The BMW iX5 Hydrogen has entered its next development phase ahead of series production. Current prototypes are undergoing comprehensive road testing, while the third-generation fuel cell system is entering a new assembly phase at BMW’s Hydrogen Competence Centre in Munich. Preparations for industrialization and future series production of the fuel cell system are also underway at BMW’s engine facility in Steyr, Austria.

“Our ambition for the BMW iX5 Hydrogen is clear: a true BMW – with Sheer Driving Pleasure. A perfectly coordinated overall system is crucial for this,” commented Josef Hochreiter, head of hydrogen vehicles at BMW Group. “Current testing demonstrates how the fuel cell system, high-voltage battery and electric drivetrain are already successfully integrated and how systematically we are developing the technology toward series production. The primary focus is on further validation of the overall system, preparations for industrialization and the integration of fuel cell technology.”

Testing is currently focused on the interaction of all drive system components. This includes the fuel cell system, high-voltage battery, electric motor, hydrogen tanks and the overall system control unit. Efficiency, driving performance and driving dynamics will also be examined under different operating conditions.

Systems integration, efficiency and driving dynamics

Focusing on validation of the overall system under demanding environmental and operating conditions, the development teams validate the functionality of all components within the integrated vehicle system and optimize the complex system control, even under high loads. The aim is to ensure the full performance capabilities of the drivetrain at all times while optimizing BMW’s hallmark driving dynamics in the fuel cell electric vehicle.

Current testing is confirming the coordinated operation of the fuel cell system, electric motor, high-voltage battery, BMW Hydrogen Flat Storage and Energy Master. The high-voltage battery and Energy Master, which serves as the central control unit for the high-voltage system, enable greater recuperation performance and can improve overall system efficiency. Development is also targeting driving performance comparable with the BMW iX5, including acceleration from 0 to 100km/h in less than five seconds.

Fuel cell system enters next phase of construction

Inside the fuel cell, hydrogen from the tanks reacts with oxygen from the ambient air in an electrochemical reaction. This generates the electric current that drives the electric motor and powers the vehicle. The BMW iX5 Hydrogen uses the third-generation fuel cell system co-developed by the BMW Group and Toyota Motor Corporation.

Alongside vehicle testing, the next prototype assembly phase for the third-generation fuel cell system is getting underway at the Hydrogen Competence Centre in Munich. The focus is on finalizing and validating the testing methodology and preparing for industrialization.

The previous prototype phase centered on component buildability and basic qualification of suppliers. Series production of fuel cell systems will take place at BMW Group Plant Steyr.

“Prototype assembly is about much more than manufacturing individual components. Each phase helps us optimize processes, gain experience and systematically share this knowledge with the teams in Steyr. In this way, we are laying the foundation for the next steps on the road to industrialization,” explained Claudia Stephan, head of technology development and fuel cell prototype assembly at BMW Group.

Industrialization

With the start of this new assembly phase, the project has reached another important development step on the road to industrialization. The first test benches and manufacturing equipment have already been set up at BMW Group Plant Steyr, with employees being trained in stages. The insights gained will form the basis for further industrialization steps and subsequent production ramp-up.

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ZF’s latest-generation Traxon 2 automated manual transmission (AMT), combined with the integrated Intarder, is now available on Hino’s latest S’elega premium coach in Japan. ZF is also supplying braking and suspension technologies, as well as components that support advanced driver assistance systems.

Introduced in 2026, the S’elega is the latest generation of Hino’s premium touring coach. ZF’s Traxon 2 Coach solution has been designed to support smooth and efficient vehicle operation while contributing to driving comfort and safety in long-distance passenger transportation. This is the the Hino application of the system.

“We are delighted to launch the new generation of the Hino S’elega, offering our customers smooth shifting, quiet operation, improved fuel efficiency and enhanced safety,” said Kenji Mukouzato, head of product promotion at HINO Motors. “The implementation of ZF’s Traxon 2 with Intarder makes an important contribution to these benefits.”

Transmission technology for a new generation of mobility 

Traxon is one of ZF’s AMT platforms for commercial vehicle applications. Traxon 2 is the latest generation of the AMT family, developed for heavy-duty trucks and coaches.

