Following the announcement last month of Vehicle Tech Week Europe, UKi Media & Events, part of CloserStill Media, has now unveiled a North American edition of this major new initiative to serve the global vehicle industry. Vehicle Tech Week North America will take place October 27-29, 2026, in Novi, Michigan, marking a significant evolution in how the company connects innovators, suppliers and OEMs across continents.

The initiative has been received with widespread enthusiasm across the automotive sector, with leading OEMs, Tier 1 suppliers and technology innovators citing a clear need for a focused platform that showcases emerging technologies and addresses the evolving challenges facing the industry.

Vehicle Tech Week North America will unite three of UKi Media & Events’ leading automotive technology exhibitions – Automotive Testing Expo, Autonomous Vehicle Tech Expo and Automotive Interiors Expo – under one roof at the Suburban Collection Showplace in Novi.

While each show will maintain its unique identity, their co-location within Vehicle Tech Week North America will create a positive, collaborative environment that maximizes synergies and delivers greater value for exhibitors and attendees alike. This integrated format will facilitate stronger connections between world-class brands, OEMs, Tier 1 and Tier 2 suppliers, engineers, designers, investors and R&D teams.

“The automotive industry is undergoing unprecedented transformation, with technologies and disciplines converging at an accelerating pace,” said Peter Massey, commercial director at UKi Media & Events.

“Vehicle Tech Week North America reflects this reality, offering a unified platform where innovation thrives and partnerships flourish.”

The decision to bring these events together stems from the growing interdependence of testing, autonomy and interior design in modern vehicle development. By aligning these sectors, Vehicle Tech Week North America will provide a richer experience for participants and a more efficient return on investment for exhibitors.

Strategically located in Novi – just minutes from Detroit, the heart of North America’s automotive industry – Vehicle Tech Week North America offers unparalleled access to the region’s OEM headquarters, R&D centers and supplier networks.

Exhibitors and visitors will benefit from proximity to key decision-makers and technical teams, making it easier to forge partnerships, accelerate business opportunities and drive progress in a rapidly evolving market.

As well as serving the core automotive community, the event will actively engage adjacent markets such as off-highway, commercial transportation and defense, all of which are increasingly adopting advanced vehicle technologies. A targeted outreach campaign and new content streams will ensure these sectors are seamlessly integrated, creating fresh growth opportunities for exhibitors.

With 400+ exhibitors expected, Vehicle Tech Week North America will be the key destination for professionals seeking to explore innovative solutions, network with industry leaders and gain insights into the future of automotive technologies.

Industry leaders have commended the strategic vision behind the event, noting its potential to drive meaningful dialog and accelerate innovation across the automotive landscape.

Thorsten Oppermann, director of sales and marketing at dSPACE, commented, “dSPACE is excited to support the launch of Vehicle Tech Week in North America. Uniting Automotive Testing Expo, Autonomous Vehicle Tech Expo and Automotive Interiors Expo under one dynamic umbrella creates a powerful platform for innovation, collaboration and progress across the mobility sector. We look forward to engaging with industry leaders and showcasing how dSPACE continues to drive development in simulation and validation technologies for the vehicles of tomorrow.

“Detroit has always been a cornerstone of automotive innovation, and Vehicle Tech Week brings fresh energy to this legacy,” continued Oppermann. “The integrated format will foster deeper conversations and accelerate the pace of development across the industry. We’re proud to support this initiative and look forward to contributing to its success in North America.”

Francesca Favarò, head of safety best practices at Waymo, added, “Waymo is excited to see UKi Media & Events launch Vehicle Tech Week, bringing together the essential topics of autonomous technology, testing and interiors under one roof. The move recognizes the integrated nature of modern automotive development, and we believe will create powerful new synergies and strengthen the pace and value of innovation across the entire automotive sector.”

“We are delighted to see UKi Media & Events bringing together multiple automotive shows in North America under the umbrella of Vehicle Tech Week North America,” said Marius Dupuis, CEO at ASAM eV. “Combining Automotive Testing Expo, Autonomous Vehicle Tech Expo and Automotive Interiors Expo reflects the industry’s holistic approach to various aspects of vehicle development. We expect Vehicle Tech Week North America to create a comprehensive platform, reflecting the full spectrum of innovation across the broader mobility landscape and enabling industry professionals to engage across disciplines.”

