ROHM has unveiled the TSC3PAK (14.00 x 18.58 x 3.50mm) cooling package for SiC MOSFETs, which adopts a top-side heat dissipation structure that places the heat dissipation surface on the top of the package, enabling automated mounting while achieving heat dissipation performance comparable to that of conventional through-hole packages (TO-247-4L). This contributes to greater efficiency and reliability in power conversion circuits for onboard chargers (OBCs) and electric compressors used in xEVs (electric vehicles).

In xEVs, the adoption of SiC devices is expanding beyond main inverters to include power conversion circuits such as OBCs and electric compressors to improve charging speed and extend cruising range.

Through-hole type devices involve manual mounting processes, and their form factor makes it difficult to achieve a lower package profile. Surface-mount SiC devices compatible with automated mounting have begun gaining adoption. To address these issues, the new TSC3PAK delivers heat dissipation performance comparable to through-hole technology, such as TO-247 in a surface-mount package.

The latest package incorporates ROHM’s proprietary groove structure to secure a long creepage distance of 6.66mm, enabling it to accommodate an AC peak voltage of 1,200V in a Pollution Degree 2 environment while maintaining compatibility with products widely adopted in the market.

Products using the new package incorporate ROHM’s 4th Gen SiC MOSFETs, achieving low ON resistance and high-speed switching characteristics. As a result, switching losses during power conversion are significantly reduced, contributing to greater application efficiency and lower power consumption.

Related news, Texas Instruments develops high-cell-count EIS-enabled intelligent battery monitor

Powered by BYD’s Super Hybrid with DM Technology, the Dolphin G DM-i (the designation stands for dual mode intelligence) features compact dimensions, family-car practicality and the ability to travel up to 65 miles on electricity alone.

When it’s required to tackle longer journeys, the Dolphin G DM-i manages its hybrid system to “achieve flexibility beyond the capabilities of conventional ICE-powered superminis”, the auto maker said, achieving weighted fuel consumption (with the battery fully charged) of 201.7mpg and more than 1,000km of range on a full charge and a full tank of petrol.

BYD executive vice president Stella Li commented, “The European B-segment is one of the most important parts of the market, and with Dolphin G DM-i, we want to redefine what customers can expect from a compact car in the electric era.

“By bringing long electric range, intelligent hybrid technology and advanced digital features into an accessible compact vehicle, we are making sustainable mobility smarter, more practical and available to many more people across Europe.

“When we bring so many standout qualities and new features to such an important sector of the market here, you can see why we say, ‘It’s not a car, it’s a BYD!’.”

An EV experience with long-range backup

Unlike traditional plug-in hybrid systems, BYD’s DM architecture is EV-led, meaning the high-torque electric motor drives the wheels in most situations. This gives the car the quiet, responsive driving experience of a pure-electric vehicle, and enables the Xiaoyun 1.5-liter petrol engine to run as efficiently as possible and keep the Blade Battery charged.

The hybrid’s DM-i simplifies a configuration that includes two electric motors (one a drive motor, one a generator motor), a petrol engine and constant management by power control units to deliver the required mix of performance and efficiency.

In EV mode the car operates like a pure-electric vehicle. It uses only the electric drive motor – which can itself be used to recoup energy that would otherwise be lost during braking – to help recharge the battery.

In HEV or Hybrid mode, the intelligence systems take over to flick between five configurations, depending on factors including the state of charge and the driving situation.

First, when there’s a demand for efficient high-speed running, the electric drive motor can drive the wheels using power from not only the battery but also the generator motor, which is itself powered by the petrol engine.

When performance demands are lower and the battery charge is reduced, only part of the generator motor’s power is sent to the drive motor, with the remainder recharging the battery. A clutch between the engine and wheels enables three additional operating modes, all managed automatically by the vehicle’s intelligent control system without driver input.

The third option kicks in under hard acceleration, where the petrol engine combines with the electric drive motor to drive the wheels.

Equally, if the system decides the petrol engine is producing more power than required, it can use some of this to drive the wheels and divert the rest to the electric motor to feed back into the battery.

