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Tech Insider: Mercedes-AMG One – Part 1

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

Lawrence Butcher looks at the development of the Mercedes-AMG One road-legal hybrid hypercar

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

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

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

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

Powertrain preservation

Credit: Mercedes-AMG

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

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

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

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

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

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

Credit: Mercedes-AMG

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

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

Electrical hurdles

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

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

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

Credit: Mercedes-AMG

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

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

Credit: Mercedes-AMG

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

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

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

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

To be continued in part 2 …

IndyCar unveils all-new IR-28 race car

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

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

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

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

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

New car design

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

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

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

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

The 2028 powerplant

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

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

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

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

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

Safety evolution

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

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

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

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

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

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Horse Powertrain debuts D20 Methanol range extender powertrain with axial flux motor

Zahra Awan — Thu, 16 Jul 2026 10:36:53 +0000

First shown at the Beijing Auto Show 2026, the Horse D20 Methanol is intended for use in range-extended EVs (REEVs), where it acts as a reserve power source to recharge a vehicle’s battery. Outputting up to 105kW, the powertrain weighs 170kg and combines a motor, power electronics and a 2.0-liter turbocharged four-cylinder engine.

The engine is designed to run off 100% methanol fuel blends, and features a range of cutting-edge technologies such as a 240mJ high-energy ignition system to enable ultra-lean burns of methanol in the engine cylinders.

Along with increasing fuel economy, these technologies also enable the engine to undertake pure-methanol cold starts from temperatures as low as -35°C. The NOx emissions comply with China’s CN6b standard of 35mg/kWh and the Euro 7 standard of 60mg/km.

The powertrain uses a new axial flux motor mounted directly on the engine’s crankshaft, serving as its generator. Unlike conventional radial flux motors, where the rotor sits inside a cylindrical stator, axial flux motors stack the rotor and stator as flat discs. The D20’s motor uses a yokeless design with two rotors surrounding a single stator.

Compared to a like-for-like radial flux motor, the new axial flux motor on the D20 Methanol is 46% shorter and can output 63% more kilowatts per unit of volume, enabling a range of packaging opportunities and efficiencies. The motor also boasts an extremely high electrical efficiency of 96.4%, leveraging solutions such as an embedded silicon carbide power module to minimize electrical losses.

In lab testing, the powertrain achieved a 47% fuel-to-energy conversion ratio, with 1kWh of electrical energy produced for every ~2.1kWh of methanol burned. As a result, the D20 Methanol can fully recharge a 40kWh EV battery with just 19.6L of fuel.

“The Horse D20 Methanol is one of our boldest statements of intent so far,” said Fortune Zhao, CTO of Horse Powertrain.

“Along with reflecting our commitment to alternative fuels via its central methanol engine, and offering a flexible mobility solution as a range extender powertrain, the Horse D20 Methanol is a staging ground for a range of cutting-edge technologies to deliver a powertrain of unparalleled compactness and efficiency. This can be seen in our use of an axial flux motor to achieve the necessary width and volumetric power density for the unit, marking one of the first uses of the technology in a mass-market automotive powertrain.”

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Volkswagen launches ID Cross compact electric SUV built on MEB+ platform

Zahra Awan — Thu, 16 Jul 2026 09:14:01 +0000

Volkswagen has unveiled the ID Cross, an all-electric compact SUV built on the MEB+ platform, the latest iteration of the auto maker’s modular electric drive. The vehicle will be offered with three motor outputs (85kW/114hp, 99kW/133hp and 155kW/208hp) and two battery sizes (37kWh LFP and 52kWh NMC), with a WLTP range of up to 427km. DC fast charging from 10-80% takes roughly 23 minutes for the smaller batter and 24 minutes for the larger one. The car uses VW’s new Innovision infotainment system.

Thomas Schäfer, CEO of the Volkswagen brand, head of the Brand Group Core and member of the group board of management, said, “The ID Cross brings together technological expertise, clean design, impressive, intricate solutions and genuine all-rounder qualities – all for excellent value for money. These are ideal conditions for a new success story from Volkswagen.”

The ID Cross measures 4,153mm long, 1,581mm tall and 1,794mm wide, with a 2,601mm wheelbase. The MEB+ platform gives it more interior and cargo space than the combustion-engine T-Cross, offering 475 liters of trunk space, 20 liters more than the T-Cross, including additional storage under the variable boot floor. The car also has a 25-liter front storage compartment.