“Collaboration is key to developing next-gen mobility – a philosophy the Autotech Council lives by as we connect automotive leaders with startups,” commented Liz Kerton, Autotech Council’s executive director. “We’re delighted to collaborate with Vehicle Tech Week, because together we can build a stronger ecosystem for the automotive industry.”

For Automotive Testing Expo exhibitor inquiries:
David Hunt
david.hunt@ukimediaevents.com

For Autonomous Vehicle Tech Expo exhibitor inquiries:
Darren Whitehead
darren.whitehead@ukimediaevents.com

For Automotive Interiors Expo exhibitor inquiries:
Aaron Dombey
aaron.dombey@ukimediaevents.com

For Vehicle Tech Week marketing inquiries:
Paul Connelly
paul.connelly@ukimediaevents.com

Horse Technologies has started production of its 1.2-liter, three-cylinder HR12 LPG engine at its facility in Mioveni, Romania.

Featuring 48V mild-hybrid technology, the engine includes a belt-integrated starter generator and DC/DC converter that provides transient torque assistance, reducing fuel consumption and CO₂ emissions using features like start-stop and electric boost during acceleration. The HR12 LPG turbo engine is the world’s first volume production unit to combine direct injection technology for use with liquid petroleum gas (LPG) as well as gasoline.

The powertrain delivers peak power of 103kW at 5,500rpm and peak torque of 230Nm starting from just 2,100rpm. When running on LPG it emits 9% less CO₂ than using gasoline. Developed for both EU and global markets, the HR12 LPG complies with Euro 6e regulations and is designed to comply with the latest Euro7 regulations.

The HR12 LPG benefits from a bespoke direct injection system that’s been developed specially for LPG use; an electronic vaporizer provides more accurate compression control, as well as reinforced valve-train components. The LPG fuel tank can be located below the floor in the trunk in the vehicle’s spare wheel well, so that there is no compromise in the interior space.

Patrice Haettel, CEO of Horse Technologies, said, “The arrival of the HR12 LPG demonstrates our commitment to delivering genuinely innovative powertrain solutions across all fuel types. Direct-injection technology for LPG fuel makes it a true world-first for Horse Technologies and is further evidence of our global technology leadership as alternative fuels experts.”

In related news, ZF introduces a next-generation ZF 8HP Evo automatic transmission for HEV and PHEV vehicles

Stellantis has unveiled the STLA Medium, a global BEV-by-design platform that benefits from an array of advanced features, including a 700km range and embedded power and charging power.

Flexible by design, the STLA Medium platform is capable of hosting a wide range of vehicles within the C- and D-segments – a segment which accounted for 35 million sales in 2022. At present, Stellantis brands offer 26 vehicle nameplates within the segments. Up to two million vehicles can be built on the platform annually, beginning in Europe this year, and several different body styles will be offered, including passenger cars, crossovers and SUVs.

Available in different power configurations, the STLA Medium Performance pack delivers over 700km, and the Standard pack more than 500km based on WLTP figures. The platform also benefits from 98kWh of useful energy.

Stellantis’s latest platform is built on a 400V electric architecture, and depending on the final application, a vehicle’s consumption could be less than 14kWh per 100km. The battery can be charged at a rate of 2.4kWh per minute, enabling a charge from 20-80% in 27 minutes.

Vehicles based on the platform will be available in either front-wheel drive, rear-wheel drive or all-wheel drive configurations with a second electric drive module at the rear, resulting in a power output of between 160kW and 285kW.

During development of the platform, Stellantis’s engineers focused on making the installation of the high-energy density single-layer battery pack as efficient as possible to ensure the inside of vehicles built on the platform benefit from a large amount of space, in addition to better ride and handling characteristics due to a low center of gravity.

For additional flexibility, Stellantis has designed the platforms to work with future battery chemistries such as nickel- and cobalt-free and solid-state batteries.

What is sustainable? It turns out the answer is quite complicated. Take, for example, a conversation I had with a supplier at the Reuters Automotive Europe conference in Munich. The company specializes in software to optimize materials and design selection in electrified powertrains, the idea being to find the most effective starting point for system design and detail optimization.

An interesting point was raised. The company’s technology looks not only at the properties of materials and parts but also at things like their carbon impact – vital for the creation of overall vehicle LCAs. Great, you may think, if sustainability is the target just pick the material with the lowest impact in its manufacturing stage. Not so fast: what if an alternative material has a more carbon-intensive manufacturing process but enables greater efficiency from a motor? Do the lifetime savings over a vehicle’s use cancel out the greater initial carbon cost? Then there are all the usual considerations of price and supply chain stability to factor in. See what I mean about things being complicated?

