The LMDh prototype first carried out an initial low-speed run at the Paul Ricard Circuit’s Driving Center, before continuing its test program at Le Castellet Airport and then at the Paul Ricard Circuit, right next to ORECA’s Technocentre where the car was designed and developed.

Dan Sayers, WEC Hypercar program manager at Ford Racing said, “Reaching Paul Ricard and getting the car through its shakedown and three full days of running is exactly the milestone we set out to hit. Everything we did in the buildup – the dyno work in Dearborn, the fire-up in France, the countless hours in the sim – was about making sure that when we rolled out onto track, we were ready to be plug and play. There’s a long list of milestones still ahead of us before Q1 2027, but these past couple of weeks has given the team a lot of confidence and strong foundations to build on.”

From design to track

The prototype – the result of close collaboration between Ford Racing and ORECA –  was jointly developed by teams who have been working for several months at ORECA’s Technocentre to prepare for its return to competition in 2027.

Hugues de Chaunac, president of the ORECA Group, commented, “Seeing this Hypercar take to the track for the first time is a powerful moment for all the teams involved in this project. After several months of close collaboration with Ford Racing, these first real-world outings mark an important step in the car’s development. At ORECA, we are proud to contribute to the return of a brand as iconic as Ford to the highest level of Endurance racing, and we are eager to continue this journey with them through to their competitive debut in 2027.”

All six Ford Racing Hypercar drivers attended the test during the week. Logan Sargeant, Matt Campbell, Tom Blomqvist and Mike Rockenfeller took turns behind the wheel, while British drivers Sebastian Priaulx and Nick Yelloly were also on site to gather feedback and prepare for the next phase of testing.

Mark Rushbrook, global director of Ford Racing, said, “This is only the first step of a long and demanding development road, but the fact that all six of our drivers were on hand, working together and pushing this program forward, tells you everything about the spirit we’re building at Ford Racing.”

This first phase of testing marks an essential step in the development of the Ford Hypercar before starting a more intensive test program, in preparation for its homologation under LMDh technical regulations.

Ford Racing Hypercar driver Matt Campbell said, “I’ve been here for the whole test and from my side, it’s gone smoothly. I’ve seen fans online raving about how awesome the sound is, but from inside the cockpit, it’s on another level – it’s absolutely deafening! I’m genuinely excited for what’s ahead with this car. We know there’s a long road in front of us, but this has been a really positive start.”

The Ford Hypercar will continue its development program through several test sessions at European circuits through the end of 2026, before heading to the USA to continue its preparation. Ford Racing will make its return to the highest level of Endurance racing in 2027 with a two-car entry in the top category of the FIA World Endurance Championship (WEC).

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“The Nuvolari project is a striking example of how quickly we at Audi can bring an idea to life – that is ‘vorsprung durch technik,’” said Audi CEO Gernot Döllner. As the OEM states, the new model is much more than a supercar – it guides the way for future Audi developments and provides important impetus for the brand’s technology portfolio.

“The Audi Nuvolari is the fastest and most powerful road car we’ve ever produced,” noted Rouven Mohr, member of the board of management for technical development.

At the same time, the project represents a new kind of collaboration at Audi: from the very beginning, experts in design, vehicle technology, aerodynamics and powertrain worked closely together in an autonomous, focused project team. Short lines of communication, quick decisions and the close integration of all disciplines enabled the development project to move forward at a rapid pace.

“The Audi Nuvolari shows that, when you have the right mindset and close teamwork, you can succeed in delivering rapidly without making any compromises,” added chief creative officer Massimo Frascella.

A development journey across Europe

From the initial designs in Ingolstadt to cold-weather testing with technology demonstrators in Lapland, lightweight construction in Neckarsulm, tests in the Ingolstadt wind tunnel, suspension tuning in southern Spain and high-speed tests in Nardò, Italy, Audi’s engineers worked hand in hand to develop the Nuvolari in record time.

“When the Nuvolari took to the road for the first time, the best part was seeing the expressions on the faces of the people who had developed it,” recalled Döllner. “Seeing something that had existed only as a sketch come to life for the first time was indescribable.”

Final touches with Formula 1 expertise

Four hundred and five days after the initial idea, the project team presented the first driveable prototype. The Audi Revolut F1 drivers then took over testing duties. Gabriel Bortoleto drove the Nuvolari on the high-speed track at the Nardò Technical Center. Before the drive, he stated, “I’m definitely going to push it,” and waxed lyrical about its performance afterward.

