AVL VSM is a flexible, real-time simulation tool that enables users to model components, systems and complete vehicles. It allows them to test vehicle dynamics and performance in realistic scenarios, which is crucial for optimizing vehicle characteristics and ensuring safety. VSM enables a more integrated approach to vehicle design and optimization by allowing simultaneous consideration of various vehicle attributes and components and how they interact.

When VSM is paired with an Ansible Motion driver-in-the-loop simulator, the user can test changes to the virtual model and refine chassis dynamics, powertrain driveability, ADAS and active safety function calibration with a virtual test drive.

“By combining AVL VSM with Ansible Motion driver-in-the-loop simulators, manufacturers can move critical decisions to the front of the development cycle, dramatically reducing physical prototypes and test iterations,” said Gary Newton, AVL’s vice president of business development. “This tool combination can have an enormous impact on timeline and budget. Imagine validating 70+ track scenarios per day in multiple conditions, surfaces and drive events. The result isn’t incremental improvement, it’s months saved and millions preserved.”

Salman Safdar, Ansible Motion’s business development director, added, “Through our continuing collaborative efforts with AVL, we’re developing new ways to conduct subjective and objective evaluations of qualified concepts much earlier in the vehicle design cycle. Connecting our simulators seamlessly with a feature-rich simulation environment like AVL VSM elevates the virtual vehicle development process for manufacturers seeking to shorten development times, realize cost savings and reduce environmental impacts.”

Related news, GRAS launches new KEMAR head and torso simulator for acoustics analysis

The super-high-performance powertrain has been built to meet the new demanding 2026 F1 regulations for smaller, lighter, more nimble cars and increased on-track competitiveness. As the exclusive metrology partner, Hexagon’s support of Oracle Red Bull Racing and Red Bull Ford Powertrains covers the whole car, chassis and engine, enabling trackside refinements and up to 30,000 car design changes per season. Using coordinate measuring machines (CMMs), 3D laser scanners and software, Hexagon helped achieve the sub-micron tolerances required for manufacturing, testing and assembling the V6 turbo hybrid powertrain.

While the new rules increase reliance on electrical energy, altered aerodynamics and changes to wings will produce less downforce, placing performance demands on the car’s power unit. The front wings are simplified, while the undersides of cars have lost Venturi tunnels that generated a huge amount of grip.

Metrology technologies

Since the start of engine production four years ago, Hexagon has provided high-precision metrology technologies – including the Leitz PMM-C Precision CMM and Leica Absolute Scanner AS1. According to Hexagon, these technologies have accelerated testing and inspection throughout R&D, from prototyping and test-rig evaluation to full production at Red Bull Ford Powertrains’ Milton Keynes facility.

The Leitz PMM-C CMMs are used right across the manufacturing and build areas and are the only equipment capable of dealing with the accuracy, repeatability and flexibility that Red Bull Ford Powertrains requires in power unit manufacture. The portable AS1 3D scanner is used with an Absolute Arm to scan the outer surfaces of the power unit’s crankcases and energy recovery system (ERS) installations for quality control.

“Hexagon’s shared passion for extreme accuracy and performance has been vital to this ambitious project,” said Ben Hodgkinson, technical director, Red Bull Ford Powertrains. “With every element built from scratch, Hexagon’s metrology expertise has enabled us to achieve the tolerances and the levels of quality we require in a cutting-edge piece of engineering to perform at the top level of motorsport. We’re very selective about who we work with and never stop pushing the boundaries – striving for that extra millisecond in performance. We know that Hexagon will support us on that ultra-competitive quest.”

Digitalization

Hexagon has helped Red Bull Ford Powertrains integrate quality inspection and digital 3D models into its engineering processes. Measurement data is captured in QUINDOS, Hexagon’s metrology software for complex geometries such as gears and blades, and, where needed, transferred to Q-DAS for statistical trend analysis. This integrated approach enables CNC machine monitoring and provides corrective feedback to ensure components are manufactured correctly the first time.