Fortunately, there are plenty of new tools to help engineers strike these balances and keep track of the myriad interactions that contribute to a vehicle’s lifetime emissions.

But what about once a car is in use? There is much debate (with plenty of shouting on all sides) about whether EVs really are the silver bullet for the decarbonization of transportation. They are undeniably a very efficient way to use renewable energy and are zero emission at the point of use. However, a BEV, when put next to a comparable ICE car, has a much greater level of embedded carbon from its manufacturing process.

Take a scenario I was pondering recently. Small city cars are arguably the best application of EVs because they produce no air pollution (beyond tire particulates) and less noise pollution. But is, for example, Fiat’s 500e (42kWh pack) a better bet for lifetime emissions than the company’s 1.0-liter mild-hybrid in a city setting? Usefully, both have been assessed under Green NCAP’s European LCA methodology.

A quick scan of the UK classifieds looking for 10-year-old cars (a reasonable life expectancy for a small car) of max 1.0 liter revealed just over 1,600 for sale. Of these, 50% had less than 100,000km on the clock. At this mileage, the 500e racks up 19.6 tons of CO₂ and the 1.0 gasoline 21.55 tons – a mere 1.95-ton difference. Over 20% of the cars had only covered around 60,000km, at which point the gasoline beats the electric by just over one ton of CO₂. Surely this is an argument for small-capacity PHEVs with a range of maybe 25km and a 15kWh battery pack if the goal is overall CO₂ emissions reduction?

Running the 500’s petite 1.0-liter ICE on E85 would knock a decent lump off the emissions and give a lower overall carbon cost. Or imagine if some of the R&D money being poured into BEV development were applied to upping the efficiency of small ICEs – the application of passive pre-chamber ignition systems detailed in the latest issue of APTi being one option. Could that swing the pendulum away from BEV in this particular case?

The point here is not to bash one approach in favor of another but merely to highlight that in the real world sustainability is complicated. Whether your remit is BEV, PHEV, ICE or H2, APTI is here to help unravel some of that complexity.

The Jogger Hybrid 140 from Dacia, which is launched this month, is the auto maker’s first ever hybrid electric vehicle. It features a drivetrain which has been well tested by the Renault Group, consisting of a proven 1.6-liter petrol engine paired with two electric motors – a 50ps traction motor and a smaller high-voltage starter generator (HSG). A multi-mode clutch-less gearbox also features to optimize gear changes for smooth power delivery.

The system enables full-electric starting without having to use the petrol engine; Dacia designed the Hybrid 140 to use the electric motor to pull-away from a standstill every time.

Under normal driving conditions, the vehicle’s hybrid system chooses the best combination of petrol or electric power, with seamless switching between both. The system is also capable of using the electric motor to help fill-in the gaps in acceleration that naturally occur when changing gears, for enhanced power delivery and comfortable performance.

A compact 1.2kWh 230V battery under the Jogger Hybrid 140’s floor powers the electric motor. This is recharged each time the driver lifts their foot off the accelerator, with the electric motor working as a generator to recover kinetic energy. Additionally, if ‘B’ (brake) mode is selected, the amount of energy recuperated can be increased, with additional braking to recharge the battery in a shorter time period. When the brake pedal is pressed, a similar effect occurs, with the initial braking effort coming from the regeneration system, before being joined by further mechanical braking if required.

Due to the energy recovery, the Jogger Hybrid 140 can be driven for up to 80% of its time on urban roads in full-electric mode, resulting in 40% fuel savings compared to a pure petrol model on the urban cycle. It is capable of 43mph on solely electric power, and can achieve 0-96km/h in 10.1 seconds.

This year will see the introduction by Peugeot of new technologies to its vehicle line-up, including a new hybrid system designed by Stellantis, which will be offered on the 3008 and 5008, before being extended to additional models.

Peugeot’s 48V hybrid system consists of a new-generation 138ps PureTech petrol engine, partnered with a new 6-speed dual-clutch electrified gearbox which includes an electric motor. Through the use of a battery that recharges while driving, the OEM’s technology delivers extra torque at low engine speeds and lowers fuel consumption by up to 15% (from 126g of CO₂ /km on the 3008 and from 128g of CO₂/km on the 5008).

