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.

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Genesis has showcased the Magma GT3 Concept, which it describes as a “first glimpse at one potential future project” for Genesis Magma Racing.

The concept was unveiled by Genesis Magma Racing team principal Cyril Abiteboul and Genesis chief creative officer Luc Donckerwolke at the Le Mans 24 Hours earlier this month, where GMR made its debut.

Abiteboul said, “The Genesis Magma GT3 Concept is one potential future direction for Genesis Magma Racing, alongside our FIA WEC Hypercar entry, as we grow to support the entire Genesis brand.

“Since the very start, we have stated that Genesis Magma Racing is a long-term project, and here we have one possible direction we can take. Like Hypercar, GT3 is another of the recent success stories in motorsport.

“Having Genesis and Genesis Magma Racing represented there would closely link the road-going and racing sides of the brand and add further to our profile in world motorsport.”

The Genesis Magma GT3 Concept has been developed in alignment with GT3 technical regulations. Conceived as an independent study, it explores how race-driven architecture, aerodynamics and engineering principles could inform future Genesis performance vehicles, rather than being derived from an existing road-going model.

More than one potential

At the press conference at the Circuit de la Sarthe, Genesis also presented an updated Magma GT Concept – first revealed in November alongside the GV60 Magma – with a redesigned interior. The GT Concept illustrated “a parallel exploration of how race-inspired thinking could translate into a refined road-going grand tourer” the auto maker said, adding that ” the two concepts highlight one potential pathway for connecting Genesis’ motorsport ambitions with its evolving performance portfolio, without confirming specific production or racing plans.”

“The Magma GT Concept and Magma GT3 Concept represent two distinct yet connected expressions of Genesis performance,” Donckerwolke said. “The Magma GT Concept embodies our vision of luxury and athleticism on the road, while the Magma GT3 Concept translates that philosophy into the race environment, where every element is driven by performance, efficiency and purpose. Together, they demonstrate how Genesis is exploring the full spectrum of high performance – from refined grand touring to uncompromising motorsport.”

Continued expansion 

After announcing last year its expansion into new markets in Italy, France, the Netherlands and Spain, the manufacturer is now preparing for further entry into Poland, Bulgaria, Austria, Portugal and Denmark as part of its European growth strategy.

Genesis also noted how its presence at the Le Mans 24 Hours has also expanded – one year after the first European presentation of the GMR-001 Hypercar design as a show car, it had returned to the Le Mans 24 Hours as a fully operational Hypercar team.

The company also showcased two evolved X Gran Convertible Concept models – originally introduced at the 2025 Seoul Mobility Show – during the Drivers’ Parade in Le Mans city center on June 13. Building on the earlier concept, these latest iterations represent “refined and more visually striking evolution” that further align the model with the the Magma portfolio.

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Toyota Racing will conduct the first public demonstration drives of its liquid-hydrogen-fueled TR LH2 Racing Prototype at the Circuit de la Sarthe, the venue for the 94th edition of the Le Mans 24 Hours.

The TR LH2 Racing Prototype is based on the same chassis as the TR010 Hybrid Hypercar, which will compete in the Le Mans 24 Hours on June 13 and 14. The prototype is designed to support the development of hydrogen technology in motorsport, contribute to Toyota’s ongoing hydrogen research and infrastructure efforts and help foster partnerships aimed at expanding hydrogen applications through motorsport.

Toyota has taken on the challenge of hydrogen engine development in motorsports, initially through Rookie Racing’s participation in the Japanese Super Taikyu series with the ORC Rookie GR Corolla H2 Concept. From 2021, this vehicle used gaseous hydrogen before the introduction of a liquid hydrogen-powered car in 2023.

The potential of hydrogen engines in rallying was initially showcased in 2022 when the GR Yaris H2 completed demonstration runs at Ypres Rally, a round of the FIA World Rally Championship. Further development was highlighted when the GR Yaris Rally2 H2 Concept conducted demonstrations at the 2025 Rally Finland and this year’s Monte Carlo Rally.

