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

Through the program, selected companies may receive funding ranging from US$25,000 to US$250,000 to support deployments on Curiosity Lab’s autonomous mobility route in Peachtree Corners in the US state of Georgia. The program is designed for companies with technology that is ready to move beyond the lab, beyond the closed course, and into live operating conditions.

Curiosity Lab is a living laboratory for place-based deployment in metro Atlanta, built to help companies test next-generation technologies in an active city environment. The autonomous mobility route includes a nearly four-mile smart mobility loop along Technology Parkway and State Route 141, with dedicated autonomous vehicle lane segments, shared and mixed-traffic roadway, enhanced sidewalks, rights-of-way, smart city infrastructure and real destinations throughout the corridor.

The test lab recreates a real city environment with active traffic, intersections, sidewalks, business entrances, commercial activity and public infrastructure. For autonomous mobility companies, it creates an opportunity to validate technology in the kinds of conditions that matter for commercialization, customer adoption and scale.

Curiosity Lab is looking for growth-stage companies and innovation teams working on autonomous mobility technologies, including autonomous passenger shuttles, low- or high-speed autonomous vehicles, autonomous delivery vehicles, sidewalk or curbside delivery robots, autonomous logistics and last-mile mobility systems and robotic mobility systems.

Applications must be submitted by 11:59pm Eastern Time on July 24, 2026. Selected projects will take place in Peachtree Corners between October 1, 2026, and September 30, 2027.

Related news, Hydrogen-powered JCB Hydromax completes UK testing

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.”

Related news, Göpel Electronic introduces universal control solution for single and endurance tests of vehicle components and interiors

The 9,460ft2  site at Book End merges Nio’s former UK facilities at Begbroke Science Park and Bicester Motion into a single unit, comprising a dedicated CAE workspace and vehicle laboratory. The R&D center will support closer collaboration across the UK team and provide a more spacious and efficient base for future vehicle development work as the Chinese auto maker marks 10 years of R&D in the UK.

Danilo Teobaldi, principal chief engineer, Nio, said, “Bringing our virtual and physical UK engineering teams together in Witney will accelerate the development of innovations that improve the user experience. With new facilities, we can ensure Nio’s UK-based team continues to pioneer in areas such as class-leading Euro NCAP results for all three group brands, along with smart chassis system solutions for our global platforms.”

Ten years of innovation

In 2016, Nio established its global R&D center for performance and advanced concept engineering in Oxfordshire. Over the past decade, the operation has supported its global vehicle development programs, from the EP9 electric supercar launched in 2016, through to the Nio ET9, its smart executive flagship EV. Its engineers in the UK have also worked on the development of Nio’s third brand, Firefly, and its first compact EV.

Hui Zhang, vice president, Nio Europe, said, “For a decade, our Oxfordshire team has been an integral part of Nio’s global R&D network, contributing to multiple vehicle programs and engineering innovations across our global portfolio. As we celebrate this milestone, we thank the team for its dedication, expertise and contribution to Nio’s development over the past 10 years. The opening of our new Witney R&D center reflects our long-term commitment to the UK, Europe and international collaboration in advancing smart electric mobility.”

The center will facilitate CAE, computational fluid dynamics (CFD), simulation, safety, Euro NCAP safety assessments, durability, handling and noise, vibration and harshness (NVH) developments. It will also serve as Nio Europe’s focal point for artificial intelligence regulation and representation within the International Organisation of Motor Vehicle Manufacturers’ (OICA) AI Cluster through the SMMT. Additionally, the team will contribute to EU policy and regulatory engagement through UNECE working groups and industry consultations.

Mike Hawes, SMMT chief executive, commented, “This investment highlights the UK’s enduring strength as a center of automotive collaboration and engineering excellence. Nio’s decision to consolidate its R&D activity here in a new, state of the art facility also reflects the depth of British talent and expertise in next-generation vehicle technologies.

“It is a timely reminder that amid fierce global competition for investment, the UK can continue to attract and grow high-value innovation, supporting jobs, skills and the transition to zero-emission mobility.”

Related news, Real-world EV test names Xpeng X9 top performer

Organized by FISITA and the EuroBrake Steering Committee, and held in Mainz, Germany, on June 1-3, the 14^th edition of EuroBrake gathered speakers, 110 exhibitors and 1,100 delegates to explore brake emissions, Euro 7 readiness, software-defined braking and integrated system design in a rapidly evolving field.

