2027. According to the company, the award reflects continued demand for its integrated electrified propulsion technology.

“This award reflects BorgWarner’s continued commitment to delivering advanced electrified drive solutions through the strength of our global technology portfolio and localized capabilities,” said Isabelle McKenzie, vice president of BorgWarner and president and general manager, PowerDrive Systems. “We are proud to support our customer with a scalable, high-performance e-drive platform that addresses their evolving mobility needs.”

The solution features BorgWarner’s latest three-in-one integrated coaxial drive system, combining an advanced e-motor, gearbox and fully-integrated GenIV inverter in a compact, high-performance package. The GenIV inverter incorporates BorgWarner’s latest-generation Viper D power switch technology, further strengthening system competitiveness through lower switching losses and higher current capability, improving the efficiency of the overall e-drive system.

The system also features a next-generation, highly integrated coaxial gearbox with a compact layout that improves vehicle packaging flexibility as well as an oil-cooled motor designed to meet demanding performance requirements. In addition, the integrated park system is designed to meet stringent safety targets and regulatory requirements.

Built for a lighter and more compact platform architecture, the new system further improves packaging efficiency and design flexibility. Its building-block hardware and software integration strategy enables a highly scalable platform that can be adapted to diverse customer requirements, helping reduce development complexity, shorten development cycles and optimize cost.

IndyCar unveils all-new IR-28 race car

Zahra Awan — Wed, 05 Aug 2026 15:25:27 +0000

The NTT IndyCar Series chassis and powertrain package for 2028 has been unveiled. Introducing a modernized look designed to provide for faster lap times and “improved raceability”, the IR-28 race car has been designed to encourage more “wheel-to-wheel action” while also creating the “safest car yet,” according to the racing series.

The IR-28 chassis was developed in partnership with Dallara, with the new car making its competition debut at the start of the 2028 NTT IndyCar Series championship.

IndyCar president J Douglas Boles commented, “With initial testing to begin this week, there is still plenty of work to do before 2028, but we are well on our way to showcasing a new era of IndyCar, which will include enhanced wheel-to-wheel competition, track records, standards in raceability and new benchmarks in safety.”

As part of the improved raceability, the IR-28 will weigh approximately 100 lb less than the current car.

New car design

The entire vehicle has been designed and built from the ground up. New front and rear wings, optimized for style and efficiency, give the road and street course car an aggressive stance, while the superspeedway wing configuration provides maximum downforce with limited drag in a sleek, high-speed-looking package.

The car’s aerodynamic architecture has been purpose-built to optimize the wake from the front to the back in order to enhance overtaking opportunities. The 2028 design also delivers reduced outwash and, for Indianapolis Motor Speedway, a more aerodynamically stable speedway front wing.

The new car will feature electronically controlled driver-adjustable anti-roll bars, which will enable enhanced tuning and raceability while cleaning up the cockpit by eliminating standard knobs and handles, thus also improving driver safety.

The IR-28 also introduces the Custom AXIS Inertance Control Suspension System, offering expanded spring, damper and inerter tuning within a lightweight shared damping architecture. According to the company, the system improves mechanical grip through suspension optimization while providing greater setup flexibility.

The 2028 powerplant

The power for the new 2028 NTT IndyCar Series machinery will be provided by 2.4-liter twin-turbocharged V6 internal combustion engines capable of producing up to 760hp. Chevrolet and Honda have committed to participate under the new engine formula, which will deliver increased torque, power and overall performance compared to the current generation of IndyCar Series engines.

GM vice president of Global Motorsports Competition Eric Warren said, “This new car builds on more than a decade of collaboration with IndyCar.”

The low-voltage hybrid technology of the IR-28 will deliver greater power storage, more deployment options for teams and the decrease in package weight of approximately 20 lb. The significant performance advancement and deployment variability will be provided through a new partnership with UK-based Helix.

The new hybrid platform will feature the first battery-based energy storage system (ESS) in NTT IndyCar Series history, supplied by BOLD Technology and selected by IndyCar for the program. BOLD’s ESS for the IR-28 delivers approximately 14 times the energy storage capacity of the current supercapacitor-based system.

Xtrac, an exclusive supplier for IndyCar since 2000 and a Helix associate, is providing transmissions for the new chassis. Development includes a gearbox that sheds 25 lb from the current unit.

Safety evolution

The IR-28 has also been designed to keep drivers safer. From the aeroscreen to the roll hoop to side-impact structures, the new car integrates recent safety and design advancements into its core architecture.

The chassis features wider internal dimensions to accommodate a greater range of driver heights and body types, and enhanced internal airflow and driver cooling for improved comfort and performance.