In 2023, the ORC Rookie GR Corolla H2 Concept completed a demonstration lap of the Circuit de la Sarthe, and a hydrogen engine concept car, the GR H2 Racing Concept, was presented to preview a potential future hydrogen category at Le Mans. Since then, development of the technology has intensified, reaching a further milestone with the unveiling of the liquid-hydrogen-powered GR LH2 Racing Concept last year at Le Mans. A year later, the next step in the company’s hydrogen journey is the first public demonstration of the TR LH2 Racing Prototype.

The TR LH2 Racing Prototype will be displayed in the Hydrogen Village before its demonstration laps.

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Ahead of the Monaco E‑Prix on May 16 and 17, 2026, Jaguar’s Type 01 prototype, an electric four-door GT, lapped the circuit, signaling the car maker’s move to an electric era.

Type 01 development has been directly inspired by technology used by the company’s Formula E team – Jaguar TCS Racing – integrating technology proven on track by the World Championship-winning all‑electric team.

The prototype’s responses have been fine‑tuned using lessons learned from Jaguar TCS Racing’s all‑wheel-drive control software and fast‑switching silicon-carbide‑powered inverters.

Regenerative braking, range and fast‑charging capability have also reportedly been enhanced using technology developed on track.

“To achieve our vision for Type 01, we not only harnessed our Formula E know‑how but also embedded the competition mindset of Jaguar TCS Racing in our engineering teams. This helped us develop innovative solutions for our luxury four‑door GT that drives like no other electric car,” said Jaguar managing director Rawdon Glover.

The Type name has been associated with Jaguar since the Le Mans-winning C-Type in 1951. It represents a combination of performance and driver engagement alongside refinement, as seen in models such as the E-Type and F-Type. In Jaguar Type 01, the 0 represents electric propulsion and zero tailpipe emissions, while the 1 signifies its position as the first Jaguar of a new era. The vehicle was designed, developed and built in the UK.

Jaguar’s four‑door GT will be revealed later this year.

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Alva Industries has announced the launch of TorqStudio, a software platform that enables engineers to design, optimize and analyze electric motors before committing to prototypes or hardware.

TorqStudio is designed to support early-stage motor development by allowing users to move from high-level size requirements to fully manufacturable motor designs in minutes, and to validate performance at defined operating points using analytical models developed by Alva Industries.

“With TorqStudio, engineers can move from high-level requirements to data-driven motor designs extremely quickly,” said Anton Franzén, director of product management at Alva Industries. “The platform removes much of the uncertainty typically associated with early motor design and gives users immediate insight into what is technically possible.”

Using the platform

Using TorqStudio, users start by specifying basic motor constraints, such as outer diameter and axial length. The platform then automatically generates thousands of candidate designs and highlights the most efficient solutions.

Each design is evaluated based on key performance metrics, including motor constant and motor mass, allowing engineers to clearly visualize trade-offs and select optimal designs for their applications. All presented designs represent complete motor concepts that can be manufactured.

Selected designs can be saved to a personal design database, exported as datasheets and used directly in further analysis. Users can also submit a request for quotation if they wish to proceed toward development or procurement.

Performance analysis

The platform also has detailed motor analysis capabilities. Users can define operating conditions such as supply voltage, ambient temperature, cooling conditions, torque, speed and switching frequency, then evaluate how a motor performs at specific operating points. Results are visualized on speed–torque maps and supported by detailed output data, including mechanical and electrical power, DC and AC current, efficiency and losses, stator and motor temperatures and current waveforms.

Multiple operating points can be analyzed simultaneously, with data easily imported from tools such as Excel. All results can be downloaded for documentation or further evaluation.

Custom and standard motor evaluation

TorqStudio supports analysis of custom motor designs created by the user and also from Alva’s standard motor portfolio, enabling direct comparison within a single environment.

All designs and analyses are stored in a centralized design database, providing a complete overview of available motors and, according to Alva, simplifying evaluation, comparison and decision-making.

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Ford Racing has provided an update on its joint technology development efforts with Red Bull Racing. Both teams say they are focused on reducing development cycle times in Formula 1. “If it takes you 16 days to print a prototype part, you might have lost the race before the car even hits the track,” said Christian Hertrich, chief engineer at Ford Racing Powertrain. “By leveraging our state-of-the-art 3D printing technology, we’ve slashed that 16-day manufacturing window down to just five. When you can refine designs three times faster, you aren’t just engineering – you’re hunting the competition.”