In everyday driving scenarios, the combustion and electric engines work together or separately to optimize energy consumption. For example, during hard acceleration, the electric engine provides additional torque to the petrol engine at low revs, and during deceleration, the petrol engine cuts out and the electric engine becomes a generator to recharge the 48V battery. Alternatively, the vehicle can be driven in a fully electric, zero emission mode for short distances or when conducting maneuvers. In urban driving, the Peugeot 3008 and 5008 hybrid can be driven more than 50% of the time in 100% zero-emission electric mode.

At the heart of the system is a 1.2-liter, three-cylinder PureTech petrol engine, producing 230Nm of torque at 1,750rpm, aided by a Variable geometry turbocharger. Mated to this is the new electrified 6-speed dual clutch gearbox without torque break specially designed for hybrid systems. The gearbox housing also houses the electric engine, the inverter and the ECU.

The permanent magnet synchronous electric motor (built into the gearbox) produces a peak power output of 21kW (28ps) and a torque of 55Nm. It also provides the main start for the combustion engine with the assistance of the 48V-powered belt-starter. This ensures the combustion engine is restarted via the accessory belt.

Situated under the left front seat is the system’s 48V lithium-Ion battery with a gross capacity of 898Wh and an available capacity of 432Wh. The Peugeot 3008 and 5008 feature two electrical networks – a low-voltage 12V network to supply the car’s equipment and a high-voltage 48V network to supply the hybrid system. All of the required electricity is produced solely by the 48V e-motor. A DC voltage converter is used to transfer the electricity produced to the car’s 12V network.

The new engine replaces the PureTech 130 EAT8 and will be available soon for additional Peugeot models. The 3008 and 5008 hybrid will be produced in the Sochaux plant in France and will be sold in Europe in Q2 of 2023.

Volkswagen has announced a commitment of US$7.1bn over the next five years to boost its regional R&D and manufacturing capabilities in the North American region (NAR1).

“American ingenuity and manufacturing know-how are at the heart of our strategy for growth, and thousands of men and women are working hard every day throughout North America to bring the Volkswagen brand to life for consumers,” said Scott Keogh, president and CEO of Volkswagen Group of America. “This profound commitment to our localized capabilities will transform Volkswagen into one of the leading EV brands known for its commitment to innovation, quality and the communities we call home.”

Keogh also announced that Volkswagen will begin to phase out gasoline-powered vehicles from its American line-up, aiming to exit from IC sales at the beginning of the next decade. To replace them, VW will advance its electric line-up, including the American-assembled ID.4 in 2022, the ID. Buzz electric microbus in 2024 and new electric SUVs from 2026. In all, Volkswagen Group brands plan to introduce more than 25 new battery-electric vehicles (BEVs) to American consumers through 2030.

Volkswagen’s stated aim is to localize all major design and engineering responsibilities for the ‘vehicle hat’ (body and interior) of products destined for the domestic markets by 2030. This approach reflects the company’s emphasis on American consumer demands while scaling Volkswagen Group’s global vehicle platforms (MEB and future SSP).

Volkswagen is also expanding its battery development capabilities in the United States. Its new Battery Engineering Lab (BEL) in Chattanooga, Tennessee, will start operations in May this year. As a result of a US$22m investment, the BEL will enable the company to test and validate batteries for all Volkswagen electric models in the American marketplace.

On the research side, a Center of Excellence (CoE) NAR Battery with locations in Belmont, California, and Chattanooga, will accumulate know-how and research capabilities in battery cell technology. The CoE collaborates closely with technology partners QuantumScape (San Jose, California), which is developing solid-state battery technology, and 24M (Cambridge, Massachusetts), which is working on the design of battery cells.

Sprint Power, a British technology company specializing in electrified propulsion systems, power electronics and battery systems, has launched a power module unit (PMU) that combines a split 48V/12V power system. The company says that the PMU places all key components in one compact package, which it claims enables car makers to achieve significant space and weight savings compared with existing solutions.

Originally designed for an upcoming supercar being manufactured by a global OEM, the PMU was designed specifically for vehicles that feature both 48V and 12V systems and to this end, it can automatically draw energy from both power outputs simultaneously. It can also be incorporated into mild-hybrid (MHEV) vehicles, while external charging capabilities also allow for future plug-in applications.

