The Aston Martin Thor Team tested a development version of the 6.5-liter V12-powered Valkyrie Hypercar at Silverstone, with factory drivers Ross Gunn and Harry Tincknell completing the session. The team oversees Aston Martin’s WEC Hypercar and IMSA GTP programs.

Aston Martin Thor evaluated a range of technical developments during the Silverstone test, collecting data to inform the future performance development of the Valkyrie Hypercar.

“This was a significant day for Valkyrie,” said Aston Martin Thor team principal Ian James. “Some of the developments we tried today will fuel our thinking as we consider the technical direction we go next with Valkyrie. We have been able to evaluate lots of areas of performance on the car, so Silverstone has proved an interesting place to challenge ideas. There’s more to come, and I think it gives us reasons to be excited about what might be next for Valkyrie.”

The Valkyrie has shown performance improvements across its 2026 WEC and IMSA campaigns. In WEC, it secured its first double-points finish at the 6 Hours of São Paulo; in IMSA, the car has recorded six top-10 finishes from seven starts, including a second-place finish on the road at its latest event.

“We’ve been happy with Valkyrie’s performance characteristics in the first two seasons of competition,” said Aston Martin’s head of endurance motorsport, Adam Carter. “We’ve repeatedly said that we’ve entered an arena with a high level of formidable adversaries that are also several years further down the development track than us.

“So, we are now beginning to explore new areas of performance that we may gain through developing the base car, now that we understand its characteristics that much better after 18 months of racing it. We’re right at the beginning of that journey, and this was a useful and informative start to that development process.”

The test also gave Aston Martin Thor experience of the Michelin tires and Silverstone circuit characteristics ahead of the WEC’s return to the venue in 2027. The event will be the championship’s first British round since 2019.

“We very much welcome Silverstone back to the calendar,” said Carter. “It is not only the home of Aston Martin and British motorsport but also the perfect opportunity for some of the best fans in the world to experience the raw and visceral joy that is the Aston Martin Valkyrie hypercar. They have waited a long time to see Valkyrie competing at the highest level on British soil, and they deserve to be thoroughly entertained. We will do our best to contribute to that experience.”

Developed from the Valkyrie production car by Aston Martin and Thor, the current competition version blends a race-optimized carbon-fiber chassis with a modified 6.5-liter V12 powerplant that revs to 11,000rpm and produces over 1,000bhp in standard form, but adheres to a strict 500kW (680bhp) power limit as per hypercar regulations.

In related news, Peugeot begins next phase of 9X8 development

Drawing on the experience gained in the car’s debut in the Hypercar category, Team Peugeot TotalEnergies is working on a series of technical evolutions aimed at enhancing performance, efficiency and competitiveness and said that this latest step marks an important milestone in the ongoing development of the Peugeot 9X8.

“Since its debut, the Peugeot 9X8 has been a platform in constant evolution. Competing at the highest level of endurance racing means continuously learning, adapting and progressing,” said Emmanuel Esnault, team principal, Team Peugeot TotalEnergies.

“The intensity of competition at a world championship level reinforces our determination to keep evolving. Our objective is clear: to position the 9X8 consistently among the top contenders.

“As we look ahead to 2027, the team is taking the next step in its development, focused on a revised approach to performance, efficiency and design. This work is a key milestone in preparing the next chapter of the Peugeot 9X8 story and perpetuating the legacy of Peugeot in endurance racing.”

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All WorldSBK motorcycles need to follow strict rules that ensure these bikes are built to design guidelines and fine tolerances in conformity with FIM’s technical regulations, which stipulate tight limits on adaptation from the production bikes on which the race bikes are based.

For the 2026 season, the FIM is using Hexagon’s Absolute Arm seven-axis portable measuring arm and Absolute Scanner AS1 laser scanner for homologation and compliance checks on WorldSBK motorcycles. FIM technical assessors use the equipment to measure motorcycle dimensions and components against regulated tolerances, verifying compliance with FIM’s technical rules, which limit how far race bikes can deviate from the road-legal production models they’re based on. The tools allow for faster, more precise checks than previous methods and FIM is rolling out the new process at its Technical Laboratory in Mies, Switzerland, as well as at manufacturer sites and trackside during races.

“We have an urgent and growing need to use the best measurement technology to improve how we test and control bikes. Deciding on conformity or non-conformity using traditional methods was extremely time consuming and, for some parts – especially aerodynamic surfaces with complex geometries – it was simply impossible,” said Dominique Hebrard, FIM CTI technical director.

“Using the Hexagon measurement arm with its AS1 laser scanner delivers the accuracy, speed, ease of use and portability we need to check all dimensions, including the conformity of a motorcycle’s complete aerodynamic package and individual parts, to very specific tolerances – whether we’re at our technical HQ, visiting a manufacturer or trackside during an FIM event,” Hebrard continued, “Using the same equipment everywhere brings consistent, reliable results and helps build the trust that the manufacturers place in our processes.”