The 12-speed AMT features an in-house developed ECU and shift actuators that enable optimized gear selection and precise shifting performance. The resulting smoother acceleration contributes to a premium ride experience for drivers and passengers.

Equipped with a next-generation microprocessor and an integrated security module, Traxon 2 combines increased computing power with enhanced cybersecurity capabilities. A comprehensive software package and brake interaction functions further support transmission performance and efficiency. Depending on the application and operating conditions, ZF estimates that Traxon 2 can reduce fuel consumption and CO₂ emissions by up to 1.7% compared with the former Traxon generation.

For coach applications, Traxon 2 can be combined with ZF’s Intarder, a hydrodynamic retarder integrated into the transmission. Designed for applications with limited installation space, it provides auxiliary braking independent of engine speed and can support controlled deceleration on long downhill sections and during highway operation. ZF says the Intarder can reduce use of the service brakes by up to 90%, which may help extend service intervals, reduce maintenance requirements and lower brake dust emissions.

“We are proud to support a highly respected premium bus manufacturer such as Hino with our latest transmission technology,” said Fabian Schlegel, head of global sales at ZF Commercial Vehicle Solutions. “Traxon 2 with Intarder combines efficient operations, smooth shifting and high reliability to support comfortable and safe long-distance travel, including in demanding topographies. At the same time, it helps fleet operators pursue their operational efficiency and sustainability targets.”

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Battery data specialist Aviloo has launched the Aviloo Certified EV Battery Report, an independent study of battery health in used electric vehicles that analyzes over 500,000 independent tests carried out on EVs between 2022 and 2026, covering 20 popular models.

The report draws on a subset of Aviloo’s broader diagnostic database, which now spans more than one million independent tests worldwide across North and South America, Europe, Australia and Asia, to detail how battery health varies in used electric vehicles, and how different climates affect battery health and charging performance.

How the report works

The Aviloo Certified EV Battery Report, which will be published twice a year going forward, is built on data from used electric vehicles tested via its independent Aviloo Flash Test. For each model, Aviloo calculates the median state of health at three mileage milestones, 50,000km, 100,000km and 150,000km, along with the range expected to cover 99% of vehicles at each point†.

State of health (SoH), the percentage of a battery’s original usable capacity that remains, is the clearest single measure of how a used EV’s battery has aged; a battery at 95% SoH still delivers roughly 95% of its original range per charge.

Reading the data 

Comparing the three mileage snapshots side by side reveals three consistent patterns. First, median battery health drops as mileage increases. Second, the spread between individual cars widens with distance – degradation is real, and it grows the further a car travels. Third, and just as importantly, there are consistent differences between models at every mileage point.

Four EVs, four different battery stories 

Aviloo data shows that used Tesla Model Ys with 78.8kWh batteries have a median SoH of 94.5% at 50,000km, falling to 90.3% at 150,000km. This corresponds to a real-world range of around 379km per charge at 50,000km and 362km at 150,000km. However, individual vehicles vary by up to 11 percentage points in SoH across this mileage range, equivalent to around 46km of real-world range, highlighting the variation in battery degradation between vehicles.

Median battery SoH for the 77kWh Volkswagen ID.4 – which sold around 40,000 units in Europe in the first half of 2025 – falls from 95.3% at 50,000km to 90.6% at 150,000km, corresponding to a real-world range of around 373km per charge, decreasing to roughly 354km. At higher mileages, individual vehicles vary by up to 11–12 percentage points in SoH, equivalent to around 45km of real-world range per charge.

Aviloo data shows that the 72.6kWh Hyundai Ioniq 5 has a median SoH of 97.2% at 50,000km, falling to 92.8% at 150,000km. This corresponds to a real-world range of around 335km per charge, decreasing to roughly 319km. At 150,000km, the difference between individual vehicles exceeds 12 percentage points in SoH, equivalent to around 42km of real-world range per charge.

The 40kWh Nissan Leaf ZE1 has the smallest battery capacity of the four models, at around half that of the others. Aviloo data shows that its median SoH falls from 91.1% at 50,000km to 86.3% at 150,000km, the lowest of the four models across both mileages. It also has the widest variation between individual vehicles, reaching up to 13.5 percentage points in SoH at 150,000km, equivalent to around 29km of real-world range per charge.