Oracle Red Bull Racing, which develops the chassis, also uses Hexagon technology. Continuing a 19-year partnership, it uses Hexagon technology, such as laser trackers, to ensure precise setup and power unit assembly for new vehicles throughout the racing season. Hexagon’s 3D laser scanning and trackside support are vital for ongoing aerodynamic refinements, providing the precision needed to maximize performance on every race weekend. The Oracle Red Bull Racing team has previously reduced faults by 50% using Hexagon technology over a 24-month period.

“Hexagon’s portable metrology technologies will ensure the correct car setup and power unit assembly for the new season vehicles, building on our 19-year partnership with Oracle Red Bull Racing,” commented Emanuel Viklund, president of the portable metrology division at Hexagon.

“Working with Red Bull Ford Powertrains this season is incredibly exciting for all of us at Hexagon. Together, we have engineered and built a powertrain unit under immense pressure. Designed for peak performance, the DM-01 powertrain is now ready to prove itself on the track.

“But nothing in F1 stands still – there is always a new challenge to tackle, a fraction of a second to gain and an opportunity to refine the car to push the limits of precision and performance. We are proud to support them every step of the way.”

Related news, Porsche provides an update on the development of its Formula E Gen4 race car

Singer’s process begins when a 964-generation Porsche 911 Cabriolet or Targa is provided for personalised restoration. The vehicle will be fully disassembled to expose the steel monocoque, which will then be assessed, cleaned and prepared for the subsequent stages of restoration.

Through the collaboration, Red Bull Advanced Technologies has provided its expertise in simulation and structural analysis. The Porsche 964 chassis has been digitally modeled using scanned data and manual measurements, with finite element analysis (FEA) software used to calculate the torsional stiffness of the different variants of the car (with and without a roof). The FEA model was then refined until the predicted stiffness values matched those recorded in physical tests.

Having correlated the model, Red Bull Advanced Technologies used it to assess which parts of the open-roof structure were working the hardest to resist the applied torsion, primarily through looking at the strain energy. Using this, a formation of 13 carbon fiber structures were then designed to reinforce these parts, while still respecting the need to preserve the original Type 964 chassis and accommodate packaging requirements. The reinforcing structures were then built into the correlated FEA model, and tuned to give the required torsional stiffness level.  A prototype vehicle featuring the reinforcing structures was then tested as a final validation of the analysis work.

The 13 carbon fiber reinforcing structures developed by Red Bull Advanced Technologies are bonded to the 964 monocoque during the restoration process, increasing torsional rigidity by 175%. This increased chassis rigidity benefits handling, braking and overall refinement, with the driving experience of the open-roofed cars now matching that of the coupe.

Rob Gray, technical director of Red Bull Advanced Technologies, said, “Our expertise is derived from relentless competition and success at the very highest levels of motorsport. We apply that expertise to engineering challenges across a wide variety of projects and industries. The challenge from Singer was to increase the stiffness of the open-roof Type 964, giving it the same dynamic performance as the coupe while minimizing additional weight. The careful balancing of performance against weight is extremely familiar to us and we’re delighted to have been able to support Singer and their clients with this solution.”

Mazen Fawaz, chief strategy officer at Singer, said, “Our clients are some of the most discerning drivers in the world. To achieve the standards they have come to expect, we work only with the best, and our search for expertise in this area led us to Red Bull Advanced Technologies. Since 2009 our approach has brought heritage together with cutting-edge engineering, and Red Bull’s mastery of advanced materials, simulation and structural analysis perfectly exemplifies this approach. The results underline the extraordinary lengths we go to in our relentless pursuit of excellence.”

Related news, NHTSA opens investigation after Waymo self-driving vehicle strikes child in Santa Monica

The Future of Automotive Testing Conference

This day of high-level content will explore various topics and provide an engaging opportunity to learn from and connect with industry peers. Situated among the exhibits, it will have a relaxing atmosphere, and visitors will be able to dip in and out at their leisure. A highlight will be ATTI’s on-stage interview with Jon Quigley, who worked for Volvo for many years and now runs his own company, Value Transformation. With his broad experience and portfolio of contacts, he’s a very good person to know. He loves sharing his thoughts, too, hence his new gig as ATTI’s regular columnist.