The Absolute Arm with AS1 scanner enables the quick creation of detailed point cloud models of complete motorcycles and individual parts. FIM inspectors can now easily scan and compare real-world measurement data against each manufacturer’s homologated CAD and tolerances, using Hexagon’s Inspire metrology software, ensuring repeatable measurements and digital traceability from every check.

“This partnership builds on Hexagon’s extensive metrology experience in high-performance motorsport, supporting race teams and technical regulators around the world to digitalize their vehicle development and testing processes,” added Stephan Amann, business enablement director in Hexagon’s Portable Metrology Division.

“It’s exciting to see that digitalization is not just helping FIM in its work – the proliferation of accurate 3D models is also helping the motorcycle manufacturers to quickly build more competitive bikes without falling foul of FIM’s technical regulations. It’s helping professionalize the whole digital engineering process from design to manufacturing, testing and homologation, whilst ensuring a fair competition on FIM events,” Amann concluded.

FIM began rolling out the new homologation process at its FIM Technical Laboratory at FIM HQ in Mies, Switzerland, and from factory to factory during the rigorous WorldSBK pre-season testing. As the 2026 season gathers momentum, FIM assessors will take the Hexagon portable measurement solution to make spot checks throughout the remaining four rounds. On-site assessors can quickly deploy the portable measurement arm in any pit to accurately measure a variety of components, from small high-precision engine parts to full frames and chassis, and the complete aerodynamic package.

In the coming months, FIM will also use the arm and scanner to homologate several upgraded 2026 race bikes and begin FIM homologation of motorcycles for the 2027 season.

After fully rolling out its new WorldSBK homologation process together with the manufacturers, FIM will look to expand the use of the Hexagon portable measurement solution to other circuit racing championships under its jurisdiction, such as the Endurance World Championship (EWC) and Supersport World Championship (WorldSSP).

In recent news, Toyota Gazoo Racing to enter hydrogen fuel cell Hilux in 2027 Dakar Rally

The project represents a new challenge to demonstrate hydrogen fuel cell technology in the demanding conditions of the Dakar Rally. Based on the DKR GR Hilux, the DKR GR FC Hilux replaces its gasoline engine with Toyota’s fuel cell system. It emits no CO2 while driving, with water as its only tailpipe emission.

The Dakar Rally’s high temperatures, rough terrain and long stages make it a demanding test environment for hydrogen fuel cell technology. Toyota said that the project will focus on fuel cell downsizing, cooling performance, durability and energy management.

Lessons learned from developing and operating the DKR GR FC Hilux will contribute to the wider application of fuel cell technology in passenger cars, trucks, buses, trains, marine applications, race cars and stationary power generators. Engineers involved in the project also hope to develop problem-solving skills through hands-on, on-site experience.

Testing and tuning of the FCEV powertrain and its software, together with vehicle build-up, have begun in Belgium. A test program will be conducted progressively in the coming months.

The Dakar Rally will be held in Saudi Arabia from January 1 to January 15, 2027, with King Abdullah Economic City serving as the starting and finishing point.

The DKR GR FC Hilux will compete in the Dakar Future Mission 1000 category, which is dedicated to experimental vehicles and the demonstration of new technologies. The category follows a unique competitive format, with crews of drivers and navigators racing against the clock over 13 stages comprising a total of 1,000 competitive kilometers.

Hydrogen in motorsports

Toyota’s efforts to use hydrogen-related technologies in motorsports began in 2021, when Rookie Racing entered the Japanese Super Taikyu series with the hydrogen-engined ORC Rookie Corolla H2 Concept.

In rallying, the potential of hydrogen engines was demonstrated in 2022, when the GR Yaris H2 completed demonstration runs at the Ypres Rally in Belgium, a round of the FIA World Rally Championship. Further development was showcased through demonstration runs by the GR Yaris Rally2 H2 Concept at Rally Finland in 2025 and Rallye Monte-Carlo in 2026.

In the 2024 Dakar Rally, HySE-X1, a hydrogen-engine buggy, completed the Dakar Future Mission 1000, followed in 2025 by the evolved HySE-X2. Both vehicles were entered by HySE (Hydrogen Small mobility & Engine technology Association), a technical research association in which Toyota Motor Corporation participates.

In circuit racing, the 2026 24 Hours of Le Mans – a round of the FIA World Endurance Championship – featured demonstration laps by the TR LH2 Racing Prototype, which is powered by a liquid-hydrogen engine and based on the TR010 Hybrid race car. In addition, a hydrogen-engined GR Corolla equipped with superconducting technology became the first vehicle of its kind in the world to complete a race in the 2026 Super Taikyu series.