Led by Red Bull, Ford Racing is supporting the development of a complete F1 power unit for the 2026 season. The teams are currently fabricating highly complex components for the combustion engine, charge air system and energy recovery system, refining them in real time across their facilities in Michigan in the USA and Milton Keynes in the UK.

Simulation is key

As a newcomer to the 2026 regulations, Ford is “fighting a decades-long experience gap against established manufacturers,” according to Hertrich, who also emphasized the importance of reducing development cycle times.

To bridge the gap, simulation plays a vital role. Kevin Ruybal, a simulation engineer at Ford Racing, developed a controls model in collaboration with Red Bull in Milton Keynes. Running 1,000 times faster than real time, the model has become the partnership’s primary tool for controls and calibration, allowing drivers to experience the engine’s behavior in the simulator and provide feedback before the physical hardware is built.

This digital intelligence extends into battery energy management. Engineers from Ford are collaborating with Red Bull at the Red Bull Ford Powertrains HQ in Milton Keynes to optimize the deployment of electric power alongside combustion power. “We have developed a sophisticated tool using dynamic programming that effectively acts as a real-time strategist, advising the system on exactly when to dump or save energy to find the fastest way around the track, including energy calibration and driveability,” said Hertrich.

“The heat management strategies and state-of-charge calculations we are refining for the 2026 grid are the same building blocks that will eventually allow a future electric Ford truck to tow further and charge faster,” he continued. “We are using the world’s most innovative laboratory to ensure our customers get the innovation they deserve.

“The road to March 2026 is a massive undertaking, but seeing our embedded engineers working seamlessly in Milton Keynes proves what is possible when two world-class teams unite. We are working night and day to be ready. F1 is the ultimate proving ground, and the Blue Oval and the Red Bull Powertrains teams are ready for the challenge.”

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Caterham has announced that it will unveil its first working prototype of Project V at the Tokyo Auto Salon on January 9, 2026.

Displayed alongside exhibits from development partners Yamaha Motor and Xing Mobility, the prototype is being used for testing and evaluation as the brand works toward full-scale production.

Following the assembly of the prototype at the company’s R&D facility in Tokyo, Japan, the development vehicle is now undergoing initial powertrain evaluation of its Yamaha Motor e-axle, and chassis durability work.

This prototype also enables further testing of the CTP battery system, which features cells that are immersed in a dielectric liquid for optimum cooling through rapid and uniform heat dissipation. This innovative approach offers unmatched thermal stability for exceptional energy density, safety and performance.

Elsewhere, in partnership with Xing Mobility, the original Caterham Project V EV sports coupe concept show car will make its US debut at the 2026 Consumer Electronics Show (CES) in Las Vegas on January 6, 2026.

Kazuho Takahashi, the CEO of Caterham Cars, commented, “This is a significant milestone in the development of Project V, with our prototype making its public debut at the Tokyo Auto Salon. This next step enables us to begin a comprehensive vehicle testing program in collaboration with our technical partners. Our objective remains unchanged: to realize our vision of a pure electric sports car that embodies the unmistakable DNA of a Caterham.”

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Yasa has broken its own “unofficial power density world record” with its ultra-high-performance electric motors.

This summer, Yasa achieved 550kW (738bhp) from a 13.1kg version of its axial flux prototype motor, equating to an unofficial power density world record of 42kW/kg. The testing of a lighter 12.7kg version has significantly exceeded this – 750kW (>1,000bhp) short-term peak rating. As a result, the electric motor set an unofficial power density world record of 59kW/kg – a 40% increase on initial testing. Yasa has estimated that its continuous power will be in the region of 350-400kW (469-536bhp).

“On behalf of the entire Yasa team, I’m proud and excited to so quickly follow up on the already remarkable results of our initial testing with this incredible result,” said Tim Woolmer, founder and CTO of Yasa. “To achieve a 750kW short-term peak rating and a density of 59kW/kg is a major validation of our next-generation axial flux technology. It’s proof of what focused engineering innovation can achieve. And this isn’t a concept on a screen — it’s running, right now, on the dynos. We’ve built an electric motor that’s significantly more power-dense than anything before it – all with scalable materials and processes. This motor will bring game-changing technology to the high-performance automotive sector.”

