Porsche Formula E pilots will have a new model, the 975 RSE, for the coming season. The Porsche Newsroom took a deep dive into the technical development of the Gen4 race car at the Weissach Development Centre

Nico Müller, Formula E factory driver since 2024, has dubbed the new Porsche 975 RSE race car “the Beast.” A maximum of 600kW (816ps), a top speed of 335km/h, and acceleration from 0km/h to 100km/h in 1.8 seconds – these values are enough to put a smile on any race car driver’s face.

Building on the success of the predecessor: The 99X Electric

The name alone, 975 RSE, pays tribute to Porsche Motorsport’s 75th anniversary this year. The groundwork was laid when Pascal Wehrlein clinched the world championship title for drivers in the 2023/2024 season. The Porsche Formula E team went on to win the manufacturers’ and teams’ championships one year later.

The Gen4 race cars represent consistent optimization of the earlier champion vehicles. They’ll enter the 2026/2027 racing season with big wings and plenty of downforce, for a design that’s visually closer to Formula 1, but more importantly will drastically improve grip for faster cornering.

“Formula E has become so fast in just around a decade that we now need aerodynamic downforce,” said Olivier Champenois, technical project leader Formula E at Porsche Motorsport. “But there’s no downforce without drag, which increases energy consumption. To further address this topic, we have two aero packages with different body components: a low-downforce package with less drag for racing and a high-downforce package with more downforce for qualifying, where energy consumption doesn’t matter. We’re talking about up to 150% more downforce than before.”

Visually like Formula 1, internally very different 

The Gen3 Evo 99X Electric powertrain achieves more than 97% efficiency, according to Porsche, compared with less than 55% for the previous generation of Formula 1 race cars. The efficiency is supported by regenerative braking, with energy recovered during deceleration and returned to the battery at rates of up to 700kW, helping the Porsche 975 RSE complete races lasting more than 45 minutes with a usable battery capacity of 51.25kWh.

In fact, the battery contains just around half the energy needed for the race at the starting line, which makes Formula E unique, Porsche says. In other words, it’s the most energy-efficient Formula race car, despite the new aerodynamics, which generate more downforce and are more susceptible to wind than before. “The 975 RSE produces 71% more peak power than its predecessor,” says Champenois.

Durability up, weight and costs down 

Formula E teams operate within energy limits set by the regulations, requiring developers and drivers to maximize efficiency during races. FIA-mandated standardized components also limit the scope for teams to improve performance through in-house development, with the Gen4 regulations retaining common chassis, aerodynamic components, tires and battery systems; as efficiency improves, factors such as weight, durability and cost have become more prominent development priorities.

“Although we’re developing more components in-house, the overall weight of our parts package could not increase by more than 5kg,” says Champenois. “But we were able to make many parts lighter.”

Race car development closely mirrors the development of production sports cars in terms of agility and the myriad demands. However, the cycles in racing are much shorter.

The engineers began with the powertrain of the final iteration of the Gen3 Evo vehicles. Porsche was able to incorporate elements developed in-house: the rear-axle electric motor, the transmission, the differentials, the driveshafts and other powertrain components at the rear axle, and cooling and chassis components at the rear. Not to mention all the operating software. The 975 RSE’s control units contain more than 1.5 million lines of code, broken down into well over a hundred individual modules, each of which fulfills a specific purpose.

A whole new level of recuperation

The software also controls, of course, the energy that the wheel feeds back into the battery when the brakes are applied. That is the key performance factor on the racecourse. Recuperating lots of energy ahead of curves allows you to go full power on the next straight. The 975 RSE’s permanent all-wheel drive supports recuperation power of up to 700kW. In fact, around 50% of the racing energy used by the new Formula E race car comes from recuperation.

The oil-cooled permanent magnet synchronous motor at the rear axle has proven to be a true recuperation marvel and can alone recover energy with power of up to 350kW. An electric motor with water jacket cooling offering the same performance values would have to be around 1.5 times larger.

A closely related version of the 975 RSE’s direct oil-cooling system is also used in the Cayenne Turbo Electric, highlighting technology transfer between Porsche’s racing and production programs. The collaboration also extends to the test benches at the Weissach Development Centre, where components for both road and race cars are evaluated.