The 2027 Dakar Future Mission 1000 will be the first time Toyota has combined hydrogen and fuel cell technology in its motorsport activities.

In recent news, ORECA selects Siemens’ Simcenter to support motorsport development programs

The agreement reflects the growing role of high-fidelity simulation in motorsport engineering, as testing restrictions, cost pressures and program complexity increase across the industry.

Dynisma CEO Graeme Cook said, “Dallara’s engineering philosophy places huge value on understanding vehicle behavior and driver perception, and we are proud to support that approach as technical partner. The DMG‑360XY platform is designed to be trusted as a primary engineering tool, and this multi-simulator agreement reflects a shared commitment to realism, correlation and long-term technical excellence.”

As part of the partnership, Dallara will deploy two DMG-360XY simulators across its European and US operations. The first system is scheduled for installation at Dallara’s global headquarters in Varano de’ Melegari, Italy, during Q4 2026, with a second simulator planned for delivery to its Indianapolis facility in Q1 2027.

The DMG 360XY is Dynisma’s most advanced motion system, used by Formula 1, GT and endurance racing organizations. It combines ultra-low latency (under 5ms) with high-bandwidth response exceeding 100Hz, unlimited 360° yaw rotation and 5m of XY travel, delivering sustained motion cues without washouts or motion recentering.

By adopting identical simulator platforms across its Italian and US engineering facilities, Dallara will establish a consistent simulation environment supporting correlation, collaborative development and repeatable results across vehicle programs, driver work and longer-term research.

Andrea Pontremoli, CEO and general manager, Dallara, said, “High fidelity simulation is a strategic asset for our group. Establishing identical, top-of-the-range motion platforms in Italy and the USA supports continuity across our engineering programs and strengthens confidence in how virtual development informs real-world performance.”

Luca Bergianti, director of vehicle dynamics and performance at Dallara, said, “At Dallara, virtual development is becoming central to how we engineer our vehicles. The vehicle model now acts as the key integrator of all disciplines, allowing us to validate technical choices in a virtual environment before producing physical components.

“Advanced simulators embed virtual tools into the engineering process, helping us improve performance, uncover opportunities and anticipate issues early on. Dallara’s choice of Dynisma as a partner reflects this shared vision, as we push high-fidelity simulation, realism and development efficiency to the next level.”

As well as supporting internal development, the simulator platforms will form part of Dallara’s wider engineering infrastructure, covering long-term vehicle development, research and selected collaborative programmes.

Related news, ORECA selects Siemens’ Simcenter to support motorsport development programs

The company has adopted the Siemens’ Simcenter STAR-CCM+ and Simcenter Optistruct, part of the Siemens Xcelerator portfolio, to support its high-performance motorsport programs, including its Le Mans 24 Hours hypercar program with Ford Motor Company.

ORECA is using the STAR-CCM+ software for CFD workflows and multi-physics simulations combining aerodynamic, thermal and brake-related effects, alongside Optistruct for optimizing carbon fiber composite layups to balance stiffness and weight in performance-critical components. The tools form part of ORECA’s broader adoption of simulation technology across its motorsport development programs.

“ORECA was looking for a simulation environment that could support accelerated and more streamlined workflows from design through simulation while enabling new types of multiphysics analysis,” said Jean-Philippe Pelaprat, head of aerodynamics at ORECA Group. “Siemens’ simulation software gives our engineering teams the flexibility to run more advanced simulations and optimize composite structures in a highly demanding motorsport environment.”

“Our collaboration with ORECA shows how Siemens Xcelerator empowers engineering organizations to push the limits of performance through simulation-driven engineering,” said Sam Mahalingam, executive vice-president of simulation, HPC and AI, Siemens Digital Industries Software. “By bringing advanced CFD and composite optimization together within a digital twin environment, we’re giving customers the tools to explore bold new design approaches and drive innovation in some of the most demanding, competitive engineering programs in the world.”

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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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“We are developing the most extreme Black Series ever,” said Michael Schiebe, a member of the board of management for production, quality and supply chain management at Mercedes-Benz Group AG, and chairman of the board of management of Mercedes-AMG. “At the same time, we want to set the next record-breaker in motorsport with the future GT3. The foundation for this is the Concept AMG GT Track Sport – a technology demonstrator that was more than just a concept from the very start. It is our unambiguous commitment to maximum performance, a promise for the racetrack and the road alike. At AMG, we develop vehicles to exceed expectations. And that is exactly what the future Black Series and the new GT3 will do.”

Uncompromising performance

The road-legal variant of the concept car serves as a homologation model for the GT3 successor.

