New Engine Releases | Vehicles | Engine + Powertrain Technology

Ram 1500 returns to Middle East with 5.7-liter HEMI V8

Zahra Awan — Thu, 24 Sep 2026 15:37:51 +0000

The return of the 5.7-liter HEMI V8 to the Middle East in the 2026 Ram 1500 follows customer demand across the region. Ram says the engine marks the first step in a broader product strategy, with additional V8-powered models planned for the regional line-up.

Commenting on the launch, Yousef Bouhaddioui, regional brand director for American and Italian brands, Stellantis Middle East, said, “The automotive industry is transforming at an unprecedented pace, but amid that change, customer passion remains constant. In the Middle East, the connection to the HEMI V8, its unmistakable sound, power and character, continues to resonate strongly with customers. Bringing the 5.7-liter HEMI V8 to the Ram 1500 Rebel and Limited is a direct response to customer demand and reflects our customer-centric approach at the heart of our FaSTLAne strategy. It is about combining the capabilities and technologies customers expect from a modern Ram with the performance and emotion they have always loved. This also leads us to the next chapter for Ram in the region, as we continue to strengthen the line-up and prepare for the arrival of the Ram 1500 TRX SRT and Ram Rumble Bee in 2027.” The Ram 1500 line-up in the Middle East has offered six-cylinder power since the 2025 model year.

The HEMI V8 delivers 395 horsepower and 556Nm of torque in a smooth, broad power band, enhanced with fuel-saving technologies including variable camshaft timing and multidisplacement system (MDS) cylinder deactivation. The Ram 1500 offers a towing capacity of up to 5,266kg and a maximum payload capacity of 748kg, with a 125-liter fuel tank. It also boasts an 8-speed automatic transmission.

Regional launch plan

The return of the 5.7-liter HEMI V8 marks the starting point of a new, expanding product range for Ram in the Middle East. As part of the brand’s regional product strategy, the Ram 1500 TRX SRT and Ram 1500 Rumble Bee muscle trucks will arrive in the region in 2027, further extending Ram’s V8 performance and off-road line-up for Middle East customers.

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Mercedes-AMG develops 646hp CLE Spezialanfertigung for road and track

Zahra Awan — Tue, 15 Sep 2026 13:33:38 +0000

Mercedes-AMG has revealed the CLE 646 Spezialanfertigung and said that development of the vehicle focused on driving dynamics, combining a 646hp (475kW) V8 biturbo engine with rear-wheel drive, reduced weight and a chassis tuned for precision. A wide-body design with wider tracks, carbon-fiber components and dedicated aerodynamic elements is intended to improve its dynamic performance.

“For me, the Mercedes‑AMG CLE 646 Spezialanfertigung represents the very essence of AMG,” said Dr Stefan Weckbach, chairman of the management board of Mercedes‑AMG and head of the Mercedes‑Benz G‑Class and Mercedes‑Maybach business units. “This vehicle came to life because highly rational engineers dreamed of a highly irrational car. We turned that dream into reality in the form of maximum driving dynamics and an unparalleled driving experience.”

Driving dynamics as the development mission

The project was driven by the AMG engineering team. A small group initially built a prototype, with the aim of developing the vehicle as a complete performance system rather than applying a series of individual upgrades or creating a conventional special edition.

The current Mercedes-AMG CLE Coupé provides the technical foundation. Compared with the standard vehicle, weight was reduced by around 170kg, while the bodyshell also underwent extensive modifications. The resulting comprehensive rebuild, carried out to Affalterbach manufactory standards, forms the basis for the Spezialanfertigung designation.

AMG 4.0‑liter V8 biturbo engine with 646hp

At the heart of the CLE 646 Spezialanfertigung is an enhanced AMG M177 EVO 4.0‑liter V8 biturbo engine, with an output of 646hp (475kW). Maximum torque stands at 850Nm and is available across a broad engine speed range from 2,500 to 4,500rpm.

To ensure thermal stability even under extreme loads, the V8 engine features three separate cooling circuits: a high-temperature circuit for the engine itself, and two low-temperature circuits for charge-air and transmission-oil cooling as well as the 48V components. In the Mercedes‑AMG CLE 646 Spezialanfertigung, these systems have been enhanced to meet the demands of an exceptionally challenging operating profile, ranging from intensive racetrack use to very high ambient temperatures.

The characteristic V8 soundtrack is amplified by a bespoke high-performance exhaust system.

From all-wheel drive to rear-wheel drive

The AMG Performance 4MATIC+ drivetrain system of the donor vehicle has been removed entirely, with the CLE 646 Spezialanfertigung transmitting its power exclusively to the rear axle. The switch to rear-wheel drive reduces weight while fundamentally altering the car’s dynamic character. An electronically controlled limited-slip rear differential optimizes torque distribution between the rear wheels through variable locking action as required. This enhances traction, driving stability and overall vehicle dynamics. Under suitable driving conditions, it can also support controlled drifting.

Short shift times

The standard AMG Speedshift TCT 9G transmission combines efficiency with dynamic performance. When required, the torque-converter transmission can execute multiple downshifts in rapid succession to access the engine’s full performance almost instantaneously.

The Mercedes‑AMG CLE 646 Spezialanfertigung’s Launch Control system has been adapted to the rear-wheel-drive layout. The new Mythos model accelerates from a standstill to 200km/h in 11.4 seconds. Top speed is 310km/h.

Purpose-developed steel coilover suspension for precise handling

The suspension has likewise been optimized. It features a steel coilover suspension system jointly developed by Mercedes‑AMG and KW Automotive. The setup enables exceptionally precise tuning to suit driving style, circuit characteristics, individual preferences and intended use.

At the heart of the suspension is four-way-adjustable damper technology with independently configurable low-speed and high-speed rebound and compression settings.

AMG ceramic high-performance composite braking system

The AMG ceramic high-performance composite braking system is engineered for extreme loads and delivers consistently high braking performance, even during intensive racetrack use. An integral part of the system is a specially developed brake-cooling concept tailored to the Mercedes‑AMG CLE 646 Spezialanfertigung. Large air intakes in the front bumper and dedicated airflow-guiding elements significantly improve heat dissipation.

At the front axle, internally ventilated and perforated ceramic brake discs measuring 420 x 40mm are paired with six-piston fixed calipers and long-fiber technology. At the rear axle, internally ventilated and perforated ceramic brake discs measuring 360 x 32mm are combined with single-piston floating calipers.

Greater torsional rigidity and precision

To achieve the exceptional driving dynamics of the Mercedes‑AMG CLE 646 Spezialanfertigung, the body structure has been engineered to withstand the highest loads. Additional reinforcements and an integrated rollover bar significantly increase bodyshell rigidity.

“The Mercedes-AMG CLE 646 Spezialanfertigung sets new benchmarks with its uncompromising presence and driving dynamics,” said Bastian Baudy, chief design officer at Mercedes-Benz Group. “Through the extensive use of carbon fiber, we were able to create a particularly distinctive appearance. Its bold proportions and the sheer size of the grille underscore the ambition to present a vehicle of extremes. The result is a masterpiece, full of performance and character.”

Horse Powertrain unveils waterproof hybrid engine

Zahra Awan — Thu, 10 Sep 2026 16:30:26 +0000

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.

Ford Hypercar completes first track tests

Zahra Awan — Tue, 01 Sep 2026 14:44:03 +0000

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).

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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.