In real-world terms, that median SoH corresponds to around 196km of range per charge at 50,000km, falling to roughly 185km at 150,000km. This is markedly less than the other three models, reflecting the Leaf’s smaller battery capacity and making it better suited to shorter, more local journeys. The Leaf remains the world’s first mass-market EV, with more than 650,000 units sold worldwide. Its data provides a clear illustration of how battery capacity and charging frequency can affect real-world range and degradation, and highlights the value of independent battery testing.

Why a small gap in state of health matters more than it sounds 

As the examples show, a difference of 10 percentage points or more in  SoH can translate into tens of kilometers of real-world range per charge. This can mean the difference between completing a long journey without stopping and requiring an additional charging stop. For consumers, dealers and lenders assessing a used EV, this information can provide a more accurate picture of a vehicle’s condition than a single average figure for the model.

Why climate matters and why global data matters more 

Battery health is not determined by mileage alone. Temperature affects both the chemistry of degradation and how quickly a battery can accept charge, with cooler climates potentially slowing charging and influencing wear patterns compared with warmer conditions. Aviloo’s global dataset accounts for this variation, with the Aviloo Certified EV Battery Report drawing on independent tests from North and South America, Europe, Australia and Asia. This provides data across a range of climates and driving conditions, rather than reflecting the experience of a single country or region.

Why this matters for the used-EV market 

Buyers of used petrol or diesel cars have long relied on mileage readings and MOT histories to assess condition; consumers, dealers and fleets buying a used EV need an equivalent measure for the battery – the car’s most expensive component and, as this report shows, one whose condition can vary significantly between vehicles.

Marcus Berger, CEO of Aviloo, said, “The truth in this data is that averages hide a lot. Yes, EV batteries are ageing better than the ‘they wear out fast’ myth suggests – but that’s not the most useful thing this report tells you. What matters is that battery health varies significantly between models, and even more between individual cars of the same model. A gap of 10% or 15% in state of health is a real difference in range, in what a car is worth, and in what you can rely on it for. You simply can’t know where your car sits in that range without testing it independently.

“That’s why we built the Aviloo Flash Test, and why we’re now publishing this Aviloo Certified EV Battery Report twice a year – to give the whole market, from individual buyers to fleets and insurers, an honest, independent and genuinely global picture of how these batteries perform.”

The Flash Test

Aviloo’s Flash Test is an independent three-minute diagnostic performed via the vehicle’s OBD port. It provides a battery health assessment for an individual used vehicle rather than relying on an average for the model, giving an independent measure to assess battery condition alongside the information provided by the vehicle’s dashboard.

The Aviloo Flash Test uses independent measurement to assess battery health rather than relying solely on the vehicle’s own reporting. Aviloo calculates state of health using a statistical model trained on data from hundreds of thousands of used vehicles. The model considers the vehicle’s internal battery health assessment alongside mileage, age, charge cycles, cell-voltage spread, energy counts and other diagnostic signals.

Explore: Tony Mancina, Stellantis Canada 

†: Methodology: for each vehicle model, independent Aviloo FLASH-test data is used to produce a statistical distribution of State of Health at each mileage point. The distribution is found by fitting multiple quantile curves, including the median, to the data.

The RESiLiTE (Robust, Economical, Silicon-rich, Lightweight and Thermally Efficient Battery Packs) project, an initiative co-funded by Horizon Europe, the European Union’s primary funding program for research and innovation, has successfully completed its first year of project implementation.

Through the joint efforts of RESiLiTE partners, the project has moved closer to its final goal to integrate large format cylindrical cells within a novel thermoplastic battery housing, aiming to increase the energy density, energy efficiency, operating temperature range, fire safety and sustainability of future battery packs.

During the first year of project implementation, the consortium completed the battery pack requirements and architecture milestone, defining the reference architecture for a lightweight Cell-to-Pack battery system based on large-format cylindrical cells. This included the definition of key system requirements, battery pack architecture, vehicle integration interfaces, thermal management architecture and benchmarking methodologies, establishing the technical baseline for subsequent design, simulation and validation activities throughout the project.