A clear message emerged: braking is no longer a standalone component, but central to safety, sustainability, vehicle performance and intelligent system architecture.

Safety first

The plenary session discussed brakes as the baseline for vehicle safety. “As tech advances, safety advances,” said Jan Münchhoff, EuroBrake chair and head of development functions assisted driving and parking, active safety, at Audi. “Brake systems are integrating with software and creating safer, cleaner environments.” For example, speaker Tomohiro Yokoyama, brake-by-wire project manager at Toyota, proposed a brake-by-wire (BBW) solution to address brake misapplication among elderly drivers.

The next emissions frontier

EU data revealed brakes and tires account for nearly half of total particle emissions. To address this, Timo Schmidt, manager for e-drive system design and testing, and Niels Schreuders, project lead for in-drive brake, at Mercedes-Benz, proposed an in-drive brake concept, moving the brake system into the e-drive system, significantly reducing rear axle emissions. Enhanced vehicle dynamics are required to scale the concept. “A torque vectoring module could improve agility and predictability while acting as a differential on the rear axle,” said Schreuders. 

Sustainability also creates challenges. Arianna Pavesi, a materials specialist at Brembo, shared how recycled aluminum alloys can negatively affect the mechanical performance of brake callipers.

Beyond stopping

An OEM panel addressed customer expectations, regulation, cost, electrification, software-defined vehicles and automated driving. Albert Schlecht, head of brake system development at Audi, emphasized high-integration to connect functions, whereas Thomas Sprengel, senior chassis expert at Nio, highlighted pressure to adopt technologies such as brake-by-wire (BBW) to meet customer expectations.

Disruptive technologies include brake-by-wire, open-system architectures, motor disc brakes, in-drive braking concepts and AI-driven development, as well as the need for BBW standardization. Panelists agreed AI’s role lies in accelerating development and optimization rather than safety-critical decision-making. And FISITA CTO Martin Kahl noted, “Braking is evolving from a friction product to an intelligent, electronic system at the heart of vehicle development.”

Reinventing braking

A strategy panel explored how disruptive development pathways rethink system innovation beyond the friction pair. Nico Waegerle, CEO and co-founder at Certivity, said AI can accelerate product compliance but that human-in-the-loop is essential and Frank Beier, developer of actuation and brake components at Volkswagen, noted that reinvented pedal boxes are a major component in future BBW systems. 

Christof Danner, a technical expert in brake systems at the Austrian Center of Brake Competence, said Euro7 is propelling new technologies such as coated discs, electromechanical brakes and alternative brake designs, but that issues remain with BBW brake pedal feeling and integration with all drive systems.

Tires, regulation and emissions

Braking distances depend heavily on tire wear, which was highlighted by Dr Ludovic Grèverie, vice president of technical operations – passenger car and light truck tires at Michelin, who underlined the need for tires optimized for braking performance.

Research from Stockholm University’s Wandera Kisimbiri showed VOC to PM10 emission ratios increase with braking intensity and pad composition, reinforcing the importance of brake particle regulation.

AVL also exhibited its fully integrated AVL Brake Test System, featuring the Particle Sampling Enclosure (see above), which minimizes particle loss and ensures homogeneous aerosol distribution, capturing all particle sizes. AVL’s business marketing specliaist Marina Gross said, “As a key contributor to GTR24 and UNR179 on brake emissions, AVL also presented its latest research, underlining its commitment to shaping future brake emissions regulations for light and heavy duty.”

Chassis integration

FISITA’s Advanced Chassis Technology Expert Group highlighted how integral braking is to the chassis ecosystem, with software-defining system behavior. “EuroBrake is the premier global forum for brake development and technical discussion,” said Fabio Squadrani, senior manager for braking systems at Applus Idiada and chair of this FISITA expert group. “This year spotlighted a fundamental shift across OEMs and Tier 1 suppliers: the recognition that brake systems are no longer standalone components, but integral elements within a holistic motion control ecosystem.”

Testing and development tools

Anton Tworek, a development engineer at MdynamiX, presented a unified approach to HIL- and DIL-connected testing of brake systems for robustness and driver acceptance, and noted that standard simulators aren’t fully suitable for brake development.

“The market needs to speed development,” said Tristan Schwandke, head of sales and marketing at Mdynamix. “Our HiL solutions increase efficiency by bridging SIL/MIL to real testing. Chassis systems, such as steering and braking, are integrated in a real-time simulation environment with DIL. You can calibrate/tune ECUs and test drive in one loop.”