Read Quigley’s latest column on p36 of the September issue.

Also during the conference, Venkat Adusumalli, software engineering manager at Stellantis, will reveal how Stellantis is using AI to accelerate E/E system testing and validation workflows. Click here for a pre-show interview with him.

Innovation Showcase

The free-to-attend Innovation Showcase also provides an interactive platform for learning about new technologies. Speakers will welcome questions and discussion after their presentations, making it a great way to explore ideas together. Like the conference, it will take place within the main hall, so it will be very easy to listen in while wandering through the exhibits, or to come and go throughout the day.

Technology debuts

The industry is moving quickly and it can be a challenge to keep up. Every year there is an abundance of new technologies on display. Some are incremental improvements to existing products, others are entirely new. It’s always surprising how companies find ways around bottlenecks. Often, these developments emerge from ongoing conversations between supplier and customer, ultimately benefiting multiple companies.

Read ATTI‘s comprehensive expo preview in the September issue.

Face-to-face discussions  

It sounds obvious, but the most fruitful conversations are usually the ones that happen in person – it’s how journalists find the best stories. Year after year, exhibitors and visitors report having forged unexpected collaborations at the show, in the form of technology tie-ups or service partnerships.

Detroit’s revival 

A lot of money has been plowed into Detroit in recent years, as evidenced by the stunning renovation of Michigan Central Station, which is well worth a visit. Much of the investment has been in the tech sector. Eleven years ago – when the station was still derelict – ATTI took a tour of some of the labs at GM and what was then the FCA headquarters (see The right wave length, November 2014, Seasonal highlights, September 2015, and Powerbase, March 2015). The facilities were impressive then and are even more so now, thanks to several years of investment in innovation leading to Detroit’s resurgence as an automotive powerhouse.

Visit the Automotive Testing Expo North America website to secure your FREE pass, which will give you access to the expo, the Future of Automotive Testing Conference and the Innovation Showcase

Appearing in bare carbon fiber, the car is the first of three-development chassis to be built in the coming months to support the development and homologation of the GMR-001 ahead of its race debut in the 2026 FIA World Endurance Championship.

Preparations for first tests underway

Following the installation of the engine, hybrid system and gearbox, along with the successful fire-up of the car last month, ORECA mechanics completed the build before delivering the car to Genesis Magma Racing engineers, who will take the lead in testing the car. As the chassis partner, ORECA will remain part of the long-term project, supporting the development of the GMR-001.

Genesis Magma Racing drivers André Lotterer and Pipo Derani, who will drive in the upcoming tests, have undertaken sessions in the simulator, completing calibration of the virtual model of the GMR-001 and establishing a baseline set-up to maximize the benefits from the first running.

The final preparations for the first full test were completed at a successful shakedown of the car to check the mechanical and electrical systems, which gave both Lotterer and Derani their first chance to drive the GMR-001.

After the initial running, the team will embark on an extensive testing schedule at circuits around Europe, with findings from each test analyzed and applied by the team’s engineers and mechanics at the Genesis Magma Racing facility and confirmed by the drivers’ continuing simulator work.

Genesis Magma Racing technical director FX Demaison said, “Every bit of running we do with the GMR-001 Hypercar in 2025 is extremely valuable. The work in preparation that André and Pipo have done on the simulator and during the shakedown means that we have a good starting point for the first tests. Working with our chassis partners at ORECA throughout the testing and development, we can quickly take the data from each test, find a solution and validate it to be able to take full advantage of every moment.”

Finished car brings different strands of development together

The completion and shakedown of the first functioning GMR-001 chassis is the latest milestone for Genesis Magma Racing since the official announcement of the project last December. The progress of the project is continuing according to schedule.

“We are at a time, where we seem to be passing milestones every day, but this is exactly what we must be doing,” said Genesis Magma Racing team principal Cyril Abiteboul. “After planning for and talking about these moments for the last eight months, to be able to see a finished car running exactly as we planned is incredibly exciting.

“We are also starting the process of moving into the new Genesis Magma Racing facility at Le Castellet. The start of testing is the beginning of bringing the different streams of work together — the design and development of the chassis, the design and development of the engine, equipping a workshop and building the team.”