The PMU houses a 48V and 12V battery, a DC-DC converter and a battery management system (BMS), all of which are packaged within a compact case featuring shared paneling and integrated heating and cooling systems. The unit measures just 440 x 320 x 130mm.

The L-spaced housing contains 110 cells positioned along the bottom of the unit for the integrated 48V and 12V battery. Fast-acting heating and cooling systems are integrated directly within the module, with heating elements placed between each cell along with thermocouples to control temperature across the pack. Cooling plates are used to prevent overheating and ensure the unit remains at optimum operating temperature. Positioned alongside the DC-DC converter is the BMS, which communicates directly with the vehicle’s control systems.

According to the company, the PMU has been designed to be as light as possible. While existing solutions require separate units featuring individual harnesses, housings and connectors, significant weight savings have been achieved by combining all components into one PMU.

Sprint says it also paid close attention to using lightweight yet durable materials and components. Instead of using a conventional wiring harness, the PMU uses flexible printed circuits for improved packaging benefits and weight savings. Elsewhere, the unit’s case is made using injection-molded carbon composite, while aluminum is used instead of copper for the PMU’s bus bar arrangement to save further weight. The result is a PMU weighing less than 15kg.

Powertrain company Eaton says its Vehicle Group has developed a series of 48V technologies to assist its global on- and off-highway commercial vehicle customers transition from traditional 12V and 24V vehicle systems to ones that include 48V architecture.

“This development comes as global vehicle manufacturers are making decisions to adopt new technologies to meet emissions regulations,” said Ben Karrer, manager, Technology Development, Eaton’s Vehicle Group. “Of the options available, 48V architectures are becoming more popular because they can decrease both CO2 and NOx simultaneously, which helps both our customers and the environment.”

Eaton says its Vehicle Group is also developing power electronics for 48V electric catalyst heating applications, which provide heat directly to a vehicle’s aftertreatment system. This active heating helps catalyst components reach efficient operating temperatures faster upon engine start and maintain those temperatures during low-load operation. This will be an essential strategy for reducing emissions to the levels required by future regulations.

“48V power will also be used to power systems such as HVAC and the engine cooling fan, which are traditionally run by the engine,” added Karrer. “Today’s systems are not intelligent—you can’t control when they’re on or off or adjust the levels. Converting those components to electric alternatives allows you to intelligently control them and eliminate mechanical loads.”

An electrical engine cooling fan and electric air conditioning compressor are also under development. Electrifying the cooling fan provides additional benefits over mechanically driven fans, as they can be reduced in size and strategically placed within the engine bay, allowing for aerodynamic design flexibility to increase fuel economy and reduce emissions.

In addition to electrical components the company is also working on 48V energy storage solutions, ranging from lead-acid batteries to super capacitors. “We’re integrating various energy storage technologies into a larger storage pack including controls, fusing and contactors,” explained Karrer. “Eaton’s Electrical Components Group is our partner for supercapacitors, and we will be working with most commercial vehicle battery manufacturers for lead-acid batteries.”

Eaton notes that the latest lead-acid batteries are inexpensive compared with lithium-ion packs and offer a safe and efficient energy storage solution, with a longer lifespan when compared with existing lead-acid battery applications.

Supercapacitors meanwhile can quickly charge and discharge at higher rates than lithium-ion batteries. While their size and weight are comparable to lithium-ion packs, supercapacitors don’t retain high levels of energy in comparison or require a liquid cooling system, and they have a longer cycle life.

Mercedes-Benz is to launch the S 580 e plug-in hybrid, featuring the German manufacturer’s fourth-generation hybrid system which makes its premiere in the S-Class.

With a maximum electrical output of 110kW and an electric range of over 100km (WLTP), more that of the previous model, the Mercedes-Benz S 580 e often operates without firing the combustion engine, consisting of a 372ps in-line six-cylinder from the current generation of Mercedes engines.

An IPM motor helps to provide a high-power density of the hybrid system, enabling a peak torque output of 480Nm. In purely electric drive, the 580 e can achieve a top speed of 140km/h.

For three-phase charging, an 11kW charger comes as standard, while a 60kW DC charger is available as an optional extra for fast charging using DC. Mercedes states that even with a completely flat battery, a full system charge can be achieved in 30 minutes.

Alongside the e plug-in hybrid, Mercedes has added a mild-hybrid S 580 4MATIC version to the model range, featuring a V8 petrol engine with an integrated second-generation starter-generator and 48V onboard electrical system.