Yasa’s engineering team is validating the prototype through extended testing cycles.

Simon Odling, Yasa’s chief of new technology, commented, “The early results are extremely encouraging. The motor’s performance on the dyno has exceeded even our most optimistic simulations. As well as its incredible peak power and overall power density, we estimate this new motor will be able to deliver all-important continuous power in the region of 350-400kW. This is real hardware, in real life, delivering real data – and it’s performing beautifully.”

“This record demonstrates what makes Yasa unique,” added the company’s CEO, Jörg Miska. “With three times the performance density of today’s leading radial flux motors, Yasa continues to redefine the boundaries of what’s possible in electric motor design – turning pure innovation into tangible engineering progress. Our technology is delivering measurable results today, while paving the way for a new generation of lightweight, efficient electric propulsion systems.”

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SK On has announced the completion of its pilot plant for all-solid-state batteries (ASSBs) in South Korea, supporting its goal to commercialize next-generation batteries by 2029.

SK On, part of the SK Group, held the completion ceremony of its ASSB pilot plant at the SK On Institute of Future Technology in Daejeon on September 15. SK On CEO and president Seok-hee Lee said, “This pilot plant will serve as a cornerstone for SK to leap forward as a strong and resilient company in addressing any changes in business environment. We aim to remain at the forefront of commercializing all-solid-state batteries to accelerate electrification.”

The company has said that its pilot plant will be primarily used to develop sulfide-based ASSBs, with some lines dedicated to lithium-metal batteries. It aims to commercialize ASSBs with an energy density of 800Wh/liter, with a long-term goal of reaching 1,000Wh/liter.

The pilot plant uses its own warm isostatic press (WIP) technology for ASSB development, making it the first in South Korea to apply such solutions. The WIP technology is a next-generation pressing process that applies uniform pressure to electrodes at elevated temperatures (25-100°C) to improve density and performance. Though this solution minimizes battery heat generation and extends lifespan, it requires a cell-sealing process and is difficult to implement in a continuous automated production line, which results in lower productivity.

To retain the advantages of the WIP process while addressing its shortcomings for better productivity, the company leveraged its cell design and normal pressing methods by optimizing the mixing of battery materials – active materials and conductive additives, as well as the electrode composition – to reduce internal resistance within the electrodes. Reduced resistance helps minimize heat generation.

SK On said it has also improved the bonding between electrodes and solid electrolytes, and optimized pressing conditions to reduce interfacial resistance. Lower interfacial resistance enables smoother ion transportation, more stable charging and discharging, and longer cycle life.

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The Zenos E10 has returned with a preview of the RZ model due to enter production in early 2026. Using the design of the original E10, the road and track car uses the latest powertrains and production techniques to bring it up to speed.

Shown in engineering prototype form, the Zenos E10 RZ is set to be the top model of the revised range of sports cars from the British manufacturer.

The completed Zenos E10 RZ will be revealed at the start of 2026, with production and deliveries soon after.

Evolution not revolution

Zenos blends engineering concepts from famous sports cars with the latest materials and approaches.

The E10 RZ has been equipped with a completely revised engine, using the latest powertrain technology to deliver an impressive 500bhp per metric ton. The 2.0-liter turbocharged engine sees a fresh installation including controller area network (CAN) bus control, induction and intercooler – paired with a 6-speed manual gearbox – providing 380bhp at 6,000rpm and 510Nm at 3,000-4,500rpm.

With a large, single aluminum extrusion for the car’s spine, the chassis provides torsional rigidity with the addition of the full carbon-fiber tub. Both the front and rear track of the car have increased to provide better stability and handling, as well as a slightly lowered center of gravity.

All significant weight is inboard of both front and rear axles, including the engine and gearbox installation. The fully independent front suspension uses pushrod and inboard-mounted dampers to reduce drag, while lowering unsprung mass and improving ride and steering response. At the rear, conventional coil-over dampers mount directly to the tubular steel subframe, which holds the engine and gearbox. Production cars will feature a limited-slip differential to achieve the best traction.

A full carbon-fiber body aims to cut curb weight and provide elements of visual drama.

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