The ID Cross places the Digital Cockpit Pro, a 26cm/10.25in driver display, and the 32.8cm infotainment touchscreen along a single horizontal line. Pressing the view button on the steering wheel activates a retro display mode styled after the Golf Mk1, showing a classic-style speedometer and a right-hand gauge that displays energy output/consumption rather than engine RPM, styled as a powermeter. Modern functions like dynamic road sign display are integrated into this retro layout as well.

The vehicle includes driver-assist systems as standard, with next-generation Travel Assist available as an option. Because the optional system uses online data, VW has renamed it Connected Travel Assist. It’s able to detect red traffic lights and can automatically bring the car to a stop, within the system’s limits. The car also offers One Pedal Driving, which decelerates the vehicle using only the accelerator pedal. Smart parking aids that make maneuvering even easier are also available.

Particular attention was paid to ride comfort and driving stability when developing the ID Cross. The suspension specially tuned for the electric front-wheel drive combines precise and safe handling with high long-distance comfort, said VW, and the high-quality dampers, comfort-optimized suspension components and numerous measures to reduce noise and vibrations ensure a “pleasantly quiet driving experience”. In addition, there is direct steering response and a finely tuned brake system that impresses with a natural pedal feel.

The ID Cross is offered in Germany in three trim levels. The base Trend trim includes standard 90kW DC fast charging. The Life trim adds 18in alloy wheels, dual-zone automatic climate control, adaptive cruise control, a rear-view camera and a junction assistant. The top Style trim adds IQ.Light LED matrix headlamps with an illuminated light strip, 3D LED rear lights, illuminated VW logos, heated seats and steering wheel, personalized interior trim and keyless start/locking.

The ID Cross offers optional features not available on the T-Cross or, Volkswagen said, on several competitors in the segment. These include a 425W Harman Kardon sound system with 10 speakers and a subwoofer, and a pneumatic massage function for the electrically adjustable 12-way front seats, with three selectable massage programs. A 74 x 90cm panoramic roof can also be integrated, which extends into the rear of the cabin, with an electric sunshade for dimming.

McLaren 788HS debuts as final chapter of 720S supercar series

Zahra Awan — Wed, 15 Jul 2026 09:07:06 +0000

The final model in the supercar lineage that began with the 720S (2017) and continued through the 765LT and 750S, the 788HS is the third McLaren to carry the High Sport designation, following the 2012 MP4-12C HS and 2016 MSO HS.

The 788HS uses a 788ps (777bhp) 4.0-liter twin-turbo V8 and has a 1,265kg dry weight, to deliver a power-to-weight ratio of 623ps per metric ton —the highest in the 720S/750S/765LT series. The car features a bespoke aerodynamic package and updated exterior design and personalization options offered through McLaren Special Operations (MSO).

“The new McLaren 788HS has been designed and engineered with a singular focus; to deliver a visceral experience and captivating drive through its precise balance of performance, sound, dynamism and individuality,” said Henrik Wilhelmsmeyer, chief commercial officer, McLaren Automotive.

“It represents the ultimate expression of our supercar series that began with the 720S and becomes only the third McLaren to wear our HS designation – a fitting finale for a much loved and critically acclaimed car.”

Assertive design

The McLaren 788HS features what the company says is the most advanced aerodynamic package ever applied to the platform, increasing downforce by 10% over the 765LT, with “uncompromised vehicle dynamics and balance”.

The aerodynamic concept centers on an S-Duct hood, a raised active rear spoiler and an intricate Formula 1-inspired rear diffuser. Working in combination with a bespoke front splitter, these elements enhance stability, performance and driver confidence. The louvred under-wing panel further supports powertrain cooling and aerodynamic efficiency.

The driver-centric cabin layout includes a lightweight carbon-fiber center console that signifies the level of focus applied to every aspect of 788HS. The cabin also features bespoke HS branding with a unique perforation pattern for the upholstery and a dedication plaque.

Track precision meets on-road engagement

The heart of the 788HS is McLaren’s M840T 4.0-liter twin-turbo V8, which revs to 8,500rpm and develops peak power at 7,500rpm. With 800Nm of torque, it delivers immediate response and sustained acceleration – from 0-100km/h in 2.8 seconds and 0-200km/h in 7.0 seconds, and to a top speed of 330km/h (205mph). A unique engine mount calibration for 788HS delivers heightened engagement and connection between powertrain and driver without compromising long-distance usability.