Finally, when the demand at the driven wheels is equal to the petrol engine’s power, it drives the wheels without the battery discharging or recharging at all.

Specifications and range options

In the Dolphin G DM-i, the permanent magnet synchronous electric motor produces 163ps (120kW) and 210Nm alone, enabling a 0-62mph acceleration sprint in just 8.3 seconds.

Two sizes of Blade Battery are offered in the Dolphin G DM-i. Active versions feature a 7.42kWh capacity for 24.8 miles of WLTP Combined pure-electric range and a combined total range of 633 miles. Boost, Comfort and Sport editions have an 18.3kWh Blade Battery, extending the pure-electric range to 105km and the combined total range to 646 miles, while also lowering CO₂ emissions from 60g/km to just 32g/km.

Active models have a 3.3kW onboard charger that can refill the battery completely from 15% in just under three hours. Boost, Comfort and Sport versions increase this power to 6.6kW and include a 39kW DC charging capability that takes the 18.3kWh battery from 10% to 80% in just 26 minutes.

Recent news, Audi unveils 1,001ps Nuvolari hybrid supercar

Texas Instruments (TI) has launched a high-cell-count battery monitor with an integrated electrochemical impedance spectroscopy (EIS) engine, bringing predictive intelligence, comprehensive data and real-time diagnostics to battery monitoring in electric vehicles and energy storage system applications.

The BQ79826Z-Q1 battery monitor enhances safety and extends battery life by detecting potential failures from within battery cells. The single chip tracks up to 44% more channels than previous generations. With this increase, the device significantly decreases the number of components required in a battery pack, reducing system complexity and cost without compromising reliability

“The electrification of transportation and the rapid expansion of energy storage are redefining what battery performance must deliver, and as a leader in battery management technology, TI is uniquely positioned to meet that challenge,” said Wenjia Liu, vice president and general manager, battery management systems (BMS) at TI.

“Our high-cell-count battery monitor with a built-in EIS engine helps ‘shine a light’ inside battery cells, delivering rich chemical-state data that enables systems’ software to make informed, real-time decisions on safety and performance of the battery pack, allowing engineers to address the most critical challenges in battery management.”

Delivering safety and performance with EIS technology 

EIS monitors a battery and delivers continuous, real-time insight that reveals the battery’s health and warns of issues before they become critical. Integrated EIS technology enables the BQ78926Z-Q1 to detect fault conditions earlier – from inside the cells – helping maintain safety and notifying passengers of potential vehicle hazards such as thermal runaway.

Maximizing efficiency with industry-leading cell count

According to the company, the BQ79826Z-Q1 supports up to 26 cells per device – eight more than competing solutions. By reducing the number of monitoring devices required, it lowers bill-of-materials costs, simplifies system architecture and minimizes board space requirements, delivering significant cost savings per channel without compromising quality or reliability.

When paired with the BQ79881-Q1 pack monitor and optional TI communications bridge, these devices create a powerful chipset that works across different module sizes, battery chemistries and mechanical designs, giving engineers the flexibility to design once and deploy everywhere.

Calculating charge readings with the best-in-class accuracy

With a voltage accuracy of <2mV across a full temperature range of –40°C to +125°C, higher resolution analog-to-digital converters and ultra-low noise, the BQ78926Z-Q1 enables more accurate state-of-charge calculations, directly addressing one of the biggest concerns for EV drivers: range anxiety.

Using EIS technology, this device enables more accurate temperature and state-of-charge estimation, helping designers achieve longer battery life and faster charging without compromising battery health.

With an EIS measurement time that is five times faster than previous solutions, this device delivers the highest functional safety voltage reading per cell. Compliance with Automotive Safety Integrity Level D and International Organization for Standardization 26262 gives designers a smarter, more efficient path to safer, longer-lasting batteries.

Related news, Audi unveils 1,001ps Nuvolari hybrid supercar

With 1,001ps and a top speed of more than 217mph (349km/h), the Audi Nuvolari hybrid supercar is the most powerful and fastest production vehicle in the history of the four rings, according to the auto maker.

