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.

In related news, Dallara appoints Dynisma as technical partner in multi-simulator agreement

As hydrogen, methanol and ammonia gain relevance alongside conventional fuels, testing strategies must evolve to address new physical properties, safety risks and performance expectations. This shift is driving demand for modular, application-specific test systems capable of replicating real-world operating conditions with high precision.

A key challenge lies in the behavior of fuel-contact components under varying thermodynamic and media-specific conditions. Differences in viscosity, compressibility and reactivity between liquid and gaseous fuels require adaptable test environments. Modern systems must therefore combine hydraulic, mechanical and electronic testing capabilities within a single platform.

From component testing to system understanding

Advanced test systems now go beyond basic functional checks, enabling detailed analysis of flow rates, pressure behavior, leakage and long-term durability across components including valves, injectors, pressure regulators, rails and pumps. For injection systems, precise measurement of injection quantities and dynamic flow characteristics is critical.

One example is pressure-based measurement for injection analysis. Systems such as the IAV Cross Injection Analyzer determine injection rates from pressure changes in a fuel-filled channel, enabling dynamic, reproducible measurements without moving parts, reducing maintenance needs while supporting high-resolution data acquisition and real-time integration into digital test environments.

Lifetime and endurance testing also play a central role, with components subjected to mechanical and electronic stress scenarios to assess wear behavior and failure mechanisms over time; insights essential for validating designs intended for series production.

Simulating real-world conditions

A defining feature of modern test infrastructure is the ability to simulate realistic and extreme environmental conditions. Temperature-controlled test chambers enable testing across a wide range – from -76°F to +302°F (-60°C to 150°C) – while additional parameters such as humidity and ambient pressure can be adjusted to replicate specific operating environments.

The combination of environmental simulation with functional testing allows engineers to identify critical interactions early in the development process.

Complementing physical testing, feasibility studies and pre-validation in dedicated development labs help refine test procedures for new applications. This is especially important when dealing with emerging fuels, where standardized testing protocols may not yet exist.

Safety engineering as a core design principle

The introduction of alternative fuels adds significant complexity to safety engineering. Substances such as hydrogen, methanol and ammonia can form explosive atmospheres under certain conditions, making comprehensive hazard analysis essential.

As a result, modern test systems incorporate explosion protection concepts aligned with international standards such as ATEX and IECEx, alongside functional safety requirements defined by Performance Level (PL) and Safety Integrity Level (SIL).

Safety considerations extend beyond the test bench itself. Infrastructure factors such as ventilation systems, gas detection and facility layout are equally important. Effective solutions require a holistic approach that integrates test system design with the surrounding environment, often supported by early-stage risk assessments and coordination with local authorities.

Hydrogen testing and electrolyzer development

Hydrogen technologies add further complexity, particularly in electrolyzer development, where the focus shifts from individual components to entire systems, including single cells and stacks.

Testing requires combining electrical and fluid-based measurement techniques, assessing electrical performance, efficiency and degradation alongside flow distribution and thermal management – a convergence sometimes described as the merging of electronic and fuel testing.

Emerging test concepts support multiple electrolyser technologies, including PEM (proton exchange membrane), AEL (alkaline electrolysis) and AEM (anion exchange membrane). Modular architectures allow scaling across power classes and varying instrumentation levels, suiting both research and industrial pre-series validation.

Modularity as a strategic advantage

Given the uncertainty surrounding future fuel pathways, flexibility has become a key requirement. Modular test systems enable manufacturers to adapt to changing technologies without the need for entirely new infrastructure. Different test methods – such as flow measurement, leak testing and endurance testing – can be combined within a single system and expanded as requirements evolve.

This approach not only reduces investment risk but also accelerates development cycles. By enabling parallel testing and rapid reconfiguration, modular platforms support faster iteration and more informed decision-making.

Outlook

As propulsion technologies diversify, testing is becoming increasingly central to bridging innovation and industrialization. Generating reliable, application-specific data under realistic conditions is critical for performance, safety and regulatory compliance.

The trend is moving away from standardized solutions toward specialized, adaptable test environments, with modularity, safety integration and cross-disciplinary testing capabilities emerging as defining features of next-generation validation systems.

In recent news, Nio opens new UK R&D center in Oxfordshire

The vehicle will be manufactured in Ingolstadt, Germany. The prototype is undergoing various tests before its debut, clocking up vital test miles on snow and ice, in the wind tunnel at Audi Technical Development in Ingolstadt, and on public roads.