The Proactive Chassis Control III linked-hydraulic suspension system with bespoke suspension tuning delivers even higher levels of dynamic performance. The 788HS also features a 5mm lower front ride height than the 750S, for a more dynamic and engaging driving experience.

Braking performance is enhanced through carbon ceramic discs derived from the McLaren Senna, with black six-piston forged aluminum monobloc front calipers and integrated cooling for sustained high-performance use. The 788HS also introduces the first center-lock wheel mechanism ever fitted to this supercar series, in combination with a new Super Lightweight Forged Alloy wheel.

The 788HS uses a quad-exit titanium exhaust system, which McLaren says increases exhaust intensity across the rev range, along with induction and exhaust sound symposer technology designed to enhance the V8’s engine note inside the cabin.

Maserati showcases Project GT4 built for future GT4 competition

Zahra Awan — Tue, 14 Jul 2026 16:20:05 +0000

Maserati has unveiled its Project GT4 at the Goodwood Festival of Speed. The vehicle is positioned as a companion to the GT2, which has competed in closed-wheel racing since 2023. It represents the car maker’s entry into the GT4 category, with a competition debut planned for 2028.

Santo Ficili, Alfa Romeo and Maserati CEO, commented, “In an especially significant year, as we celebrate 100 years of the Trident logo and 100 years of Maserati in racing, the Goodwood Festival of Speed provides the ideal stage to mark these important milestones and share Maserati’s vision and values with customers, enthusiasts and stakeholders. We are proud to bring the spirit of Italian Gran Turismo to Goodwood.

“The new GranTurismo, new GranCabrio and new Grecale further strengthen our ability to combine comfort and performance, while Project GT4 underscores the strategic role of Maserati Corse as the brand’s laboratory for innovation and technological development. All of this begins in Italy, in Modena – the beating heart of Maserati – where tradition, engineering expertise, design and passion continue to shape our cars. This achievement has been made possible by the dedication of the people at Maserati, the contribution of our partners and the strength of our global dealer network, which shares the responsibility of representing and promoting the Trident every day.”

Project GT4 was developed in Modena by Maserati Corse, the company’s motorsport division. Its engine and body are derived directly from the New GranTurismo. Its close relationship with the production model is required under GT4 regulations and is intended to help keep operating and maintenance costs manageable for racing teams.

Project GT4 uses the 3.0-liter twin-turbo Nettuno V6, which includes Formula 1-derived pre-chamber combustion technology and has produced over 700hp in other applications. It is rear-wheel drive, with GT Trofeo-derived suspension featuring adjustable dampers and anti-roll bars, and weighs approximately 400kg less than the road-going GranTurismo. The cockpit retains some styling elements from the road car’s dashboard, alongside a roll cage, homologated racing seat and fuel tank, a dedicated braking system with additional cooling and 18in wheels compliant with GT4 regulations. The car draws on experience from the GT2 Stradale program and input from Maserati Corse and chief test driver Andrea Bertolini.

RUF debuts 1,000hp boxer-eight engine at Goodwood Festival of Speed

Zahra Awan — Thu, 09 Jul 2026 15:24:59 +0000

German manufacturer RUF Automobile has debuted a new prototype eight-cylinder boxer engine at the 2026 Goodwood Festival of Speed.

Housed in a mule car based on the company’s CTR3 mid-engine chassis, known internally as the Erprober (German for ‘tester’), the in-house-developed 4.8-liter twin-turbocharged unit produces over 1,000hp and 1,000Nm of torque. The car will appear in the Supercar Run twice daily from Friday, July 10, through Sunday, July 12, driven by Tanner Foust, and will be on static display in the Supercar Paddock across the event.

The B8 is a development testbed rather than a production model, evaluating technologies intended for a future RUF vehicle. Development has involved extensive testing across thousands of kilometers, with lubricant partner Motul supporting the program through its range of high-performance lubricants.

“There are moments in a company’s history that define the future,” said company co-owner Alois Ruf. “For RUF, the boxer-eight is one of those moments. A boxer-eight has never been part of our story, or anyone else’s in this form, so we decided to write a new chapter in automotive history. We look forward to letting the engine speak for itself at Goodwood.”

The chassis required stretching by 100mm to accommodate the extra cylinder pair, which drives through a RUF 6-speed manual transmission. The CTR3 was chosen as the test platform to enable the engine’s performance to be evaluated in a high-performance environment while the program remained low-profile.