Process tools

Advanced image processing and deep learning techniques for corrosion detection and evaluation of brake discs were presented by Brembo SGL Carbon Ceramic Brakes data scientist Lorenzo Rota and R&D testing laboratory head Giovanni Arena. “Cosmetic corrosion on brake pads should be measured for customer perception, benchmarking, and continuous improvement,” said Lorenzo. “A missing component in the testing workflow to meet the ISO standard is a quantitative, objective evaluation. Using main field image processing and AI, the most relevant KPI is the ratio between the corroded and total surface area.”

Beyond automotive

The event touched on passenger cars, commercial vehicles, bicycles, motorcycles, and trains. Klaus Jaeckel, manager of wheel brake systems at Daimler Truck, chaired the HDV session, and said, “Upcoming legislation on the regulation of brake particulate emissions has led to many HDV presentations. I have received excellent feedback from HDV OEMs, brake and lining manufacturers and universities.”

“Innovative solutions are taking braking away from the corners into the center of the vehicle, integrating it into the electric motor and transmission unit,” said FISITA CTO Kahl. “But more needs to be done for friction brake systems on current platforms and vehicles launched in the next few years.”

The EuroBrake Student Opportunities Programme (ESOP)

FISITA CEO Chris Mason shared how EuroBrake is supporting young engineers to learn about mobility and braking technology, through the Harald Abendroth Award as well as special recognition of the top three EuroBrake poster presentations and the top three ESOP poster presentations.

FISITA’s Intelligent Safety Group will be speaking at this week’s Autonomous Vehicle Tech Expo Europe, which will take place at the Messe Stuttgart, Germany, on June 23-25. 

Read more about Autonomous Vehicle Tech Expo Europe here.

Autonomous Vehicle Tech Expo, Automotive Interiors Expo and Automotive Testing Expo together comprise Vehicle Tech Week Europe, the continent’s landmark event for vehicle technology.

The starting point for the tire was Continental’s EcoContact 7, which was then adapted to Renault Group’s requirements. The tire maker combined a specially modified tread compound with a customized sidewall design and an optimized tire construction.

Continental and Renault Group used state-of-the-art virtual development and testing methods in their joint work. A key element was Continental’s driver-in-the-loop simulator, which enables tire characteristics to be evaluated and optimized under realistic driving conditions at an early stage of development. Renault Group’s Roads driving simulator was also integrated into the process, digitally replicating real-world driving conditions and enabling reproducible testing in a virtual environment.

By combining the capabilities of both systems, test scenarios could be seamlessly replicated and development processes accelerated. The use of such methods improves development efficiency and reduces the need for physical test tires.

Dr Christian Strübel, a Continental expert on the rolling resistance of car tires, said, “Together with Renault Group, we are improving the efficiency of its new electric vehicles. Our tailor-made tires have very low rolling resistance, which significantly increases range.”

Around 20% to 30% of a vehicle’s energy consumption, regardless of drive type, is due to rolling resistance. The lower the rolling resistance, the less energy is lost through natural deformation and friction as the tire rolls along the road. This is especially important for electric cars, where lower rolling resistance directly reduces energy consumption and can help extend driving range. At the same time, tires play a critical role in vehicle safety – they are the only points of contact between the vehicle and the road. The friction generated between the tire tread and the asphalt provides the grip required for effective braking and stable handling.

“Extremely low rolling resistance is key to enhancing the range of electric vehicles. With Continental, we have a strong partner by our side: thanks to our long-standing collaboration in original equipment, we can jointly develop solutions that have the potential to deliver real added value for our customers,” said Nicolas Champetier, VP Innovation at Renault Group.

In related news, Texas Instruments develops high-cell-count EIS-enabled intelligent battery monitor

“From technological innovation to the localization of manufacturing and R&D across Europe, supported by a truly global product line-up, MG continues to push the boundaries of what is possible – making advanced technology and sustainable mobility accessible to more people than ever before,” said William Wang, managing director, MG UK and Europe.

The site will integrate vehicle research and development, advanced manufacturing, core component supply and intelligent logistics operations, forming a fully connected, end-to-end industrial ecosystem. This platform will significantly expand localized production and sourcing, strengthening the resilience, responsiveness and agility of MG’s European supply chain.

MG will deepen collaboration with leading European technology partners, research institutions and local suppliers to accelerate innovation across key future-facing domains, including next-generation battery technology, intelligent mobility systems and clean energy solutions.