From the test lab to reality 

Components undergo testing on the test bench when engineers want to assess their performance and durability before a complete vehicle is available. These components are integrated into the electronic loop, a digitally simulated vehicle environment.

This in-the-loop testing replaces components like control units and therefore enables testing in the lab, even if the physical vehicle exists only in fragments. The scope of this testing has further expanded with the new generation. “The Gen3 was already complex in its own right, but the Gen4 systems are much more so,” confirms Champenois. Due in part to new levels of freedom in calibrating and controlling the axle differentials. After all, every test scenario that can be reproduced on the test bench reduces development costs. The connection to series production is visible here, too.

But the test bench is not reality. Despite state-of-the-art digital tools, it still falls short of reality, which is what makes test-driving indispensable. This is especially true in racing. Nico Müller and Pascal Wehrlein have therefore been testing the 975 RSE on the racecourse since November 2025 – for final calibration of all the systems.

Fans will see the Gen4 car in competition from December 2026, when the Porsche Formula E team is set to field the 975 RSE with drivers Nico Müller and Pascal Wehrlein.

EXPLORE: Inside Stellantis’s new battery technology hub in Canada

The September 2026 issue is now available online! Packed full of news, interviews and features, including:

Cover story – Interview: Dong Chul Park: The former head of sound design at Hyundai reflects on what worked during his time at the OEM and explores new directions for the future

Tech Insider – Smart: The OEM’s new engineering center in Germany combines the strengths of two very different automotive cultures, explains Dr Tilo Schweers, VP of R&D for Europe

DAQ in connected fleets: Edge computing and 5G are refining automotive data acquisition, as the ‘capture everything’ era comes to an end

Lubricants testing: Far from simply offering incremental gains, the impact of lubricants can be transformative. How are the latest formulations being scrutinized to ensure performance?

Ford & road load data: Having adopted a new road-load data-management architecture, engineers at Ford are excited to see what they can achieve as they begin to unlock its full potential

New facility inspection: Ford is building a unique facility in Long Beach, California, to develop a new generation of mid-size electric vehicles

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Download the Automotive Testing Technology International App NOW to read the latest issue! The App is free and gives you access to a library of back issues.

The discussion will examine:

• Why transparency, communication and trust are important;
• The different definitions of transparency;
• What can happen when trust and transparency break down;
• How companies can improve communication and reduce silos from cultural and toolchain perspectives;
• Where and how data enters the picture;
• Who should have access to data;
• US laws addressing transparency and whistleblower protection.

One of the problems the session will explore is how seemingly reliable test data can lead teams to the wrong conclusions when the conditions behind that data are not properly understood or communicated.

“Weak configuration management can cause teams to compare results from different hardware, software, calibration, equipment or environmental conditions,” Quigley says. “The result may look precise while answering the wrong question.”

Quigley will also highlight the importance of maintaining context as data moves between different tools and systems, particularly as more of these processes become automated.

“Use common identifiers and metadata so context survives movement between tools,” he recommends. “Automate routine transfer but retain human review of meaning, uncertainty and risk.”

Ultimately, the discussion will look beyond the technology itself to consider how organizations can build greater trust in the evidence they generate – and what happens when that trust breaks down.

Join ATTI and Jon M Quigley at Automotive Testing Expo North America, which will take place at the Vision Credit Union Showplace on October 27-29. It’s free to attend – register now

Read Jon’s column in the June edition of ATTI, in which he explores where efforts to achieve an ISO/IEC 17025-ready lab can often fall short

The September edition is due to land very soon, so keep an eye out for it

The North America Battery Technology Centre in Windsor, Ontario, is a major new hub for Stellantis’s battery development and validation work across the region. Spanning more than 8,600m², the facility supports testing of battery cells, modules and packs for battery-electric and hybrid-electric vehicles, helping validate performance, durability, reliability and safety under both normal and extreme operating conditions.

The center includes 35 walk-in climatic test cells capable of supporting up to 63 simultaneous pack tests, along with 11 reach-in test cells that can support up to 132 simultaneous cell tests. Its equipment can test battery pack charge/discharge capability at up to 1,100kW, and cells at up to 3kW, across extreme environmental conditions ranging from -40°C to 65°C, with high-speed temperature ramp rates.