The consortium developed an integrated battery enclosure concept combining lightweight thermoplastic structures, structurally functional cell holders and an integrated cooling system. By coupling system requirements with simulation-based development from an early stage, the project established the foundation for integrated engineering across thermal management, cell-to-pack integration and safety development. Initial mechanical and thermal simulations confirmed the feasibility of the concept, enabling efficient design iterations and supporting the transition toward detailed design, prototype development and future validation activities.

Significant progress was achieved in the development of advanced diagnostics and battery management system (BMS) functionalities. The consortium established methodologies based on electrochemical impedance spectroscopy (EIS) and model-based SoX estimation to improve the assessment of battery condition and enable early detection of degradation mechanisms and safety-relevant phenomena such as lithium plating. These developments provide the basis for the implementation and validation of advanced BMS functions in the next project phases.

Sustainability and circularity considerations were also integrated into the technical development workflow from the outset. During the first project year, the consortium established a framework for lifecycle assessment, circular design strategies and recyclability evaluation. The related activities are ongoing and will support the consideration of environmental impact, recyclability and second-life potential throughout the design process.

Next year of implementation 

During the second year of the RESiLiTE project, work will progress from system definition to detailed design, prototyping and validation. The focus will shift to the mechanical and thermal design of the battery enclosure, integration of advanced cooling and safety concepts, and implementation and validation of BMS functions.

Work will also progress on manufacturing readiness, including tooling and prototype production, alongside experimental validation through multilevel testing and benchmarking. This phase will support evaluation of the solutions under realistic conditions and further development toward higher technology readiness levels (TRLs) and potential industrial deployment.

Related news, Dolphin Global adopts SimScale AI for cooling system development

Horse Powertrain has revealed a full waterproof hybrid engine, the B20. Designed for extreme off-road vehicles and deep-water wading, the Horse B20 brings all-terrain capabilities to hybrid vehicles, including applications for SUVs and pick-up trucks. Fully compliant with IPX8 waterproofing standards, it can operate in depths of to 1.1m, and is capable of maintaining continuous and stable power output under extreme off-road high-load conditions including 100% grade climbing.

Weighing just 130kg, the Horse B20 is a four-cylinder, 2-liter inline gasoline engine designed for HEV, PHEV and REEV applications. Featuring a turbocharger and direct injection technology, it can output up to 140kw-185kW of power and 300Nm-380Nm of torque. The engine is powered by an advanced Miller cycle, enabling a brake thermal efficiency of 48.4%.

The Horse B20 features a range of innovations to encourage leaner, cleaner combustion and to maximize fuel economy and range, the auto maker said. These include high-pressure injectors and high-tumble intake ports, which promote superior air-fuel mixing and more efficient combustion.

The engine also features pistons designed to make full use of the “squish” effect to promote air-fuel mixing at the peak of the compression cycle – this enables the spark plug to ignite a cleaner and faster combustion event.

Outside the engine cylinders, the Horse B20 uses a gantry-type aluminum block with integrated exhaust manifold and a simplified balance shaft system, which improve NVH, durability and overall efficiency. It also features a variable displacement oil pump ensuring optimal oil flow and pressure throughout the engine.

To improve the cooling efficiency, an exclusive fully active dual-cooling system ensures the unit remains in the optimal operating temperature, even under extreme conditions such as continuous slope climbing and long-duration, high-temperature scenarios.

To achieve the IPX8 waterproof rating, the engine uses a fully sealed waterproof structure equipped with torsional vibration dampers and dedicated engine-transmission sealing. Fitted with IPX8-rated electrical components and sensors, it continuously monitors the surrounding operating environment of the engine. When the engine is submerged in water, the control system makes automatic adjustments such as limiting power or adjusting the throttle response, based on feedback signals from the sensors. This ensures the stable operation of the engine under deep wading conditions.

Ingo Scholten, deputy chief technology officer of Horse Powertrain, said, “The Horse B20 demonstrates how we are meeting the full range of market needs, delivering flexible engine and powertrain solutions designed for multiple use cases and applications.