This announcement comes at a pivotal moment for the European automotive industry, as the EU’s 2035 zero-emission targets continue to accelerate the shift toward electrified mobility.

Wang said, “Through our ‘In Europe, For Europe’ strategy, we are not simply responding to the future of mobility – we are helping define it. By investing in local capabilities, strengthening our European footprint and fostering a more competitive automotive ecosystem, we are accelerating Europe’s journey toward a cleaner, smarter and more sustainable mobility future.”

Related news, Liquid hydrogen prototype marks next milestone in Toyota’s hydrogen development journey

Kessels has more than 20 years of experience within the Volkswagen Group, a PhD in mechanical engineering from the North West University in South Africa, and four years as director of R&D at FAW‑Volkswagen China. For more than a decade, he has contributed to the VW Group’s electrification journey, including the development of advanced battery systems. In line with the new brand group Core governance model, he will report to Markus Haupt, CEO of SEAT and Cupra, as well as to Kai Grünitz, member of the brand group Core board of management responsible for technical development.

Haupt said, “We are excited to welcome Joost Kessels for this new chapter. His strong technical background and deep experience in the group, including his role in China, make him the right leader to drive this next phase for our company. While we continue to lead the Electric Urban Car Family on behalf of the Volkswagen Group, we will now also start taking over the leadership of the electric MEB21 platform. A clear recognition of our work and demonstration of how much potential lies ahead for our company and the Iberian Peninsula.”

With the electric MEB21 platform, SEAT and Cupra will, for the first time in its history, assume the leadership of the technical development of a group platform. This mandate marks a significant milestone for the company further consolidating its responsibility for the region and strengthening its role within the group.

Grünitz commented, “I am very happy that Joost Kessels will take on responsibility for the development of SEAT and Cupra. With lean structures and accelerated decision-making processes, we will elevate development across the BGC-network to a new level. Our focus will be on achieving highly competitive development timelines and costs.”

Vehicles built on the MEB21 platform include the Cupra Raval and Volkswagen ID Polo, produced in Martorell, Spain; the ID Cross and Škoda Epiq, produced in Navarra, Spain; among others. The MEB21 platform, developed within the MEB+ matrix, debuts a new front‑wheel‑drive architecture with a highly efficient electric drive that cuts complexity, components and weight.

Haupt added, “I would also like to express my sincere gratitude to Werner Tietz, who has played a decisive role in making the Electric Urban Car Family project a success. I’ve truly enjoyed working with him, and I know it will be a special moment for him to see the CUPRA Raval on the streets this year. His contribution has left a lasting mark on our company.”

Related, Randle Engineering strengthens team with vehicle dynamics specialist Javier Maruenda

“It was a great start yesterday (May 19) with the launch of our smart prototyping concept with lots of positive feedback from customers and partners,” said Tanneke Reinders, executive VP at HBK. “From this morning’s presentations we really see ‘smart testing’ coming alive. The key is transforming from data creators to data interpreters – that’s the main shift for us. It’s about connecting data in one ecosystem. When we talk about data, especially the amount of data and fragmentation of it, we want to support.”

This year there were multiple tire-focused presentations, highlighting the critical role of the tire and its relationship with the vehicle. It seems tire and vehicle developers are working closer together than ever to refine their use of simulation and tighten the integration between the digital and real worlds. This was exemplified in the opening presentation by Alessandro Capobianco, R&D specialist for tire models and vehicle/DIL simulation at Bridgestone, and Eric Walter, vehicle dynamics CAE engineer at VW (both above), who provided an insight into their vehicle/tire co-development work.

Another of ATTI’s highlights from the summit was the Nissan and Horiba Mira presentation (right), in which the two speakers, Leo May, lead simulation engineer, Nissan Motor Corp, and Stratos Stratoudakis, a consultant at Horiba Mira, detailed how they are working together to prioritize virtual development by moving it further forward in the cycle, with the ultimate aim of reducing development time by 25%.

Marc Hedrich, a development engineer at event exhibitor Team Rosberg Engineering, said of the company’s attendance at the summit: “We are presenting our expertise in providing simulation models. The focus for us is to learn new things because software is ever evolving and you don’t want to be left behind. I like this year’s approach of trying to get the best data and not the most. I’ve learned already how others such as Mercedes-AMG are using these tools. It’s cool to connect with companies that are doing similar things and others that are doing things we’ve never heard of.”