Construction began in late 2023 and was completed at the end of 2025. The facility is expected to create approximately 55 highly qualified engineering and technical positions and is part of Stellantis’ broader US$2.6bn investment, announced in May 2022, to secure the future of its Canadian operations, expand the Automotive Research and Development Centre and accelerate the company’s transition to electrification.

It also complements Stellantis’s global battery development network, including a sister Battery Technology Center in Turin, Italy. The Windsor and Turin facilities have similar testing equipment and capabilities, enabling Stellantis to share valuable data and learnings to support the company’s global engineering network.

What types of projects will the North America BTC undertake for Stellantis? 

The facility will support non-destructive validation testing of battery cells, modules and packs, as well as root-cause analysis and engineering investigations related to battery performance and quality. Its work will help validate battery systems throughout the development cycle, improve engineering agility, reduce reliance on external testing resources and protect Stellantis’s internal expertise and intellectual property.

How does the BTC build on Stellantis’s relationship with the University of Windsor and other academic partners? 

The Battery Technology Centre builds on the ARDC’s long-standing collaboration with the University of Windsor and other leading Canadian universities, including McMaster University and the University of Waterloo. These partnerships support research into critical industry priorities such as electrification, advanced powertrains and lightweighting. Over the past 30 years, the ARDC has also hosted more than 800 engineering student placements, giving students hands-on industry experience and helping develop the next generation of automotive engineering talent.

How would you describe the current role of the ARDC within Stellantis’s broader R&D ecosystem? 

The ARDC in Windsor plays a critical role in Stellantis’s product development work, contributing to engineering and development for nearly every vehicle launched by our North American brands, as well as several global models. The 93,000m² site is home to approximately 800 employees and includes six road-test simulators, proprietary software development capabilities and a wide range of research and development support facilities that are unique to Stellantis’s North American footprint.

With total research and development investment in Canada now exceeding US$1.4bn, the ARDC remains a key part of Stellantis’s North American engineering footprint. Its work supports vehicle development, strengthens local technical expertise and provides valuable hands-on experience for post-secondary students through co-op placements and advanced research projects that support product development priorities.

Has the ARDC’s focus changed under Stellantis’s new FaSTLAne 2030 strategy?

The ARDC’s work continues to evolve in line with Stellantis’s FaSTLAne 2030 strategic plan, which includes significant growth ambitions through 2030 and expanded market coverage through the launch of 11 all-new vehicles in North America. The Battery Technology Centre is a clear example of that direction, reinforcing Stellantis’s commitment to advancing battery technology and supporting the next generation of electrified vehicles. Our strategy is built around customer choice, affordability and disciplined execution, regardless of technology. As such, the ARDC is equipped with a wide variety of technical capabilities to support the development of a range of products and propulsion systems based on customer demand.

EXPLORE: Are standard heat release combustion models a match for future fuels?

Created specifically to meet the demands of Cross Car racing, the ZZXC extends Nova Motorsport’s mixed-surface competition portfolio alongside its existing multichampionship-winning Rallycross (RX) and Autocross (AX) products.

The development concept

Nova Motorsport drew upon the decades of competition tire knowledge within its engineering team, including experience gained through the design, development and manufacture of Avon Motorsport products for Rally, Rallycross and Autocross competition. According to the company, the result is a highly innovative tire package that offers teams a series of unique advantages.

The Nova ZZXC rear tire features a distinctive asymmetrical tread pattern. Unlike a directional design, the rear tire can be fitted on either side of the vehicle, meaning competitors only need to carry one spare rear tire rather than separate left- and right-sided products.

Nova Motorsport developed the rear tire’s outer shoulder with larger tread blocks to maximize durability under load. In contrast, a more open inner tread pattern has been created to generate greater traction. The tire design aligns with the relatively low levels of camber typically used in Cross Car chassis setups.

The rear tire has been developed to enable competitors to adjust the profile by altering the tire pressure. Lower pressures create a flatter profile ideal for dry conditions; increasing the pressure can create a more crowned profile better suited to wet and muddy surfaces. In these conditions, the aggressive open tread allows the larger blocks to engage more effectively while helping the tire evacuate mud.

For the front tires, Nova Motorsport retained the directional characteristics familiar to Cross Car competitors while developing a distinctive new tread. An arrow-shaped central block combines with larger blocks on either side, providing better management of the wear and loading generated during aggressive steering and cornering.