Accelerating from 0-62mph (100km/h) in 2.6 seconds and reaching 124mph (200km/h) in 6.8 seconds, the Nuvolari features technologies inspired by Formula 1, such as the high-performance hybrid powertrain, quattro predictive ride, active aerodynamics and the new Audi Space Frame (ASF) with carbon exterior.

“With the Audi Nuvolari, we are accelerating technological progress,” said Gernot Döllner, chairman of the board of management of Audi.

Hybrid powertrain with four drive units

Powered by a hybrid high-performance powertrain with a maximum system output of 736kW (1,001ps), the Nuvolari combines a 4.0-liter V8 biturbo engine delivering 588kW (800hp) with three axial flux electric motors, each producing 110kW. The lithium-ion battery has a gross capacity of 7.3kWh. The combustion engine delivers a maximum torque of 730Nm and reaches up to 10,000rpm.

Two oil-cooled axial flux electric motors at the front axle deliver up to 2,150Nm of torque. As an integral part of the quattro system, they support variable torque distribution. A third electric motor between the V8 mid-engine and the transmission completes the drive concept.

“Our entire team has once again demonstrated its technical expertise, innovative strength and dedication,” said Rouven Mohr, CTO of Audi.

The quattro predictive ride

The quattro drive stands for “traction, control and driving dynamics in all conditions,” the German auto maker said, adding that in the Nuvolari, it had further developed this principle with the next generation of all-wheel drive with the quattro predictive ride.

Detailed sensor data – including steering angle, acceleration, yaw rate (rotation of the vehicle around its vertical axis, which determines steering response in corners) and current grip level – continuously feed into the control system, creating a highly precise vehicle state model.

If the system anticipates a potential loss of grip in a corner, it responds proactively as an integrated system. The drive units distribute torque in both longitudinal and lateral directions. The brakes stabilize the vehicle through targeted interventions and reduce slip. The aerodynamics adjust the downforce according to the situation.

Drivers can also influence the system with four driving modes: E-Hybrid (fully electric), Balanced (comfort, efficiency and performance), Dynamic (agility and precision) and Dynamic+ (driving experience). Vehicle dynamics can be further refined in Track Mode.

Audi Space Frame 

The vehicle architecture is designed for lightweight construction and high torsional rigidity using Audi Space Frame technology with a carbon exterior, which combines low weight with high structural strength.

Almost all exterior components are made from carbon fiber-reinforced polymer (CFRP). All carbon fiber components have been developed using Formula 1 expertise, such as the prepreg autoclave technology, in which pre-impregnated carbon fibers are shaped and then cured under high pressure and temperature.

Active aerodynamics inspired by Formula 1

Each exterior element serves a clearly defined aerodynamic function, from the front splitter to the rear diffuser. Audi’s Formula 1 drivers provided targeted feedback during the development phase to fine-tune aerodynamic performance.

Front air intakes ensure effective brake cooling as well as efficient thermal management of the combustion engine and hybrid components. A vented front end, known as an S-duct, improves aerodynamic efficiency at the front axle, delivering additional downforce, reducing lift at high speeds and improving cooling of the powertrain.

The central element of the active aerodynamic system is the deployable adaptive rear wing. It controls downforce and drag across three configurations: closed, low downforce (LD) and high downforce (HD). A drag reduction system (DRS), familiar from Formula 1, can also be activated manually via a dedicated steering-wheel button to further lower the wing.

Dynamic energy management

The energy management system is also inspired by motorsport. Boost and recuperation strategies are closely linked to torque distribution. As an integrated system, it continuously manages the interaction between power delivery and energy recovery.

Adaptive strategies for coasting and brake recuperation extend energy recovery to nearly all driving phases. At the front axle, electric deceleration takes on a significant portion of braking, while at the rear axle, coasting, partial load and traction control phases are used for recuperation. Purely electric deceleration of up to 0.3g is possible.

Braking system

A motorsport-inspired brake-by-wire system enables variable distribution between recuperation and hydraulic braking. The brake pedal is functionally decoupled from actual braking force at the wheels to ensure a consistent and precise pedal feel.

At the core of the system is the new Audi Ceramic Pro braking system, designed for consistently high deceleration and precise control.