At the test track in Neustadt an der Donau, F1 teammate Nico Hülkenberg also pushed the Nuvolari to its limits. “The acceleration and the full system output of more than 1,000ps – that’s a real statement.”

In June 2026, the Audi Nuvolari debuted.

In related news, Audi A2 e-tron racks up the miles during validation testing

At dedicated proving grounds, the vehicle’s agility was tested against a wide range of real-world urban challenges, including unexpected obstacles, emergency lane changes and low-grip wet road conditions. According to the auto maker, continuous refinement of the chassis hard points, steering ratio and rack travel and suspension movement control ensures the vehicle remains composed, responsive and agile in everyday city driving.

Extensive noise, vibration, harshness (NVH) validation has been conducted across multiple demanding environments, including the wind tunnel, acoustic chamber, temperature-controlled four-post rig, proving grounds and public roads. The testing activities encompassed wind noise, road noise, powertrain NVH, thermal NVH, squeak and rattle, and sound quality optimization.

By testing various tire compounds on rough asphalt, grooved concrete and high-speed straights, engineers sought an optimal balance between low rolling resistance for maximum range and exceptional noise reduction. To achieve long-term reliability, the vehicle has been subjected to demanding durability testing over bumpy roads, continuous undulations and potholed urban streets. Targeted impact tests simulated common city-driving scenarios, such as mounting curbs and striking deep potholes.

By refining chassis rigidity and structural stress points, the company says it has ensured that the smart #2 will serve as a highly reliable on-road companion. Complementing this structural resilience, the next generation of the renowned Tridion Safety cell – a structural design first used on the original smart fortwo – combines compact exterior dimensions with a robust structure that meets modern safety requirements, providing high protection, stability, and driver confidence.

Read more on the smart #2 development program in the upcoming issue of ATTI.

In related news, BMW iX3 and Zeekr 7GT score five stars in Euro NCAP 2026 testing

The new protocols categorize testing around four Stages of Safety. Safe Driving assesses how well the vehicle supports the driver and passengers to provide a safer driving experience; Crash Avoidance evaluates how effectively the vehicle identifies hazards and helps prevent or reduce the severity of a crash; Crash Protection looks at how well the vehicle’s structure, airbags and restraints protect occupants and other road users during a collision; and Post Crash examines whether the vehicle’s design and onboard systems can assist emergency responders in treating occupants after a crash.

BMW iX3

The Neue Klasse BMW iX3 50 xDrive delivered an outstanding performance across all stages of the assessment and may be BMW’s safest car to date, said Euro NCAP.

In Safe Driving, the iX3 was praised for its dedicated physical controls for the indicators, hazard lights, horn, headlights and gear selectors, scoring 73%. Its driver monitoring proved effective at detecting driver fatigue and impairment, though it demonstrated lower sensitivity toward short-term visual distraction. During a 2,000km real-world road trial across Italy, France, Germany and Austria, its speed limit assist function identified signage changes correctly in 86% of instances, covering 97% of the driven distance.

According to Euro NCAP, the vehicle’s Crash Avoidance technologies performed well, with its autonomous emergency braking system exceeding the new requirements and showing good mitigation across vehicle-to-vehicle, junction-turning and motorcycle collision scenarios. Euro NCAP also rated pedestrian and cyclist protection favourably, along with the lane departure avoidance system. The vehicle scored 83% in this category.

In Crash Protection, the BMW iX3 scored 86%. It achieved maximum points in all side-impact evaluations, supported by a standard center airbag designed to prevent occupant-to-occupant impacts. Frontal offset testing showed good or adequate protection across all adult body types. The car fell short of full marks in the full-width test due to a marginal driver chest score of 85%, despite earning maximum points for both rear child dummies.

The vehicle scored an outstanding 95% in Post Crash safety. Its built-in e-call setup reliably coordinates with first responders. The electric high-voltage architecture executed very good battery isolation – essential to help minimize the risk of fire – while all electrically actuated door handles extended and remained fully operable post-impact, complemented by an accessible manual override release.

Zeekr 7GT

The Zeekr 7GT Privilege AWD showcased high-performing software intelligence and excellent overall structural crashworthiness.