“Supporting HEV, PHEV and REEV platforms, the Horse B20 enables new opportunities across a range of vehicle categories – particularly off-road applications, due to the engine’s waterproofing and climbing capabilities.

“This engine is another step forward in advancing modern powertrain technology and a further example of how Horse Powertrain is pushing our industry forward.”

The Horse B20 was recently used within a PHEV powertrain in the Geely Galaxy Cruiser 700 off-road vehicle (China only), paired with a Horse 3DHT230, a 3-speed intelligent hybrid transmission.

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Heavy-duty and industrial cooling systems manufacturer Dolphin Global has adopted physics and engineering AI tools from cloud simulation platform SimScale to accelerate development of heat exchanger and radiator designs. The technology will be used to optimize heat transfer, reduce cooling power requirements, improve resistance to clogging in dirty environments and develop smaller, lighter cooling systems for high-power equipment.

The thermal demands placed on heavy-duty, locomotive and off-highway equipment are becoming harder to solve through conventional, sequential radiator design. AI-powered simulation gives Dolphin the ability to explore far more combinations of core, fin, tube and airflow design – helping engineers find better-performing designs in significantly less time, while balancing thermal performance, pressure drop, weight, durability, packaging and manufacturability.

Dolphin will expand its use of SimScale’s AI and advanced digital simulation tools across its heavy-duty, locomotive truck and bus, and off-highway and industrial ranges in the coming months, using the technology to run computational fluid dynamics and thermal simulations, including shell-and-tube and plate heat exchanger configurations, to optimize thermal efficiency.

Its adoption of the technology deepens Dolphin’s investment in digital-first engineering, enabling its technical team to test and refine thermal and fluid performance earlier and faster in the design cycle, ahead of physical prototyping.

“Our engineering team has always owned every stage of design and validation in-house,” said Nooruddin Jetpurwala, founder, chairman and CEO, Dolphin Global. “Bringing SimScale’s physics and engineering AI and advanced simulation capability into that process enhances our operational efficiency and time optimization. We can now test more configurations, identify issues earlier, and bring validated designs to market faster, without compromising the standards our customers depend on.”

“As equipment and vehicle thermal demands become more complex, supplier engineering teams are increasingly turning to AI and advanced simulation tools,” added David Heiny, co-founder and CEO, SimScale. “By adopting these tools, Dolphin is enabling its engineers to explore up to hundreds more design variants and move beyond conventional approaches and simple, incremental improvements to deliver the type of innovation its customers need.”

Recent news, JLR launches Range Rover Electric with twin 260kW permanent-magnet motors

Range Rover is now available with electric propulsion, marking a major milestone for the brand.

Built in Solihull, the Range Rover Electric SUV features twin permanent magnet 260kW electric motors generating up to 550ps and 850Nm of torque. It has a range of up to 372 miles (WLTP), and, according to the company, a real world range of up to 333 miles (535km).

“Electric propulsion is perfectly suited to the exquisite refinement of Range Rover, elevating the sense of calm and secluded sanctuary for occupants,” said Martin Limpert, managing director, Range Rover. “We took our testing and development programs even further than originally intended to ensure Range Rover Electric is genuinely the most accomplished Range Rover ever.”

New technologies enable precise control in all environments, such as Intelligent Driveline Dynamics (IDD), which distributes rear torque from 100% to zero% to prevent loss of traction, and Integrated Traction Management (ITM), which controls motor speed within 50ms and manages slip up to 100 times quicker than an ICE vehicle equivalent.

Integrated Traction Management works in concert with the new Single Pedal mode, providing owners control to smoothly pull away on slopes up to 33° or complete a rolling climb on slopes up to 45°.

“The defining characteristic of Range Rover Electric is its ability to perform across every surface, with effortless comfort and refinement,” said Matt Becker, vehicle engineering director, JLR.

Using the fastest available 350kW rapid DC public chargers, Range Rover Electric can charge from 10‑80% in around 22 minutes or add 220km in 10 minutes (WLTP) when the vehicle is charging at its maximum charge rate.

The vehicle is powered by a usable 118.5kWh lithium‑ion double‑stack battery consisting of 344 prismatic cells delivering outstanding energy density. The advanced 800V architecture provides fast, adaptable split‑charging capability.