ATTI will be featuring an exclusive article on the Genesis GV60 in the September edition. Don’t miss it in the latest issue!

The VI-grade Zero Prototypes Summit 2025 kicked off with a networking dinner on Tuesday, May 13, during which the company unveiled its latest 6DOF motion platform, the HexaRev. This new system represents the third step in VI-grade’s roadmap toward full-spectrum simulation, after the Compact FSS Simulator launched in 2023 and the HyperDock launched in 2024. It’s the result of “hundreds of conversations with customers,” said Guido Bairati, the company’s MD.

“We started with the workspace available on a hexapod. One of the issues is that when you’re at maximum lateral displacement, you have no longitudinal displacement left,” he explained. “In a car, you might still have some longitudinal movement even at maximum lateral displacement, so a different architecture was needed.”

The HexaRev also operates almost silently, thanks to the removal of mechanical components such as belts and gears. This is particularly valuable when developing electric vehicles, where a noisy simulator can distort the experience. Ennio Salvati, vehicle dynamics performance manager at Forseven, pointed out that under heavy braking, the hexapod’s sound interferes with his perception.

“I’m not interested in NVH; my focus is dynamics, so I’m curious to experience the silence. I usually drive [in the simulator] with earplugs,” he said.

Bairati added that it’s not unusual for test drivers to use headphones – a practice that doesn’t reflect real-world driving.

Looking ahead, Bairati said the new simulator could act as the upper stage of the cable simulator, giving developers the option to start with a 6DOF platform and later upgrade to a 9DOF system.

As the industry steadily shifts toward driver-in-the-loop (DIL) development, many OEMs are carefully weighing the investment in simulator technology. The annual summit provides a valuable opportunity for developers to exchange ideas and experience the technology firsthand.

OEMs explore simulation future

One company considering the leap to simulator-based analysis is Honda America. It already operates a desktop simulator, which has served as a first step. Now, it is preparing to advance further.

“At Honda, we realize that zero prototypes is the future – regardless of whether we adopt driving simulator technology or not. It’s a necessity to enable the future,” said Nathan Benya, an engineer at Honda R&D Americas.

He noted that Honda’s teams in Japan and Europe already use DiL setups, providing expertise and experience to help smooth the transition. “We’re following their lead,” he said.

Benya also observed that several products at the summit could support their roadmap toward full DiL simulation: “We’re building our foundation on ride and handling, with the intention of expanding to the rest of the organization. The event gives me insight into how it’s applied cross-functionally elsewhere.”

Also attending the summit to expand their knowledge were Olof Pawlowski, test engineer and feature leader, handling, and Magnus Ahlstedt, test engineer and feature leader ride comfort, at Volvo Trucks. Although they already use some simulation tools, they described themselves as “newbies” to DiL. The summit offered them a chance to explore different systems as they consider a future purchase. They collected insights from peers on both the benefits and limitations of simulators, and on how to make informed equipment choices. Specifically, they’re evaluating the Compact FSS and the DiM400.

“It’s not so much about fine-tuning from my perspective – it’s more about scanning options to ensure the outer layers are right,” explained Ahlstedt. “It could be very useful to test multiple variations in a much simpler way than building a physical prototype.”

Pawlowski added, “Reducing prototypes isn’t the goal – it’s about testing differently. It would be great to replace some prototypes, because we often complain that we don’t have enough [prototype] trucks. With this, we could produce specifications at the press of a button.”

Truck complexity is growing, as are the demands placed on development teams. That complexity introduces new issues, and getting physical prototypes up and running is increasingly difficult.

“We want to understand if this is the right direction for us. We’ve just started a cross-functional team to evaluate the possibilities,” said Ahlstedt.

The summit attracted more than 300 in-person attendees and 1,500 online participants, representing almost 100 companies, including 24 major automotive OEMs, 17 Tier 1 suppliers and engineering service providers, and six academic and research institutions. Presentations were delivered by the likes of Alpine, Aston Martin Lagonda, Lamborghini, Stellantis and Honda R&D, to name a few.