For Safe Driving, the Zeekr 7GT scored 79%. Its driver monitoring system received maximum marks for detecting acute visual distraction, fatigue and drowsiness. The vehicle also includes sensors that flag incorrect lap-only seatbelt use, a manual front passenger airbag cut-off switch for use with rear-facing child restraints and standard child presence detection designed to alert bystanders if a child is left in the vehicle.

Many of the Zeekr 7GT’s features are controlled through a central touchscreen rather than physical switches and buttons, which resulted in a lower score for general vehicle controls. Over roughly 2,000km of real-world driving through Spain and France, its speed assist system correctly identified speed limit signs in 79% of cases, corresponding to 89% of the total distance covered.

In Crash Avoidance, the 7GT scored 89%. Euro NCAP noted its autonomous emergency braking performed strongly across frontal, reversing and intersection scenarios, and its dooring prevention system successfully warned occupants before opening doors into the path of approaching cyclists.

In Crash Protection, the 7GT scored 93%, achieving maximum points in side mobile barrier, side pole and far-side occupant impact tests, aided by its center airbag configuration. Frontal offset testing showed good or adequate protection for adults and full marks for both rear child dummies. Virtual modeling and sled testing across the 5th, 50th and 95th percentile occupant sizes were used to assess structural performance.

In Post Crash safety, the 7GT matched the BMW iX3’s score of 95%, with automatic high-voltage isolation and automatic door unlocking. The car lost points only because its third-party service (TPS) e-call system did not achieve a maximum score.

“Automotive safety has evolved a great deal since Euro NCAP published its first test results in early 1997, and our organization is proud to have played a part in striving for safer vehicles and roads,” said Dr Aled Williams, program director, Euro NCAP. “We believe Euro NCAP’s latest testing protocols will play a key role in that journey toward safer cars.”

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By integrating advanced hardware and software into a unified interior solution, XiM27 demonstrates user-centric innovation in line with emerging trends, which underscores the company’s position as an industry leader in smart cabin development, the auto maker said.

Designed around scenarios

The XiM27 is designed around a reconfigurable cabin that can shift between a driver-focused layout, a face-to-face lounge, a relaxation setting or a mobile workspace within seconds, with the aim of enabling occupants to use travel time more productively or comfortably depending on their needs.

When parked, swivel seating and social layouts support conversation and shared activities, while automated-driving scenarios open the interior to more restorative experiences shaped by lighting, sound, seating posture and climate.

Flexible architecture

“The cabin components and innovations are production-ready, designed from day one for safe, comfortable experiences in and above AD Level 3, so time in the car finally feels as valuable as time at home or in the office,” said Patrick Nebout, CTO of Yanfeng Technology.

The concept features several seating innovations, including a system that automatically adjusts seat position, firmness and temperature based on learned user preferences. The platform supports modular layouts across three rows, with a face-to-face seating lounge, a rocking seat, a second row that converts to a flat bed, and a third row that can switch between cargo and lounge configurations.

A centralised domain controller connects the XiM27’s interior systems – including infotainment, seating, climate control, door panels and ambient lighting – enabling the cabin to reconfigure between working, relaxing, sleeping and entertainment settings. The interior also incorporates foldable tables, multiple screens and full-length floor rails running the length of the cabin, enaling seats and floor consoles to be repositioned independently.

Holistic wellness, intelligent HMI and immersive lighting 

The cabin “prioritizes user well-being and intuitive human-machine interface (HMI) interactions”, Yanfeng said. In the front cabin, a 35.4in Panoramic head-up display is integrated into the instrument panel, offering clear visual information alongside subtle ambient lighting. To facilitate transitions between manual and autonomous driving, the steering wheel automatically folds into the dashboard.

Passenger well-being is a central design theme, with comfort features designed to support longer travel periods. These include an adjustable ventilation system with variable air distribution, and a sliding and rotating centre console incorporating a dual-zone refrigerator, wireless charging, an extendable worktable and an active oxygen generator with blood oxygen monitoring.

The XiM27 cabin incorporates ultra-thin wrap-around light strips, 3D dynamic light-transmitting surfaces and touch-interactive LUXkin materials, combined with tactile smart materials and integrated displays. Yanfeng said the lighting concept is designed to make the cabin feel responsive to occupants rather than purely functional.

The XiM27 received the Red Dot Design Concept Award 2026.