Philip Carder, product category manager at Nova Motorsport, said, “From the outset, we were determined to create a genuine Cross Car tire that would provide a new level of performance, rather than adapt a product developed for another discipline.”

Successful benchmark test

Nova Motorsport conducted a comprehensive track evaluation of the Nova ZZXC at Circuit Parc de la Serra in Mollerussa, Spain, with David Méat, three-time FIA European Cross Car Champion, at the wheel.

The test program evaluated the tire across a wide range of performance criteria, including start-line traction, acceleration, braking, steering response, cornering behavior and durability. The Nova ZZXC was also benchmarked directly against established competitor products.

“Testing on such a demanding circuit and in extreme conditions gave the Nova ZZXC nowhere to hide,” said Méat. “The traction off the start was particularly strong, and that gave me a lot of confidence through the corners and into the braking areas. There was plenty of lateral grip when the tire was loaded up, and the overall performance was very encouraging for the first test of a completely new product.” Further validation was provided by champion driver Olivier Barré at Circuit Nicolas Klein in Is-sur-Tille, France.

The Nova ZZXC was presented in Lohéac, France, in August 2026, during Round 6 of the eight-round Rallycross France championship.

In related news, Hoosier launches road-legal TrackAttack Pro tire with motorsport DNA

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).

Recent news, Aston Martin Valkyrie undergoes technical development test at Silverstone

The IATF 16949 certification covers E-Con Systems’ automotive camera portfolio across four camera types: forward-facing cameras, rear-view cameras, surround-view cameras and driver monitoring cameras, spanning the core vision systems used in mobility applications. E-Con Systems’ automotive cameras are also validated on leading platforms like Nvidia Jetson, supporting a proven path from prototyping through production.

IATF 16949 certification reflects improvements across E-Con Systems’ quality management processes, including risk-based thinking throughout the product lifecycle, product and manufacturing risk mitigation, and structured controls for safety-critical characteristics. The certification also covers customer-specific requirements, error prevention, design-for-manufacturability, APQP and PPAP processes and enhanced quality management across the supply chain.

“As autonomous vehicles and intelligent machines increasingly depend on vision to perceive and respond to the world around them, the quality and reliability of every camera we design and manufacture become mission-critical,” said Ashok Babu, president at e-con Systems.

“The IATF 16949 certification reflects years of discipline built into how we design, develop, and manufacture our vision systems – giving automotive customers a design-responsible partner who identifies and addresses risk early in the product lifecycle, not after it reaches the field.

“We are now extending that rigor from quality to safety: we are actively developing ISO 26262 functional-safety-compliant cameras for automotive and mobility applications. Together, IATF 16949 and ISO 26262 reflect a single commitment – automotive-grade quality in how we build, and functional safety engineered in by design.”

Recent news, AI helps Hyundai unlock decades of crash test data

The rapid development of China’s automotive industry was evident across the show floor, with OEMs, Tier 1 suppliers, testing organizations and technology providers exploring how testing and validation need to evolve alongside increasingly electrified, connected and software-defined vehicles. 

From intelligent driving and HIL to high-speed data acquisition, power electronics, NVH, emissions and durability testing, the exhibition reflected an industry facing the same fundamental challenge across many markets: how to develop and validate increasingly complex vehicles more quickly while maintaining confidence in the results. 

Automation and data reshape vehicle testing 

Automation was one clear response to this challenge.  AB Dynamics showcased its latest technology for automating durability testing, using driving robots to remove test drivers from harsh proving-ground environments while improving efficiency, accuracy and repeatability. 

“By automating the process, we can remove drivers from that harm, but we also get benefits in efficiency because one operator can manage a fleet of vehicles rather than having to be one-to-one vehicle to driver. Driving robots also bring new levels of accuracy and repeatability,” explained the company’s director of track test systems, Andrew Pick. 

For Pick, the development of testing technology is closely linked to the remarkable evolution of the Chinese automotive market. Having first visited Shanghai in 2007, he has seen the transformation of China’s vehicle technology firsthand. “What we see now on the roads is amazing, with electric vehicles and all of the safety technology that’s on board, and we’re really pleased that as a company we can help support that journey in the testing and development of this new technology.” 