This morning concluded with a presentation from the rarely heard-from Tesla (top), which gave insights into the company’s NVH analysis using a simulator.

Francesco Calabrese, who was attending as an exhibitor representing Fraunhofer ITWM as well as the institute’s spin-off, Virtual Tire Technologies, said, “It’s a good event to push the word for using more simulation with the goal of spending less money on prototypes. What I like is the excitement in this field as it grows – every year there are significantly more people which is a sign people are understanding the importance of it.”

Another OEM getting to grips with driver-in-the-loop simulation was Alpine. Rémi Auman, expert leader in simulation for ride and handling, noted that his team is targeting three areas for 2026 (see image below): enhancing driver immersion – an ongoing challenge for all developers; increasing the use of sim-workbench services; and improving multibody models. For comfort studies, Auman stated that the auto maker’s models are quite mature, so the next steps will be to adjust the settings and, “maybe in the future, we’ll be able to achieve real-time simulation,” he said.

With the conference’s emphasis on data harnessing, Cosin Scientific Software, which has been a partner of VI-grade for more than 15 years, launched its fresh approach to tire data management. With an increasing amount of users, the company has run into scaling problems when distributing high-quality input data. Developing countries especially cannot afford high-quality input data. To address this, the company has created a marketplace with a digital rights management system where tire data providers can market their data through Cosin’s software on the platform.

Cosin MD Gerald Hofmann explained, “Up until now, tire data has been sold as data files. This means once the data is out your hands, then it’s out in the wild. You can’t build a business model on this, which is why this data is very expensive. By putting the data under a digital rights management scheme, then the data provider can sell it using pay-per-use models.”

According to Hofmann, the development of this tire data library was an unexpected but welcome development for visitors: “We are very excited to see how this will be adopted through workflows which are currently very static. We’re hoping to break this up by giving access to a variety of input data. Users can allocate budget for a library of tires to choose from during the development cycle.”

AI specialist JuliaHub exhibited its latest technology, Dyad 3.0, which combines scientific machine learning with Gen AI. According to JuliaHub head of business development Europe Michael Hoffman, its name comes from its dual capabilities in performing controls and system modeling.

Asked what the company’s USP is, Hoffmann emphasized that having a single AI agent that can replace multiple tools is a powerful offering: “When we started Dyad we had AI mind – it wasn’t an afterthought where we had to do a plug-in. This means that the agent knows our architecture, and it only has to deal with one language.”

As expected, Dyad was met with both excitement and skepticism at the HBK SPS.

“We feel when talking about smart testing, we can add value,” added Hoffmann. “You have the measurements and we have the people to get the mathematical models or to refine their simulation models. For example, our value proposition to Rebel Dynamics [a servo platform partner of VI-grade], is that they have a mathematical model of their system, but they also have measurements, and there are differences between the two. We could help them minimize those differences so they can achieve better control.”

Related news, rFpro develops Japanese test route digital twin for virtual vehicle development

Kodiak is testing and validating camera samples from Bosch and has integrated early prototype sensors into its SensorPods, which house autonomous driving hardware. The company is also evaluating Bosch vehicle actuation components as part of ongoing development and testing.

Since announcing their collaboration in January 2026, Bosch and Kodiak AI have progressed from strategic alignment to joint engineering work.

“The quick transition to tangible engineering progress underscores the velocity behind this collaboration,” said Don Burnette, founder and CEO, Kodiak AI. “By validating Bosch’s sensors and components, we are deep into the ‘how’ of high-volume production. Our rapid progress is proving we have the shared ability to execute on the roadmap to industrialize the Kodiak Driver at scale.”

The collaboration is focused on building a robust, production-ready autonomous platform that integrates hardware, firmware and software interfaces required to deploy the Kodiak Driver, Kodiak’s AI-powered driving system.

“Our progress highlights our readiness to move from strategic alignment to industrial execution as we work to bring scaled autonomous trucking to fruition,” added Peter Tadros, regional president, power solutions, Bosch North America. “This cooperation has accelerated and deepened our understanding of real-world autonomous vehicle requirements and helped us forge a path for scaling redundant autonomous driving technology for the entire ecosystem.”

By combining Kodiak AI’s autonomous driving technology with Bosch’s manufacturing expertise, the collaboration aims to support the development of a scalable autonomous trucking platform. The focus is on modular design, serviceability and system-level integration to enable future commercial deployment of driverless trucks.

Recent news, Univrses AI technology integrated into Pirelli Cyber Tyre platform