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Based on the Volkswagen Group’s MEB+ platform, the EV underwent more than 1,500,000km of prototype testing across three continents and a range of climates and conditions, supported by virtual development methods.

Johannes Neft, Škoda Auto board member for technical development, said, “The Škoda Peaq is the result of an extensive development and testing process, during which our engineers verified the functionality and durability of all key components and design elements.

“We tested the Peaq extensively both in laboratories – including climate chambers and wind tunnels – and in real-world conditions, from the heat of the desert to freezing environments 200km north of the Arctic Circle, where temperatures can drop to -40°C/°F. The aim was to verify that all components function correctly and reliably even in these extreme situations.”

The test prototypes were closely monitored by both the development and quality departments. The prototypes were tested in Africa and North America as well as Europe.

In frost and heat

During development, Škoda specialists focused on situations that Peaq customers might encounter. In conditions well within the Arctic Circle, at temperatures below -30°C (-22°F), tests included rapid window defrosting and efficient interior heating. Particular attention was also paid to vehicle behavior on snow and ice, with the aim of achieving optimal grip, stability and reliable operation of the safety systems.

In arid desert environments, Škoda Peaq test vehicles were exposed to intense sunlight for 12 months to assess paint quality and the durability of plastic components. Driving tests in extreme heat also placed heavy demands on the brakes, chassis and cooling systems. On dusty and gravel roads, over which the Škoda Peaq covered thousands of kilometers, engineers validated the interior sealing and the resistance of metal and plastic body components to flying stones.

The electric vehicle accommodates up to seven passengers and offers high driving comfort, balanced driving characteristics and low interior noise levels, creating the ideal conditions to enjoy the brand-new sound system by Sonos.

Making full use of the Volkswagen Group’s latest MEB+ platform, the SUV features new, efficient electric motors, batteries enabling a range of over 600km and an adaptive DCC chassis.

In related news, a rigorous RAM-D program at a military facility has validated the Torsus Terrastorm 4×4 HD

The development of the higher-performance version of the GR Corolla drew on Gazoo Racing’s motorsport experience, specifically its participation in the Super Taikyu Series, and input from Morizo himself, as well as extensive testing at the iconic German racetrack.

The GRMN Corolla was put through its paces in Japan’s Super Taikyu Series and validated using advanced driving simulators, with the Nürburgring playing a central role in the vehicle’s development. According to the engineering team, the circuit’s unique combination of surface changes and road inputs exposed challenges not encountered on conventional test tracks. These conditions were used to refine the vehicle’s handling and responsiveness.

GR has applied the insights gained from GRMN Corolla development to the evolution of the base GR Corolla. For the 2026 GR Corolla, announced in September 2025 and launched in November of that year, the application of structural adhesive was extended by 13.9m to 32.7m to reinforce the body structure, and an added cool-air duct now reduces the rise in intake air temperature during high-load driving. Both were the result of applying lessons learned at the Nürburgring, Toyota said.

Aerodynamic performance

In Super Taikyu Series and similar races, and at the Nürburgring, cars constantly travel at high speeds and experience high g-forces. Maximizing vehicle performance under these conditions requires all four wheels to maintain firm contact with the road.

The GRMN Corolla features aerodynamic performance parts for enhanced road holding. Its hood duct, fender ducts, front side spoilers and rear wing incorporate know-how gained from racing and tested on the hydrogen engine-powered GR Corolla that competes in the Super Taikyu Series.

Fine-tuning of the aerodynamics came at the Nürburgring. This included adjusting the rear wing angle, which features a five-step adjustment mechanism, in 1° increments during driving tests with professional drivers to verify effectiveness and determine the optimal specification.

Suspension fine-tuned 

The GRMN Corolla’s suspension employs exclusive front and rear monotube shock absorbers with rebound springs for improved inner-wheel traction during cornering and for enhanced high-speed cornering performance.

The Nürburgring road surface has areas that induce significant vertical suspension travel beyond that found on typical circuits. To ensure high stability for confident driving, extensive Nürburgring tests were run to facilitate optimization of bump-stop characteristics. The exclusive shock absorbers were developed by adjusting their stroke down to a millimeter at the front and rear for optimal balance.