At the front axle, 10-piston fixed calipers work with 420 × 40mm brake discs, while at the rear, four-piston calipers are paired with 410 × 32mm discs. The brake discs, derived directly from Formula 1, are based on a long-fiber carbon structure designed to withstand extreme thermal loads without compromising structural integrity or consistent friction characteristics.

In related news, Lotus highlights motorsport heritage with all-new hybrid-V8 supercar

“If it’s going to bear the GRMN name, it needs to be a car that can duly handle the Nürburgring,” said Toyota Motor Corporation chairman and master driver Akio Toyoda of the inspiration that informed the new Toyota Gazoo Racing GRMN Corolla.

The development of the higher-performance version of the GR Corolla drew on Gazoo Racing’s motorsport experience, specifically its participation in the Super Taikyu Series, and input from Morizo himself, as well as extensive testing at the iconic German racetrack.

The GRMN Corolla was put through its paces in Japan’s Super Taikyu Series and validated using advanced driving simulators, with the Nürburgring playing a central role in the vehicle’s development. According to the engineering team, the circuit’s unique combination of surface changes and road inputs exposed challenges not encountered on conventional test tracks. These conditions were used to refine the vehicle’s handling and responsiveness.

GR has applied the insights gained from GRMN Corolla development to the evolution of the base GR Corolla. For the 2026 GR Corolla, announced in September 2025 and launched in November of that year, the application of structural adhesive was extended by 13.9m to 32.7m to reinforce the body structure, and an added cool-air duct now reduces the rise in intake air temperature during high-load driving. Both were the result of applying lessons learned at the Nürburgring, Toyota said.

Internal combustion engine evolution via the hydrogen engine-powered Corolla 

Through its participation in the Super Taikyu Series with a hydrogen-powered GR Corolla, GR has used endurance racing to support the development of hydrogen combustion technology. The high-load racing environment has also provided insights into the performance and durability of core internal combustion engine components.

Drawing on lessons from the Super Taikyu Series, Toyota increased the GRMN Corolla’s maximum engine torque to 415Nm, up 15Nm from the base model. Development focused on improving torque delivery in the 3,600rpm-4,800rpm range commonly used during circuit driving. To help maintain consistent performance during sustained high-load operation, the GRMN Corolla was been equipped with an intercooler spray system in addition to the cool-air duct introduced on the 2026 GR Corolla.

Aerodynamic performance

In Super Taikyu Series and similar races, and at the Nürburgring, cars constantly travel at high speeds and experience high g-forces. Maximizing vehicle performance under these conditions requires all four wheels to maintain firm contact with the road.

The GRMN Corolla features aerodynamic performance parts for enhanced road holding. Its hood duct, fender ducts, front side spoilers and rear wing incorporate know-how gained from racing and tested on the hydrogen engine-powered GR Corolla that competes in the Super Taikyu Series.

Fine-tuning of the aerodynamics came at the Nürburgring. This included adjusting the rear wing angle, which features a five-step adjustment mechanism, in 1° increments during driving tests with professional drivers to verify effectiveness and determine the optimal specification.

Suspension fine-tuned 

The GRMN Corolla’s suspension employs exclusive front and rear monotube shock absorbers with rebound springs for improved inner-wheel traction during cornering and for enhanced high-speed cornering performance.

The Nürburgring road surface has areas that induce significant vertical suspension travel beyond that found on typical circuits. To ensure high stability for confident driving, extensive Nürburgring tests were run to facilitate optimization of bump-stop characteristics. The exclusive shock absorbers were developed by adjusting their stroke down to a millimeter at the front and rear for optimal balance.

The control program of the GRMN Corolla’s EPS (electric power steering) was modified from that on the base vehicle to generate the required amount of assistance torque even during cornering under high g-forces. The exclusively tuned 4WD control system provides optimal rear torque distribution during straight-line driving and enhanced stability at the onset of steering input at extremely high speeds.

A cockpit designed to unlock an even higher level of performance

To further enhance performance, the GRMN Corolla features a two-seat configuration, with the rear seats removed as part of a weight-reduction program. Toyota says this contributes to a 30kg reduction compared with the base vehicle.