Though unable to delve into great detail – it is still early days for the project – RUF chief engineer Marc Brunner explained to APTI, “I think the idea has been brewing for many years in the head of Alois Ruf. We’ve always loved the boxer engine, the boxer-six. It’s in our DNA, it’s in our passion. You want to go bigger? Well, just add more cylinders, so we thought let’s go for it. It’s an emotional project, it’s a passion project, and we’re happy that we have an engine running that we can actually run tests and further develop.”

Though unable to provide many insights, Brunner did reveal that the architecture of the engine (which uses a cast rather than a billet crankcase) was based on the company’s CTR Anniversary engine, which was inspired in turn by the Porsche Metzger engines. “For this project we took that and expanded to eight cylinders,” he says. There were some challenges with the extended crankshaft but “we worked with our supplier to get the best of both worlds; we are familiar with the boxer structure and they’re familiar with crankshafts.”

The CTR3 test vehicle running at Goodwood features a bespoke livery created in collaboration with Aloisa Ruf and Optima Batteries, drawing on the yellow associated with the original CTR Yellowbird. The flowing graphic design incorporates the number eight, referencing the B8 designation.

Polestar 4 gets SUV variant

Zahra Awan — Thu, 09 Jul 2026 15:05:52 +0000

The new Polestar 4 SUV builds on the success of the Polestar 4 Coupe, offering an added layer of flexibility and practicality, with versatile storage capabilities for every journey, while retaining the design, performance and sustainability credentials that define the coupe.

Michael Lohscheller, Polestar CEO, said, “Polestar 4 has quickly established itself as a favourite among our customers, and we’ve seen strong demand from drivers who want distinctive design and performance combined with great practicality.

“With Polestar 4 SUV, we’re building on that success by offering even more versatility, while staying true to the Polestar 4 character. Wrapped in a stunning design, this is a car I’ve been looking forward to sharing with the world.”

The Polestar 4 SUV and Coupe feature retuned chassis components aimed at improving driving dynamics. The 400V architecture delivers a range of up to 630km (WLTP) in rear motor variants and up to 544hp in dual motor models.

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Maserati unveils updated Grecale, GranTurismo and GranCabrio

Zahra Awan — Mon, 22 Jun 2026 15:20:01 +0000

The debut of the new Grecale, GranTurismo and GranCabrio is the result of a strategic update aimed at strengthening the Maerati’s position in the luxury segment, where design, elegance, performance, craftsmanship and a human-centric approach to technology all contribute to the same idea, the auto maker said.

Santo Ficili, Alfa Romeo CEO and Maserati COO, explained, “For over 112 years, we have interpreted contemporary luxury in a distinctive way and aim to grow further in this segment, expanding our product offering and investing in the technologies that best express its character: from the development of iconic powertrains such as the V6 Nettuno to the evolution of the performance of the Folgore range, with a technological strategy aligned with the expectations of our customers.”

The GranTurismo and GranCabrio

The latest GranTurismo coupe and GranCabrio convertible feature a new calibration of the engine and transmission, making the car more responsive and rewarding, while the acoustic character has been refined with an iconic and engaging exhaust sound.

Described as “heirs to the captivating Maserati GranTurismo of the past”, which was launched in 2007 and renewed in 2022 and 2023 respectively, the GranTurismo and GranCabrio are now presented with refinements spanning design and driving dynamics.

Both models are available in three versions. Two ICE options are the entry-level 483hp version, which interprets “the luxury of travel” and the 582hp Trofeo, which is said to heighten sporting character.

The GranTurismo and GranCabrio Trofeo represent the most powerful expression of the range. At their heart is the V6 Nettuno, with motorsport-derived pre-chamber combustion technology, now raised to 582hp (40hp more than the previous generation). Both models feature a 3.0-liter twin-turbo engine that shares with the MCPURA the patented Formula 1-derived MTC technology, with cylinder deactivation for efficiency and a front differential aligned with the engine to lower the center of gravity.

The combustion-engine models offer three drive modes: GT, Sport and Country on the 482hp version, with Corsa mode reserved for the Trofeo. Country mode, also available on the EV Folgore, raises the ride height by 20mm. Sport mode enhances exhaust sound and suspension response, and is also available on the Trofeo.