More info on the summit at this link.

The program targeted the calibration and optimization of the W1’s chassis, traction control, torque vectoring and the electronic stability program on ultra-low grip surfaces. These systems were optimized to ensure performance in extreme conditions.

With these tests, McLaren has ensured that the 1,275ps and 1,340Nm power and torque produced by the new V8 hybrid powertrain at the heart of W1 can “truly deliver performance everywhere”, the auto maker said, adding that the stress testing of the HV battery, gearbox and new MHP-V8 engine in extreme cold pushed “durability and performance to the extremes”.

McLaren has shared elements of this development activity, offering rare insight into the engineering process behind its next-generation hypercar.

In related news, Nexen Tire recently announced the establishment of a dedicated winter tire testing center at the UTAC proving ground in Ivalo, Finland. Click here to read the full story.

The study, independently validated by Maswer and TechnoPark MotorLand, spanned over one million kilometers across multiple continents, road conditions and environmental settings including demanding dusty terrains and wading situations. The testing program covered urban, interurban and long-distance highway conditions, mirroring the daily challenges fleet operators face. Vehicle applications included long-haul trucks, rigid trucks and truck-trailer combinations operating across high-traffic city routes and open-road cycles.

Testing results indicate that a single truck driving 150,000km per year consumes around 60,000 liters of fuel, costing approximately US$116,500 annually (at a diesel price of US$1.94 per liter). With a 3% fuel efficiency improvement, each truck using Fersa’s FE technology saves around 1,800 liters of fuel per year, equating to an annual cost reduction of US$3,495 per truck. Across a fleet of 100 vehicles, this amounts to an annual saving of US$349,500.

“The transportation industry is under immense pressure to reduce both costs and emissions,” commented Rafael Paniagua, CEO of Fersa. “Our Fuel Efficient technology is a game-changer, delivering validated savings on fuel consumption, lower CO2 emissions and a reduction in drivetrain friction of up to 50%.

“But this is just the beginning. We believe this technology has the potential to achieve even greater fuel savings. Our commitment to continuous optimization and real-world testing will further unlock its full potential.”

Fersa stated that fleet operators participating in the FE trials have reported noticeable improvements in their daily operations. Long-haul trucks benefitted from enhanced fuel economy on highways, while urban transportation fleets experienced reduced wear and tear in stop-and-go driving.

One of Fersa’s key trial partners was Sesé, a major European supply chain management firm with a fleet of more than 3,000 trucks. Carlos Giner, corporate director of transportation at Sesé, highlighted the impact of these improvements: “Every percentage of fuel savings translates into tangible cost reductions at our scale of operations. We are constantly looking for innovative solutions that enhance efficiency and support our sustainability goals without compromising performance.”

Fersa’s FE Wheel Hub assembly combines precision microgeometric refinements, high-performance materials and an optimized lubrication system to reduce rolling resistance and improve efficiency. By enhancing surface contact, minimizing energy loss and using advanced sealing materials, it delivers optimal fuel economy without sacrificing durability. Designed for industrial and commercial trucking, it offers high load capacity to withstand tough conditions, while premium lubrication technology ensures long-lasting, reliable performance under heavy loads.

“Unlike standard OEM solutions, our FE Wheel Hub assembly is engineered to minimize energy loss, meaning less resistance, less heat and ultimately less fuel burned,” said Sergio Santo Domingo, Fersa’s global R&D director. “By combining advanced bearing materials and precision engineering, we’re setting a new benchmark for fleet efficiency.”

Named ‘Project M-LightEn’ (Monocoque architecture – Lightweight and Low Energy), the project is backed by Innovate UK and the Advanced Propulsion Centre. It is expected to generate up to 160 new jobs across Gordon Murray Group and partners Carbon ThreeSixty, Constellium and Brunel University London.

As the project leader, Gordon Murray Group will oversee research, design, construction and validation of both digital and physical monocoque prototypes. The goal is to develop and validate new solutions that will drive the industrialization of advanced monocoque structures for future vehicles. By further reducing weight and enhancing performance, the company believes this innovation could enable Gordon Murray Automotive to achieve the lowest lifecycle carbon footprint of any supercar.