The control program of the GRMN Corolla’s EPS (electric power steering) was modified from that on the base vehicle to generate the required amount of assistance torque even during cornering under high g-forces. The exclusively tuned 4WD control system provides optimal rear torque distribution during straight-line driving and enhanced stability at the onset of steering input at extremely high speeds.

Internal combustion engine evolution via the hydrogen engine-powered Corolla 

Through its participation in the Super Taikyu Series with a hydrogen-powered GR Corolla, GR has used endurance racing to support the development of hydrogen combustion technology. The high-load racing environment has also provided insights into the performance and durability of core internal combustion engine components.

Drawing on lessons from the Super Taikyu Series, Toyota increased the GRMN Corolla’s maximum engine torque to 415Nm, up 15Nm from the base model. Development focused on improving torque delivery in the 3,600rpm-4,800rpm range commonly used during circuit driving. To help maintain consistent performance during sustained high-load operation, the GRMN Corolla was been equipped with an intercooler spray system in addition to the cool-air duct introduced on the 2026 GR Corolla.

A cockpit designed to unlock an even higher level of performance

To further enhance performance, the GRMN Corolla features a two-seat configuration, with the rear seats removed as part of a weight-reduction program. Toyota says this contributes to a 30kg reduction compared with the base vehicle.

The GRMN Corolla features a redesigned cockpit focused on driver engagement, including a bespoke full-bucket driver’s seat developed using experience from the Super Taikyu Series. Based on race-car driving positions, the seat was been designed to provide increased lateral support while maintaining everyday usability. Its glass fiber-reinforced polymer (GFRP) construction helps reduce weight, and its dimensions were refined to support pedal operation.

The GRMN Corolla will be available in limited quantities, primarily in Japan, North America and Australia.

Related news, Rigorous RAM-D program at military facility validates Torsus Terrastorm 4×4 HD

Analyses were carried out while the vehicle was fully loaded to its 5.5-metric-ton gross vehicle weight (GVW), subjecting the platform, drivetrain, suspension and body structure to repeated high-load impacts, water crossings, mud, side-tilt evaluation and endurance running.

Developed for specialist conversion and demanding civil applications, the Terrastorm 4X4 HD provides a base for emergency response, utility, expedition, remote access, mobile workshop, support vehicle and heavy-duty passenger transportation requirements.

Vakhtang Dzhukashvili, the founder and CEO of Torsus, commented, “The Terrastorm 4×4 HD was created because we saw a clear demand for a heavy-duty, long-wheelbase 4×4 platform with the strength, traction and versatility required for specialist conversion and demanding real-world use. Operators working in remote, challenging or unpredictable environments need vehicles that can carry weight, cover difficult ground and continue performing where conventional platforms reach their limits. That is exactly where Terrastorm has been engineered to operate.

“Completing this 90-day RAM-D validation program is an important milestone for Torsus and for the Terrastorm 4×4 HD. The vehicle has been tested under load, across demanding terrain and through a program designed to reflect intensive real-world use. That gives customers confidence not just in what the vehicle promises, but in what it has proven it can do.

Over the course of the program, the Terrastorm 4×4 HD covered 15,000km while fully loaded. This lifetime test in a combined cycle simulates intensive operational use and equates to 45,000-60,000km of normal driving.

It was driven repeatedly through still and moving water up to 800mm deep, replicating real-world scenarios including river crossings, flooded roads and operations across unstable terrain. High-speed water testing was also conducted to validate the company’s in-house-developed snorkel system and custom breathers for axles and transmission. Tests confirmed stable engine airflow and effective drivetrain sealing, supporting reliable operation even in fast-flowing or flooded terrain.

Terrastorm’s suspension was subjected to extreme dynamic testing, including jump trials designed to simulate severe off-road impacts. Results confirmed strong structural resilience, energy absorption and ride stability under full-payload and high-impact conditions.

The heavy-duty minibus drivetrain was assessed across deep water, mud, ruts and broken terrain. With low range engaged and differential locks activated in conditions including deep holes and diagonal wheel lifts, the system maintained steady forward progress.

Full-scale mud trials were conducted with the vehicle loaded to its GVW. The test site featured deep, sticky clay, uneven trenches and variable traction zones, each designed to challenge drivetrain response, torque distribution and wheel-slip management.