Cold-weather trials

During winter testing in Lapland, the A2 e-tron performed under extreme conditions, including icy temperatures, snow-covered roads and slippery test tracks on a frozen lake. The validation process at a test site in northern Sweden focused not only on driving dynamics but also on thermal management and battery performance. Engineers have developed the A2 e-tron by continuously adjusting the electric drive, brake control system and suspension by the minute.

Aerodynamic optimization

The distinctive roofline is the reason for the A2 e-tron’s excellent aerodynamics, which are constantly being tested and optimized in the wind tunnel at Audi Technical Development. With wind speeds of up to 300km/h, ultra-precise aeroacoustics measurement and a 235km/h rolling road, the wind tunnel provides ideal conditions for optimizing the airflow characteristics, noise development and thermal stability of the vehicle.

Road testing in Bavaria

The development team used the diverse conditions of the Altmühl Valley region in Bavaria, including inclines, variable road surfaces and tight bends, to test the suspension and assistance systems in real road traffic.

In related news, BMW unveils Vision BMW Alpina design study

“TraXon 2 Hybrid delivers a clear advantage for high‑mileage operations by substantially reducing CO2 emissions while maintaining cost efficiency,” said Christian Feldhaus, vice president of transmissions and hybrids at ZF Commercial Vehicle Solutions. “Based on our ongoing discussions with vehicle manufacturers, fleet operators and industry bodies, we see hybrid technologies providing a clear and practical pathway toward significant emissions reduction in future heavy‑duty transport.”

Emissions-saving technology

The TraXon 2 Hybrid builds on the all-electric TraXon 2 platform. The hybrid system enables electric-only driving in urban zones while retaining combustion operation for long-distance transportation.

ZF test evaluations confirmed that the system supports substantial CO2 reductions in long-haul and distribution applications when operated with consistent recharging. The PHEV system can reduce CO2 emissions by up to 47% in long-haul transportation and up to 73% in distribution transportation. This supports the European fleet emissions targets for 2030 and provides flexibility for future toll and tax regulations.

The TraXon 2 Hybrid builds on ZF’s e-mobility platform, which includes electric central drives such as CeTrax 2 and AxTrax 2 e-axles, and supports applications where full electrification is not yet practical across all routes. For fleets with limited investment capacity, it also enables a gradual transition to electrification, including operational, dispatch and charging adjustments.

The hybrid platform integrates an in-house-developed electric motor and operates at 600-800V, with 190kW continuous power and higher peak output. Positioned in a P2 layout between the clutch and transmission, the electric motor enables pure electric driving up to 12th gear and supports regenerative braking for improved efficiency. The combustion engine operates according to the vehicle’s driving strategy and provides range for long-haul applications. The system is designed to improve overall efficiency and reduce CO2 emissions while retaining the range and refueling flexibility of a combustion engine. It can be combined with diesel, HVO/e-fuels, CNG/LPG and hydrogen combustion engines.

In related news, Agillence and Toyota Motor Europe partner on logistics optimization software

The hydrogen-powered trucks use high-pressure, direct injection (HPDI) technology, which the company says improves energy efficiency, reduces fuel consumption and increases engine power compared with conventional hydrogen combustion engines. HPDI works by injecting a small amount of ignition fuel at high pressure to enable compression ignition before hydrogen is added. Volvo already uses this technology in its gas-powered trucks, with over 10,000 units sold worldwide.

The hydrogen engine technology is derived from its diesel powertrain, delivering “diesel-like performance” while substantially cutting CO₂ emissions, the auto maker said.

“On-road testing is an important milestone for our hydrogen combustion engine trucks. I feel confident that they will be the best in the industry if you look at fuel efficiency, power, torque and drivability,” said Jan Hjelmgren, head of product management at Volvo Trucks. “Customers will be able to operate them just like diesel trucks. Our experience with HPDI technology in more than 10,000 gas-powered trucks is strong proof of its performance.”

Hydrogen combustion engine trucks will be especially suitable over longer distances and in regions where there is limited charging infrastructure or time for the recharging of battery-electric trucks.

Volvo trucks with combustion engines powered by green hydrogen have the potential to deliver net-zero CO₂ well-to-wheel when using renewable HVO as ignition fuel. They are categorized as Zero Emission Vehicles (ZEV) under the agreed EU CO₂ emission standards.