Decades worth of race and incident evaluations have created a chassis that features stronger, more efficient side-structure design providing increased energy absorption in high-impact situations, IndyCar said.

“Seeing the car for the first time made me even more excited about where IndyCar is going. The design is super cool and feels like a proper next step for the series while still looking like an IndyCar Series car,” said Alex Palou, driver of the no. 10 Honda for DHL Chip Ganassi Racing.

“We all wanted a new, modern-day car that is lighter and looks futuristic and fast but still has all of the incredible safety advancements that IndyCar is known for,” said Alexander Rossi, driver of the no. 20 Java House Chevrolet for ECR . “There are still a lot of things to work through in terms of on-track testing and how it reacts to the different types of environments it will be exposed to, but from a visual standpoint, it’s incredible.”

Recent news, BMW details Gen6 battery production process at Plant Woodruff

Göpel Electronic launches modular battery cell tester

Zahra Awan — Fri, 31 Jul 2026 09:45:26 +0000

High-voltage batteries for e-mobility have become highly complex systems consisting of numerous components. The market for these batteries is becoming increasingly dynamic, and technologies are constantly evolving. Innovative battery cells with new chemical compositions are being introduced. Automotive suppliers and manufacturers therefore require a tailored and flexible testing strategy for battery cell quality assurance, both in development and in production.

To address these challenges, Göpel Electronic has developed a high-performance, quickly configurable battery cell tester that features a modular design and high flexibility. This allows for the quick and transparent determination of quality, charging efficiency and reliability in up to five battery cells simultaneously. The tester complements the product portfolio, which includes, among other things, Göpel Electronic’s EOL battery test system, which performs comprehensive test routines for the entire battery pack.

The battery cell tester covers standard safety tests that evaluate the condition of the cells. The open circuit voltage (OCV) value indicates the voltage of a battery without a load (open circuit) and serves as an indicator of its state of charge. For the alternating current internal resistance (ACIR) measurement, the tester uses a method to determine the internal resistance of the battery cells. This internal resistance under alternating current provides information about the performance, state of aging and quality of the battery cell.

According to Göpel Electronic, its tester delivers fast, repeatable results and can be integrated with automated equipment to enable high-throughput batch testing within seconds. The system is designed for applications including incoming inspection and battery cell grouping.

BMW details Gen6 battery production process at Plant Woodruff

Zahra Awan — Thu, 30 Jul 2026 10:58:09 +0000

BMW’s Plant Woodruff in South Carolina will begin series production of the Gen6 high-voltage batteries for the fully electric BMW iX5 in December, and the auto maker has revealed further details of the technology that will underpin the production process.

The facility uses AI-supported production processes, digital twins and virtual reality applications, with the auto maker stating that “the new plant is setting industry standards for the assembly of high-voltage batteries”. The BMW X5 premiered on June 30 at the auto maker’s South Carolina Plant Spartanburg facility, which it refers to as “the Home of X”.

“Plant Woodruff plays a key role in the ramp-up of electromobility in the US,” said Raymond Wittman, member of the board of management of BMW responsible for Production. “With our Gen6 high-voltage battery, we’re not only taking a major technological leap – we are also setting new standards in production. In Woodruff, we are combining cutting-edge processes, artificial intelligence and the expertise of our employees to create a production facility designed for the highest quality.”

“With Plant Woodruff, we are further expanding our footprint in South Carolina and strengthening the close integration of battery and vehicle production,” said Robert Engelhorn, president and CEO of BMW Manufacturing. “This creates the ideal foundation for the next generation of fully electric BMW X models assembled at Plant Spartanburg.”

Intelligent production for maximum quality

The cylindrical cells are integrated directly into the high-voltage battery, based on the cell-to-pack principle. All production steps are continuously monitored inline and comprehensively documented in real time. In-house developed AI assistants and agents analyze this data and, together with more than 300 employees and 250 robots at Plant Woodruff, ensure the zero-defect battery production. At the same time, the extensive use of artificial intelligence enhances overall equipment effectiveness (OEE) in production. Well before commissioning, digital twins of production and virtual reality applications support planning and employee training.

Training in a virtual factory

All production staff at Plant Woodruff complete a VR training program developed on-site. Within a virtual factory, they can practice real manufacturing operations under realistic conditions. This virtual environment replicates the plant’s production lines in meticulous detail, requiring only a set of VR goggles and a PC.

Three years from start of construction to series production

Following the official groundbreaking in June 2023, construction of the plant began in September 2023. In September 2024, while construction was still under way, installation of the manufacturing equipment commenced. Preparations for production started in summer 2025, and the first test and pre-series batteries have been rolling off the assembly line since then. The series launch is scheduled for December 2026.