The shift toward software-defined vehicles is creating another set of pressures, particularly around testing speed and infrastructure. VCarSystem presented its cloud-based cluster testing solution, designed to standardize customized test environments and allow resources to be managed centrally. 

According to the company’s deputy general manager, Zhang Zhongyi, the solution is attracting strong customer interest as software development and vehicle launch cycles accelerate. “The launch cycle of the whole car is also very short. In the testing stage, it takes a lot of time and investment. Our solution can quickly help our customers land their testing plans, ensure the quality of the software and reduce the cost to a relatively low level.” 

The growing importance of data and measurement was also visible throughout the exhibition, with suppliers showcasing technologies designed to help engineers collect, synchronize and interpret increasingly complex datasets. 

Testing for an increasingly electrified and intelligent vehicle 

Electrification continues to reshape requirements across the testing chain, from power electronics and charging to NVH, reliability and safety. 

Hioki China, for example, brought its latest measurement equipment to the show, including solutions for high-voltage testing and partial discharge measurement. The company used the exhibition as an opportunity to discuss with existing and new customers the challenges emerging from the development of China’s automotive industry. 

“We look forward to sharing some of the pain points we have encountered in the development of the Chinese automotive industry with our new and old customers, sharing our testing technology to bring more measurement and testing value to our customers,” said Yibin Liu, the director of Hioki Shanghai. 

Elsewhere on the show floor, technologies for autonomous driving, ADAS, NVH, vehicle dynamics, emissions and environmental testing demonstrated how broad the testing requirements have become as vehicle architectures continue to evolve. 

The Technology Presentation Stage, which ran across all three days for the first time this year, provided another perspective on these developments. Presentations covered intelligent-driving testing, AI-powered validation, simulation, reliability engineering, HIL, XIL, connectivity and future mobility, and the sessions were well attended throughout the event. 

China’s testing ecosystem attracts international attention 

Although most visitors came from China’s automotive industry, the event also attracted international testing specialists interested in the country’s expanding technology and equipment ecosystem. 

Nailya Diyarova, regional manager at independent testing laboratory  Exotest, attended the exhibition for the first time. The company performs automotive testing in markets including France, Russia, India, Brazil and South Korea, and Diyarova came to Shanghai specifically to explore Chinese testing equipment and potential future collaboration. 

“I know that China is one of the best at this kind of testing, in simulation tests, and in making equipment. So we are interested in seeing suppliers in China of equipment such as climatic chambers, salt spray chambers, durability testing systems and also simulation test systems,” she said. 

Diyarova’s visit reflects the increasing relevance of China’s testing technology supply chain beyond its domestic market, as equipment manufacturers and solution providers continue to develop capabilities for increasingly sophisticated vehicle programs. 

Face-to-face connections remain at the heart of the exhibition 

However, technology was only part of the attraction for visitors. The opportunity to meet suppliers, compare solutions and begin conversations for projects beyond the exhibition remained a central value of the event. 

Jiawei Dong, an engineer from Beijing Automotive Technology Center, said his team arrived with specific requirements and identified several potential suppliers during the show. “We came here with a purpose. We have found three or four suppliers that we are interested in. We exchanged contact details with some of them and there may be some further discussions after the show, including some of the conversations we started here.” 

That emphasis on direct engagement was echoed across the show floor, where exhibitors demonstrated equipment and technologies in person, and visitors discussed specific testing requirements directly with technical teams. 

Celebrating 20 years 

The 2026 event also marked 20 years of Testing Expo China – Automotive. 

As part of the anniversary celebrations, 25 exhibitors that have supported the show over the past two decades were recognized with commemorative Longest-Standing Exhibitor awards. Representatives from companies including AB Dynamics, Dewetron, dSPACE, ESPEC, Hongke Technology, Horiba, Keysight, Intrepid Control Systems, Ono Sokki, Oxford Technical Solutions, Vector, Windhill Technologies and ZF Friedrichshafen joined the ceremony and posed for commemorative photographs. 

The milestone provided a chance to look back at how much the automotive testing landscape has changed since the first event, while the technologies and conversations across this year’s show demonstrated just how quickly it continues to evolve. 

After 20 years, Testing Expo China – Automotive remains a place where the automotive testing community can see new technologies in action, exchange ideas around the industry’s latest challenges and, importantly, meet the people who can help turn those ideas into real-world testing and development solutions.