At the VTÚ facility, additional validation included a side-tilt test conducted on the Cargo version of the Terrastorm, fully loaded with euro pallets. The assessment evaluated weight distribution and center of mass under full-payload conditions and extreme lateral forces. Results confirmed that the Terrastorm maintained stability, balance and predictable handling throughout.

The vehicle’s reinforced steel bumper, custom-built by the Torsus in-house engineering team, was assessed for its ability to protect the front structure, powertrain components and lighting units from impacts with rocks, debris and uneven terrain, while its robust geometry supports approach angles and clearance in severe off-road environments.

“With locking differentials, a low-range gearbox, a 5.5-metric-ton platform and the durability required for specialist conversion, Terrastorm gives operators a highly capable base for a wide range of applications, from expedition and emergency-response vehicles to mobile workshops, utility support units and heavy-duty passenger transport. We believe it sets a new benchmark for heavy-duty 4×4 minibuses,” said Dzhukashvili.

In related news, Audi A2 e-tron racks up the miles during validation testing

In the June edition of the mag, ATTI explores the challenges of agricultural vehicle analysis

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.

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The latest tests focused on rigid trucks in the Regional Distribution category, which makes up around 10% of the heavy truck market. These two-axle vehicles, weighing up to 18 metric tons, are typically fitted with curtain-sided or box bodies and are widely used in logistics, operating between urban centers and freeway-linked hubs with high annual mileages. Compared with larger trucks, they generally offer better driver visibility.

Five of the seven trucks tested in the Regional Distribution category achieved Euro NCAP’s maximum 5-star rating – the first time this level of performance has been reached. The results indicate progress among commercial vehicle manufacturers: in 2024, when Euro NCAP began truck testing, only two models attained five stars. That figure has more than doubled within two years.

Each model is tested in three key areas: safe driving (vision, driver monitoring, assistance systems), crash avoidance (active braking for other vehicles, pedestrians and cyclists, lane support) and post-crash safety (rescue information). The models are then awarded an overall star rating. In addition, a CitySafe award is given to every truck that meets a minimum threshold in the assessments most relevant to operation in dense urban environments.

Scania L-Series

Leading Euro NCAP’s independent testing is the Scania L-series, which achieved an overall score of 90%. Designed with a low-entry cab, it was praised for strong direct vision in urban environments and high crash avoidance performance, with its pedestrian and cyclist safety systems scoring 93%. While optimized for city use, its full safety specification delivers strong all-round protection.

5-star performance

Safety is seen as a key selling point, which can only be a good thing for truck operators and other road users.

The Mercedes-Benz Actros and Volvo FM followed the Scania L-series closely with overall scores of 88%, just ahead of the Scania P-series on 87%. Also achieving 5-star status, the MAN TGM scored 80% – a first for the manufacturer. The Actros and FM were highlighted for consistent performance across all categories, while the MAN TGM was praised for strong highway safety, particularly its lane support and autonomous emergency braking systems.

Both the Scania and MAN models have seen their scores climb from three stars to five stars in Euro NCAP tests, reflecting an intensified focus on safety engineering.

Industry response and standardization

The testing highlights differences in how manufacturers offer safety equipment, with some including systems as standard and others offering them as optional extras. The DAF XD was noted for having many safety features fitted as standard, while other manufacturers rely on optional equipment to achieve 5-star ratings. Although these systems typically represent a small share of total vehicle cost, they are considered important for protecting drivers and other road users.

Looking ahead

While the 2026 results for Regional Distribution trucks show continued safety improvements, Euro NCAP is already preparing the next phase of its program. Testing of City Distribution trucks (up to 12 metric tons), which include some of the most common models on European roads, is scheduled for release in November.

Matthew Avery, director of strategic development at Euro NCAP said, “It is positive to see commercial vehicle manufacturers responding to Euro NCAP testing and showing impressive commitment to improving the safety of their new trucks.

“Five 5-star trucks in one round of testing is a very welcome record. And it means fleet operators and their buyers have never had such strong choice of safe trucks in the Regional Distribution sector. But there is a caveat: when ordering a new addition for fleets, buyers need to tick the right boxes for the equipment listed on the datasheet to ensure the best-possible safety. While it might be a slightly more expensive truck initially, it’s a price worth paying to protect your colleagues, other road users and your brand’s reputation. And as we consult with truck manufacturers and partners on how Euro NCAP will revise our testing protocols from 2028, we fully anticipate that this trend toward safer trucks will only continue.”

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