The Folgore, with 751hp and torque vectoring, brings the family into the electric era. The BEV’s 800V system uses three motors, one at the front and two decoupled motors at the rear, for more than 1,200 hp installed and 760 hp continuously delivered to the wheels. The two rear motors enable surgically precise torque vectoring, while the 92.5kWh battery adopts a T-bone geometry that keeps the height at just 1,353mm, the lowest among electric cars. AWD Disconnect is standard, transferring drive to the rear axle in 500 milliseconds through the physical disengagement of the front half-shafts. A new energy management algorithm brings the GranTurismo Folgore range to more than 540km.

The Grecale

Maserati’s luxury D-SUV, the Grecale, combines spaciousness, sporty performance and everyday practicality. Its cabin features premium materials and high levels of comfort, while selectable drive modes adapt the driving experience to different conditions and preferences. At the top of the range, a V6 twin-turbo engine delivers class-leading specific output, which is also complemented by a distinctive exhaust note and Formula 1-inspired technology.

Next-Gen BMW X5 enters final test phase

Zahra Awan — Sat, 20 Jun 2026 09:46:27 +0000

BMW has announced that the X5 has entered the finishing straight of its development program, including final calibration drives around its production base at Plant Spartanburg in the USA. The auto maker has also confirmed that the X5’s carbon footprint has been cut by around 40% compared with industry averages, driven by a sweeping overhaul of its supply chain, production processes and battery technology. The vehicle’s sustainability credentials are supported further by the iX5’s sixth-generation eDrive technology, Gen6, which features an 800V battery architecture that delivers 30% faster charging and 30% greater range, the auto maker.

Gen6 battery cells with reduced carbon footprint

The Gen6 battery cells used in the iX5’s high-voltage battery – which were unveiled in 2025 and designed for Neu Klasse vehicles before being rolled out across the auto maker’s electric vehicle portfolio – include a high proportion of secondary materials in the cobalt, lithium and nickel content. Renewable energy has also been also used in the production of anode and cathode materials, as well as in cell manufacturing. Compared with the Gen5 cell used in the BMW iX, CO₂e emissions have been reduced by around 28% per watt-hour.

Efficiency during use phase

The BMW iX5 incorporates the auto maker’s EfficientDynamics technology package, which improves vehicle efficiency across key systems, including aerodynamics, lightweight construction, low rolling-resistance wheels and tires, and overall energy management.

The vehicle also features BMW’s “Heart of Joy” control unit and the in-house-developed BMW Dynamic Performance Control driving stack, technologies shared with the BMW iX3 and BMW i3. These systems are designed to enhance drivability, providing smooth acceleration and braking while improving energy efficiency. During deceleration, the vehicle can recover more energy through regenerative braking across a wider range of driving conditions, including down to a complete stop.

Supply chain decarbonization as key lever

Targeted decarbonization throughout the supply chain is a key lever for reducing CO2e emissions. The BMW Group is focusing in particular on renewable energy and secondary materials, as well as product and process innovations. During the product development process, CO2e emissions of the BMW X5 were reduced by around 40%.

A further advance is the increased use of CO2e-reduced flat steel. Around 50% of the flat steel used in the BMW X5 is electric arc furnace steel (EAF steel) with a high proportion of secondary material, produced using renewable energy. The high share of CO₂e-reduced flat steel is the result of close, long-standing collaboration with local suppliers in North America.

Systematic use of secondary materials

The X5 achieves a high proportion of secondary raw materials, even in heavy-duty components. These include aluminum suspension components such as wheel rims, swivel bearings, wheel supports, rear axle supports and brake callipers, which are manufactured using renewable energy for both electrolysis and production.

The aluminum used for the doors of the BMW X5 contains 35% recycled and closed-loop material from BMW Spartanburg’s press shop. The base material used for the yarn of the headliner fabric is made from 100% recycled PET. In the battery-electric BMW iX5 60 xDrive, around one third of the total vehicle is made up of secondary raw materials, equivalent to a weight of 940kg.

Carbon payback period

Comprehensive decarbonization measures across the supply chain, production and use phase result in an early breakeven point. Depending on the drivetrain variant, annual mileage and source of the electricity used for charging, the BMW iX5 60 xDrive achieves a CO₂e advantage over a comparable model with an internal combustion engine after approximately one to two years of use.

The BMW Group will publish the Product Carbon Footprint for the BMW X5, validated by the German Technical Inspection Association (TÜV), to accompany the series launch.