GMG’s strategy and business director, Jean-Phillipe Launberg, said, “The potential for this project is exciting to Gordon Murray Automotive as the company constantly strives to utilize the very latest materials, technologies and processes to produce its driver-focused supercars.

“Alongside Gordon Murray Automotive’s niche supercar application, Project M-LightEn will enable decarbonization across the wider automotive industry by shortening and de-risking the path to market for innovative new materials and processes.”

Aiming to cut vehicle lifecycle CO₂ emissions by at least a third, the consortium will leverage AI-driven design optimization and develop new materials and advanced manufacturing processes.

Constellium and Brunel University will contribute STEP-enhanced ultra-high-strength extrusions made from 80% recycled UK consumer scrap aluminum for the monocoque structure. Carbon ThreeSixty will manufacture lightweight carbon fiber composite components using a highly precise ‘tailored-fiber-placement’ process, which minimizes weight and achieves near-zero waste in production.

Prof. Geoff Scamans, professor of Metallurgy at Brunel University of London, said, “This project represents an excellent opportunity to exploit the high-strength extrusion aluminum alloy technology developed in the EPSRC strain-enhanced precipitation in aluminum (STEP Al) program, funded as an EPSRC Prosperity Partnership between Constellium and Brunel. The M-LightEn project will use the highest-performing aluminum extrusion alloys formulated from recycled end-of-life aluminum using novel thermomechanical processing techniques developed in this five-year program.”

The prototype, which BMW has badged the ‘Vision Driving Experience’, has undergone extreme endurance testing at the BMW Performance Driving Center in Spartanburg, South Carolina. As part of a preview presentation, BMW also provided attendees with exclusive insights into the OEM’s development program for the electric driving experience in the Neue Klasse. Every fully electric Neue Klasse model will incorporate this drivetrain and dynamics technology, which the auto maker calls the ‘Heart of Joy’ technology.

The Heart of Joy control unit manages key functions such as the drivetrain, brakes, charging, recuperation and steering, processing information 10 times faster than previous systems, according to the company. Working alongside BMW Dynamic Performance Control software, it is said to deliver a new level of speed and precision in driving dynamics.

“The Heart of Joy doesn’t just take driving pleasure to the next level – it pushes it even further. At the same time, we’re boosting efficiency and range, as future drivers will rely almost entirely on energy regeneration for braking. This is efficient dynamics squared,” said Frank Weber, board member for development, BMW.

Developed entirely in-house, the BMW Vision Driving Experience test vehicle generates 18,000Nm (13,269 lb-ft) of torque – a deliberate stress test. If the system can handle this immense power surge, it can easily manage the demands of everyday driving.

The Neue Klasse features a cutting-edge electronic architecture where the Heart of Joy is one of four central control units, combining drivetrain and dynamics functions for the first time. These technologies are protected by multiple patents.

The high-performance unit governs acceleration, braking, vehicle stabilization, dynamic steering and charging management. Thanks to its central processing unit and in-house BMW Dynamic Performance Control software, all connected actuators respond with millisecond-level precision – a major improvement over conventional systems, where drivetrain and brakes operate separately, limiting performance potential, says BMW.

By integrating drivetrain, braking and energy recuperation, BMW optimizes energy use – 98% of drivers won’t need to use conventional brakes, regenerative braking is sufficient for everyday driving. Traditional friction brakes only engage under hard braking or emergency situations. Overall, this system boosts efficiency by up to 25%, according to the OEM.

The BMW Vision Driving Experience test vehicle visually showcases these functions using illuminated wheel rims: green for acceleration, blue for energy recuperation and orange for friction braking.

BMW’s future vehicles will feature four powerful, high-performance computing units that integrate previously separate functions. The Heart of Joy is one of these so-called super-brains, developed entirely in-house, combining four key control units into one ultra-efficient system.

The other three super-brains will manage automated and highly automated driving, infotainment and digital interfaces, and core vehicle functions, including climate control, lighting and access systems.

The first, taller Neue Klasse electric model will enter mass production later this year in Hungary.