The hydrogen-powered combustion engine trucks will complement the company’s offering of other alternatives, such as battery electric trucks, fuel cell electric trucks and trucks that run on renewable fuels, like biogas and HVO (hydrotreated vegetable oil).

“We see great potential for hydrogen combustion engine trucks and they will have a role to play in the transformation to zero-emission transport,” said Hjelmgren. “Several technologies will be needed to decarbonize. As a global truck manufacturer we offer a variety of decarbonization solutions and help our customers choose the best alternative based on transport assignment, available infrastructure and green energy prices.”

Related news, Swiss Council for Accident Prevention joins Euro NCAP as affiliate member

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

The fully electric drivetrain provides long-range, high-charging performance with 800V technology and efficient energy recuperation, making the BMW M Neue Klasse a versatile everyday vehicle. Its newly developed architecture, featuring centrally controlled individual wheel drive, reportedly opens a new dimension in driving dynamics and enhances the safety of all next-generation BMW M vehicles.

The Neue Klasse’s advanced central control and electronics architecture also improves the driving dynamics. Four high-performance computers, called Superbrains, manage driving functions, automated driving, infotainment and comfort features. This setup enhances performance through faster data exchange and allows next-generation BMW M models to receive quicker updates and upgrades.

BMW M eDrive concept

The BMW M Neue Klasse has been developed from the ground up. At the core of the new architecture is BMW M eDrive, which is based on the BMW Gen6 technology of the Neue Klasse.

BMW says that M Dynamic Performance Control, using M-specific Heart of Joy software, enhances driving dynamics, safety, traction, recuperation and responsiveness.

The Neue Klasse features two electric drive units on the front and rear axles, each with one electric motor per wheel. Each of the four electric motors drives one wheel. This combines the advantages of rear-wheel and all-wheel drive while enhancing driving dynamics on the road and racetrack. Additionally, the front axle can be completely decoupled.

BMW M eDrive’s electric drive units are BMW M’s most powerful, with parallel motors powering each wheel via dedicated gearboxes. The drive units also integrate the inverter for controlling the electric motors and the oil supply. The system enables precise control of torque and power at each wheel, enabling optimal traction, continuous torque distribution between the braking system and electric motors, and brake energy recuperation right up to the limit.

High-voltage battery

The high-voltage battery, boasting over 100kWh of usable energy as the powerhouse for the BMW M eDrive system, has been adapted to meet the demands of high-performance vehicles.

With a focus on compatibility with both road and racetrack use, BMW’s Design to Power approach uses a performance-optimized Gen6 cylindrical cell with an enhanced cooling system and the Energy Master control unit, enabling higher power outputs for road and track use. With BMW M-specific solutions, the Gen6 high-voltage battery in the fully electric high-performance models delivers even greater peak and charging performance. Additionally, within the Gen6 technology, the Neue Klasse models offer the highest recuperation values. The high-voltage battery housing also serves as a structural component of the vehicle and is connected to the front and rear axles. The resulting higher stiffness leads to improved driving dynamics.

In related news, Czinger establishes UK base at Mira Tech Park

Tyrone Johnson, managing director at Hyundai Motor Europe Technical Center, said, “The investment at Square Campus is a clear sign of our commitment to the region and reflects the importance of Europe in our long-term growth strategy. The extensive new capabilities at HMETC give us more independence and flexibility, while creating exciting new opportunities for collaboration between our brands. Fundamentally, Square Campus will also support us as we continue to grow our market share in Europe, developing new vehicles and technologies designed around the needs of our customers.”

New capabilities

The 25,000m² site is equipped with the largest semi-anechoic chamber within the Hyundai group, enabling unrestricted noise, vibration and harshness (NVH) and drive-by noise testing with complete independence from weather conditions.

Highly advanced dyno facilities at Square Campus play a key role in development, enabling the comprehensive testing of vehicles and individual components, compatible with all-electric, hybrid and internal combustion engine (ICE) powertrain applications. The facility is also equipped with an EV charging laboratory, a state-of-the-art driving simulator and new facilities for extended electronics system development – including over-the-air-updates (OTA), cybersecurity, and advanced driver assistance systems.

In related news, Site visit: Inside Mercedes-Benz’s light testing tunnel

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