Since October 2025, the prototype has been undergoing extensive dynamic testing on test tracks and racetracks. In addition to the in-house development track in Immendingen, this has included Bilster Berg, Portimão and Monteblanco. With the start of testing on the Nürburgring Nordschleife, the next stage of development is now underway.

The next generation in customer racing

The Mercedes-AMG GT3 is the latest step in Mercedes-AMG’s customer racing program, which began in 2010 and first competed in 2011 with the SLS AMG GT3. The current GT3 model, introduced in 2016 and updated in 2020, has continued that program.

A successor is now in development, led by Affalterbach Racing, a subsidiary of Mercedes-AMG, in collaboration with Mercedes-AMG Motorsport. The new GT3 is undergoing testing, with a focus on performance, safety and competitiveness.

“With the unveiling of the concept, we can now officially name the new Mercedes-AMG GT3, with which we aim to continue the success story in customer racing for Mercedes-AMG Motorsport,” said Christoph Sagemüller, head of Mercedes-AMG Motorsport. “Our goal is to once again present a vehicle that sets the benchmark. We have already gained important insights from the initial tests. We are now entering the next phase of development and will also be testing on racetracks relevant to GT Sport.”

From track to road

The Mercedes-AMG’s Black Series models – a designation introduced in 2006 – represent the highest-performance variants in the company’s range. The concept builds on AMG’s origins in motorsport. The company was founded in 1967 by Hans Werner Aufrecht and Erhard Melcher, with a focus on applying racing-derived technology to road cars.

The Mercedes-Benz SLK 55 AMG played a key role in this development. Its use as an FIA Formula 1 safety car and its adaptation for a racing series helped shape the track-focused approach that led to the first SLK 55 AMG Black Series.

This motorsport-to-road philosophy continues with newer concepts such as the AMG GT Track Sport, and underpins the development of future models, including the next AMG GT3 and AMG GT Black Series.

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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

The new all-electric single-seater Gen4 Porsche complies with the ABB FIA Formula E World Championship’s fourth-generation vehicle regulations and features up to 600kW (804hp), permanent all-wheel drive, new tires and significantly increased downforce, representing the largest performance step in the series to date.

The Formula E Gen4 car is scheduled to debut in the 2026/27 season.

Porsche’s in-house vehicle components have been designed to be lighter, deliver higher performance, reduce costs and offer a longer service life. Development of this hardware package – Porsche’s most extensive package for Formula E to date – will continue until October, at which point the focus will shift to continuous software optimization. In many ways, the development cycles in the series mirror those for Porsche sports cars, albeit under extreme conditions.

“In Formula E, we primarily develop the technical components that are relevant for our production sports cars,” said Thomas Laudenbach, head of Porsche Motorsport. “That is one of the reasons why we compete in Formula E.”

With the introduction of Gen4, Porsche’s in-house development scope has expanded to include two additional components: the DC/DC converter and the brake-by-wire system.

In-house developments by Porsche to date include the operating software, pulse inverter, electric motor, gearbox, differential, drive shafts and other drivetrain components on the rear axle. Cooling, carrier and suspension components at the rear also come from Porsche.

“With the current car, the efficiency of our drivetrain is over 97%. From the battery to the wheel, less than 3% of the energy used is lost – close to perfection and a key advantage of electric drive,” said Florian Modlinger, director factory motorsport Formula E. “In our development brief for Gen4, alongside further efficiency gains in the drivetrain components, we focused on potential in terms of weight, durability and costs – similar to EVs for the road.

“At the same time, 600kW represents a 71% increase in power in Attack Mode. Overall, I believe it is fair to speak of a revolution. Seeing the car on track for the first time with its acceleration was a real pleasure. My thanks go to the development team in Flacht for this milestone in the project.”

Triple pressure: Gen3, Gen3 Evo and Gen4

By mid-January, the Gen4 Porsche had completed almost 915 test miles on the circuits of Monteblanco and Almería in Spain. A large proportion of the development and testing work, however, has taken place – and continues to take place – in the simulator.

“The concept phase began in 2024. In the same year, we moved into simulator work. The project therefore started during Season 10, when we were still racing the predecessor of the current Gen3 Evo, the Gen3,” Modlinger said. “At the time, we fought for all three titles right to the end, secured the Drivers’ Championship with Pascal – and at the same time developed the Gen3 Evo. We work in an agile way, similar to series-production projects: you run the existing vehicle, bring the facelift to market and already design the next generation. The difference is that our cycles are shorter and our budgets smaller – with maximum pressure to succeed. After all, we are contesting an FIA World Championship for Porsche.”

Porsche said that in the early testing phase, development focused on ensuring reliable operation and smooth interaction of all components. Over time, attention shifts toward performance. With Formula E’s limited test days, some findings are validated in a simulator. Porsche’s Customer team is also testing the new car ahead of FIA homologation, scheduled for the autumn.

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