The GRMN Corolla features a redesigned cockpit focused on driver engagement, including a bespoke full-bucket driver’s seat developed using experience from the Super Taikyu Series. Based on race-car driving positions, the seat was been designed to provide increased lateral support while maintaining everyday usability. Its glass fiber-reinforced polymer (GFRP) construction helps reduce weight, and its dimensions were refined to support pedal operation.

The GRMN Corolla will be available in limited quantities, primarily in Japan, North America and Australia.

Related news, MG invests €200m in European production facility

With just a few days remaining until the doors open, iVT Expo is preparing to welcome the global industrial vehicle technology community to Hall 1 at the Köln Messe on June 10 & 11, 2026, for what promises to be Europe’s leading event for industrial vehicle technology and off-highway innovation. 
 
Bringing together OEMs, engineers, suppliers and technology specialists from across the construction, mining, agriculture, material handling and forestry sectors, iVT Expo offers visitors a focused opportunity to discover the latest advancements shaping the next generation of industrial vehicles. From electrification and autonomy to hydraulics, thermal management, connectivity and digitalization, the event showcases the technologies driving the industry forward.
 
Running alongside iVT Expo will be the Off-Highway Evolution Conference, a two-day event exploring the technologies that are shaping the next generation of off-highway vehicles. Delegates in attendance will get an update on the technical, operational and commercial considerations that OEMs and suppliers are facing in off-highway sectors, including construction, mining, agriculture and materials handling.  

Session highlights will include: 

• Poclain’s eWheel: How mechatronics integration eases the adoption of electrification
  Poclain will explore how mechatronics integration can help ease the adoption of electrification in mobile equipment. The session will look at how solutions such as eWheel can address the complexity that often slows the transition to electric architectures in off-highway applications. 
• Electrifying hydraulics: improving efficiency and productivity in the off-highway sector
  Danfoss Power Solutions will examine how electrified hydraulics can unlock new levels of efficiency, productivity and performance in off-highway vehicles. The session will look beyond direct replacement approaches to show how optimized electric and hydraulic system architectures can deliver greater value for OEMs and operators. 
• Saving battery costs by optimizing the inverter’s control strategy
  AVL SET will present how inverter test systems can be used to optimize inverter control strategies and help reduce battery costs. The session will offer insight into the role of power electronics in electric powertrain development, with a focus on improving system efficiency and cost-effectiveness. 
• Interconnecting HVDC systems: Architectures, challenges and real-world applications
  Kinell will discuss the architectures, challenges and real-world applications involved in interconnecting independent high-voltage DC systems. The session will examine the practical use of HVDC coupling to support the development of more capable electrified off-highway vehicle systems. 
• Enabling H2 storage for decarbonized hydrogen-based powertrains 
  ITK Engineering and Bosch will explore the role of hydrogen storage in enabling decarbonized powertrains for commercial, industrial and off-highway vehicles. The session will address the integration, safety and system design considerations required to bring hydrogen-based powertrain solutions closer to practical deployment.  

Visitors will also be able to experience the returning iVT Live Zone, following its successful launch in 2025. Located on the show floor, the Live Zone will host discussions, interviews and interactive sessions focused on the technologies and trends transforming industrial vehicles.
 
“iVT Expo offers a unique opportunity to see the latest technologies in one place, meet face-to-face with leading suppliers and gain insights from industry experts,” said iVT Expo event director Ram Seira, “It provides both practical solutions and strategic perspective – the combination of exhibition, conference content and networking makes it a highly efficient and valuable event to attend.”
 
Registration for iVT Expo 2026 remains open, with expo entry available for industry professionals. One- and two-day conference passes are also available for those wishing to access the full technical conference program, with a special discount available for OEMs.
 
Visit the iVT Expo website for more information.

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.”

Related news, AEM to unveil rare-earth-free electric drive system at iVT Expo

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.

Related news, AEM to unveil rare-earth-free electric drive system at iVT Expo

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.

In related news, Maserati Nettuno engine transformed into 480kW hydrogen race unit

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.”

In related news, AEM to unveil rare-earth-free electric drive system at iVT Expo