Twin permanent magnet 260kW electric motors feature silicon carbide semiconductors that enable switching speeds measured in microseconds. The SUV, the company said, will complete 0-60 mph in 4.3 seconds, with power enabling overtaking speeds from 50‑75mph in as little as 2.7 seconds.

Testing the Range Rover Electric

The Electric SUV has undergone virtual and physical testing and development around the world to ensure a customary Range Rover experience. Tested in ‑40°C temperatures in Arjeplog, Sweden, the heat of the Dubai desert and JLR’s own Eastnor Castle facility in the UK, Range Rover Electric has completed over 1,500,000km and over a quarter of a million hours of testing.

JLR’s new battery testing laboratory subjects complete battery systems to multi-axis vibration and shock testing at temperatures ranging from −40°C to +90°C. which, combined with the a high-strength aluminum enclosure, means that the Range Rover Electric’s battery can withstand impacts and harsh conditions, with safety systems that exceed industry standards.

New technologies have been designed to improve the Range Rover Electric’s efficiency and performance, including range prediction features and the ThermAssist thermal management system, which optimizes battery temperature to support driving range, charging speeds and battery longevity in extreme temperatures, with claimed gains of up to 25 miles of range and a 40% reduction in heating energy use. More than 300 patent applications have been filed for the vehicle.

Facilities 

To support production of Range Rover Electric, JLR has transformed its Solihull manufacturing facility, combining advanced manufacturing, digital technology and a major investment in electrification skills.

JLR’s wider manufacturing network, including its Electric Propulsion Manufacturing Centre in Wolverhampton, will support Range Rover Electric production.

Related news, Ford Hypercar completes first track tests

Ten-Nine Technologies is scaling production of its patented cathode additive Tenix, which it describes as “anti-aging for batteries”, as the battery industry’s shift toward manganese-rich chemistries accelerates.

As batteries charge and discharge, chemical by-products accumulate within the cells, contributing to degradation over time. Tenix is an additive designed to slow this ageing process by being incorporated directly into the cathode material during manufacturing, at a concentration of 0.5%-2% by weight – equivalent to around 0.5kg–2kg per 100kg of cathode material.

Tenix can be incorporated into existing cathode production lines. Ten-Nine said that at the current production capacity of 100 tons, it can supply enough Tenix to treat between 50,000 and 200,000 typical EV battery packs.

In third-party testing, Tenix delivered over 75% more charge-discharge cycles, extending a typical EV battery’s life from a 150,000-mile warranty baseline to more than 265,000 miles. That longer life translates into roughly 40% lower cost per kilowatt-hour delivered over a battery’s lifetime, while 10% lower internal resistance means faster charging and less energy wasted as heat.

Tenix can also cut a battery’s heat output by around 40% over its lifetime – a benefit that is becoming increasingly critical as AI-driven data centers push backup batteries harder than ever.

This momentum comes as the battery industry is increasingly shifting toward manganese-rich cathodes – a cheaper, more abundant and more geographically secure alternative to the cobalt- and nickel-heavy chemistries that dominate EV batteries today.

Manganese-rich cathodes also offer a more secure supply chain than the nickel- and cobalt-heavy chemistries they could replace. Manganese is mined widely across Africa, South America and Southeast Asia.

Paige Johnson, founder and CEO of Ten-Nine Technologies, said, “Just like people, batteries age. Products of chemical decomposition build up during use, limiting a battery’s performance and lifetime, and until now that’s just been treated as an unavoidable cost of doing business. I’m a chemist so I wanted to fix that at the source rather than build a whole new battery to work around it. Tenix has a unique surface chemistry that disrupts that aging process, giving batteries more power and significantly longer life.”

Ten-Nine is currently in evaluation trials with battery manufacturers that together represent more than half of the world’s battery production volume.

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A few weeks after firing up its engine for the first time in ORECA‘s workshops, the Ford Hypercar has completed its first on-track test sessions.

The LMDh prototype first carried out an initial low-speed run at the Paul Ricard Circuit’s Driving Center, before continuing its test program at Le Castellet Airport and then at the Paul Ricard Circuit, right next to ORECA’s Technocentre where the car was designed and developed.