“Plant Woodruff demonstrates how quickly we can scale a new battery concept to industrial production,” said Rich Everly, vice president of production at BMW Plant Woodruff. “The key factor is the synergy between a skilled and dedicated team and the continuous exchange of experience within the production network.”

Gen6 battery cells with reduced carbon footprint

The Gen6 battery cells used in the BMW iX5’s high-voltage battery include a high proportion of secondary materials in the cobalt, lithium and nickel content. Renewable energy is also used in the production of anode and cathode materials, as well as in cell manufacturing. Compared with the Gen5 cell used in the BMW iX, CO2 e emissions have been reduced by around 28% per watt-hour. Plant Woodruff does not use any fossil fuels during normal operations, while the site’s industrial trucks are powered by hydrogen.

Assembling the Gen6 high-voltage batteries

At BMW Group Plant Woodruff, battery cells undergo a series of automated assembly and inspection processes, including voltage checks, cell clustering, laser cleaning and precision welding, with inline monitoring of every weld seam. The batteries are then foam-encapsulated, sealed and fitted with the Energy Master control unit before completing a 100% end-of-line inspection. Finished battery packs are transported to the nearby BMW Group Plant Spartanburg for vehicle assembly.

800V, with high energy content

The first battery-electric BMW iX5 is based on sixth-generation BMW eDrive technology, featuring cylindrical cells and 800V technology. With an available energy content of 144kWh, the BMW iX5 60 xDrive boasts the largest high-voltage battery of any fully-electric BMW model to date.

Andretti selects Nissan GEN4 Formula E powertrain

Zahra Awan — Tue, 28 Jul 2026 15:54:30 +0000

Nissan has announced a multi-year agreement to supply its Formula E GEN4 powertrain to Andretti Formula E from Season 13 of the ABB FIA Formula E World Championship onward.

Formula E is a key pillar of Nissan’s global electrification strategy, making success in the championship an important part of the company’s long-term ambitions. As one of Formula E’s longest-standing competitors, Andretti Formula E has consistently competed at the front of the field, securing the 2023 FIA Formula E Drivers’ World Championship with Jake Dennis.

Beyond supplying powertrains, Nissan and Andretti Formula E will work closely throughout the GEN4 era, combining technical expertise, engineering knowledge and sporting experience. With four Nissan-powered cars competing in the series, the organizations say the collaboration will create valuable opportunities for technical exchange and continuous development, helping them both maximize performance in one of world motorsport’s most competitive championships.

Guillaume Cartier, chief performance officer at Nissan Motor, said, “Formula E continues to play an important role within Nissan’s global electrification strategy. Our collaboration with Andretti Formula E and TWG Motorsports supports our goals in the sport and strengthens our commitment to the championship. We look forward to leveraging each other’s expertise to achieve success on and off the track, demonstrating our leadership in our respective industries and generating excitement to audiences around the world.”

The collaboration also benefits from the expertise of two FIA Formula E Drivers’ World Champions. Reigning title holder Oliver Rowland and Andretti Formula E’s Jake Dennis will both contribute their experience and technical feedback as the partnership develops through the GEN4 era.

Roger Griffiths, team principal at Andretti Formula E, added, “With a motorsports legacy lasting over 80 years and multiple wins and championships across a diverse range of categories including the current Formula E World Drivers’ Championship, Nissan has more than proven its pedigree at the highest echelons of the sport. As an early pioneer of electric vehicles, Nissan has developed vast knowledge in this category and, through its time in Formula E, has shown how immensely competitive it can be. It’s these characteristics that align so well with the approach of Andretti Formula E and why we are extremely proud to be aligned with the Japanese manufacturer entering the highly anticipated GEN4 era in Formula E.

Tommaso Volpe, managing director and team principal of the Nissan Formula E Team, concluded, “We’re delighted to welcome Andretti Formula E as our customer team for the GEN4 era. Formula E is an increasingly competitive championship, and having a strong partner is an important part of maximizing both performance and technical development. Andretti is one of the most successful names in motorsport, including Formula E, where it has established itself as one of the leading teams in the sport, consistently competing at the front and securing a Drivers’ World Championship. We look forward to working closely together and building a strong partnership.”

Yokogawa launches high-voltage power analyzer for EV testing

Zahra Awan — Tue, 28 Jul 2026 11:53:21 +0000

The WT1500 by Yokogawa Test & Measurement is a high-precision power analyzer for renewable energy, electrified vehicle (xEV), semiconductor and battery testing applications. The instrument offers four measurement channels in a 2U, 19in rack-mount chassis. It supports input voltages of up to 2,000V DC and includes resolver signal input for motor evaluation without additional equipment. Yokogawa says upcoming multi-unit synchronization will enable up to five WT1500 units to be connected, providing up to 20 power measurement channels.