Dan Sayers, WEC Hypercar program manager at Ford Racing said, “Reaching Paul Ricard and getting the car through its shakedown and three full days of running is exactly the milestone we set out to hit. Everything we did in the buildup – the dyno work in Dearborn, the fire-up in France, the countless hours in the sim – was about making sure that when we rolled out onto track, we were ready to be plug and play. There’s a long list of milestones still ahead of us before Q1 2027, but these past couple of weeks has given the team a lot of confidence and strong foundations to build on.”

From design to track

The prototype – the result of close collaboration between Ford Racing and ORECA –  was jointly developed by teams who have been working for several months at ORECA’s Technocentre to prepare for its return to competition in 2027.

Hugues de Chaunac, president of the ORECA Group, commented, “Seeing this Hypercar take to the track for the first time is a powerful moment for all the teams involved in this project. After several months of close collaboration with Ford Racing, these first real-world outings mark an important step in the car’s development. At ORECA, we are proud to contribute to the return of a brand as iconic as Ford to the highest level of Endurance racing, and we are eager to continue this journey with them through to their competitive debut in 2027.”

All six Ford Racing Hypercar drivers attended the test during the week. Logan Sargeant, Matt Campbell, Tom Blomqvist and Mike Rockenfeller took turns behind the wheel, while British drivers Sebastian Priaulx and Nick Yelloly were also on site to gather feedback and prepare for the next phase of testing.

Mark Rushbrook, global director of Ford Racing, said, “This is only the first step of a long and demanding development road, but the fact that all six of our drivers were on hand, working together and pushing this program forward, tells you everything about the spirit we’re building at Ford Racing.”

This first phase of testing marks an essential step in the development of the Ford Hypercar before starting a more intensive test program, in preparation for its homologation under LMDh technical regulations.

Ford Racing Hypercar driver Matt Campbell said, “I’ve been here for the whole test and from my side, it’s gone smoothly. I’ve seen fans online raving about how awesome the sound is, but from inside the cockpit, it’s on another level – it’s absolutely deafening! I’m genuinely excited for what’s ahead with this car. We know there’s a long road in front of us, but this has been a really positive start.”

The Ford Hypercar will continue its development program through several test sessions at European circuits through the end of 2026, before heading to the USA to continue its preparation. Ford Racing will make its return to the highest level of Endurance racing in 2027 with a two-car entry in the top category of the FIA World Endurance Championship (WEC).

Recent news, Lepas confirms UK specification for L6 electric SUV

Lepas has revealed the spec of its L6 EV all-electric C-segment SUV ahead of its UK launch in a few months’ time.

UK customers will be able to choose between two trim levels: Essence, which includes a comprehensive suite of technology, safety and comfort features; and Elevate, which adds further luxury, convenience and intelligent parking technology.

Both variants use a 65kWh lithium iron phosphate (LFP) battery and front-mounted electric motor to produce 160kW (217PS) and 275Nm of torque, with acceleration from 0-62mph in 7.9 seconds and a top speed of 111mph. Its 279-mile WLTP range is designed to cover everyday journeys as well as longer trips. When charging is needed, the 120kW DC capability charges from 30% to 80% in approximately 22 minutes.

The L6 EV is built on Lepas‘s LEX platform – a new-energy architecture developed around intelligence, efficiency and safety. The EV’s integrated 12-in-1 electric drive system has been designed for efficiency and smooth power delivery, with electric power steering and an electric brake booster as standard.

The L6 EV features Bosch IBP 2.0 braking technology, which has been developed to improve braking performance, energy recovery and pedal feel, while also reducing the pitching sensation sometimes associated with electric vehicles.

Lepas’s European chassis team carried out dedicated development work to refine the L6 EV for European roads, engineering it to combine smooth electric performance with the ride comfort and predictable handling expected by European drivers.

A standard 3.3kW vehicle-to-load (V2L) function also allows owners to use energy stored in the L6 EV’s battery to power compatible external electrical equipment – adding useful flexibility for outdoor activities and camping trips.

Order books for the L6 are expected to open in Q4 2026.

In related news, Chery has established a UK R&D center at UTAC Millbrook