Development background

Continued growth in xEV technologies and renewable energy is accelerating demand for evaluation, testing and production capabilities built around high-voltage equipment. Target voltages within these systems can reach the thousands, requiring specialized high-voltage divider equipment in typical analysis setups. These dividers can introduce measurement errors, reducing overall accuracy while complicating wiring and equipment installations. Additionally, conventional motor efficiency measurements require separately measured power and resolver signals to be synchronized on a PC.

Existing power analyzer models lacked the required voltage input range for energy storage systems (ESS), power conversion systems (PCS) and resolver support motor testing, or were too large to fit within conventional rack-mounted or desk-based setups. The WT1500 reportedly addresses this gap, delivering the necessary capabilities and functionality while eliminating the need for high-voltage dividers for systems up to 2,000V, all within a compact 19in-wide, 2U height design.

High performance

The WT1500 achieves a total power accuracy of ±0.038% (DC, 50/60Hz) and low-power-factor accuracy of ±0.07% of S at 50/60Hz, the best DC accuracy figures of the WT series, and supports two types of input elements: high voltage (HV) and wide bandwidth (WB). The HV element supports direct measurement up to 2,000V DC and 300kHz, ideal for high-voltage PCS and ESS applications. The WB element supports up to 1,000V with a 2MHz bandwidth, crucial for measuring the complex, high-frequency waveforms generated in modern xEV motors. Both inputs share a common sensor input and can be mixed in a single unit.

System integration and a space-saving design

The WT1500’s compact 2U height (approximately 88mm) design supports four power measurements and four motor evaluations, including encoder and resolver signal inputs, IEEE 1588 time synchronization and data output to CAN/CAN FD buses, and low-latency data transmission via UDP communication. It is equipped with a variety of interfaces for remote control via PC, external monitor or tablet and features a small front panel for straightforward connection setup or even to be used as a standalone instrument. The WT1500’s space efficiency allows easy integration into evaluation system racks.

Scalable measurements

For measurements requiring more than four channels, up to five WT1500 units can be synchronized, enabling 20-channel power measurement. One unit acts as the main controller, directing subunit configuration and consolidating data acquisition. Multi-unit synchronization support will be released soon.

The WT1500 also features four unique current input terminals, alongside its voltage terminals, providing power for current sensors. These, in combination with a series of new current adapters that are provided as accessories, enable the WT1500 to accommodate a wide variety of sensors: the CT Series solid-core (D-sub Terminal, 60A to 2,000A, AC-DC), the CT1000S split-core (BNC, 1,000A, AC-DC) and AC-only current clamp probes (BNC, 50A and 200A class).

The WT1500 is designed for a range of power measurement applications, including four-channel measurement of single-phase and three-phase systems with PC-based configuration and data acquisition. It also supports testing of two-system inverter motors and e-axle systems using dual- or single-unit configurations, as well as multi-unit simultaneous measurement and high-voltage testing of energy storage and power conversion systems.

UKBIC expands flexible pilot line capabilities with pouch assembly equipment

Zahra Awan — Tue, 28 Jul 2026 08:59:42 +0000

Following the opening on February 12, 2026, of its flexible pilot line, which aims to bridge the gap between laboratory-scale research and full-scale battery production, the UK Battery Industrialisation Centre (UKBIC) has added to the facility’s capabilities with the delivery of new pouch cell assembly equipment from Italy.

The pouch cell assembly kit will join the cylindrical cell assembly equipment that has already been fitted to provide expanded capabilities for UKBIC’s smaller development line. The new equipment was built by Digatron at its factory near Verona and is currently being fitted in its bespoke space at the facility in Coventry.

Once complete, the FPL will be able to produce not only high-quality electrodes but also a range of cell formats (220×115 pouch, tabbed and tabless 21700 cylindrical, and 4695 cylindrical). It is expected the first customers will be able to use the cell assembly kit from the autumn.

Richard LeCain, chief technology officer at UKBIC, said, “Getting the pouch kit in is the final step in FPL construction, and we can now concentrate on testing and commissioning for both of our new assembly lines.

“The new equipment will play an important role in helping organizations de-risk scale-up and accelerate the commercialization of new battery technologies and will be open to smaller organizations than currently use our larger line.”

UKBIC already has cell assembly capability on its industrial scale-up line, offering customers 21700 tabbed cylindrical or 300×100 pouch cells at volume.

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