The VDI Awards recognise excellence across the dynamics sector, from development tools and test facilities, to specialist technologies, to complete vehicles and the teams that create them. Following the nominations process, the international judging panel cast their votes to decide the winners. Find out what impressed the panel in 2024…

The judging panel:

• Choi Joo-sik, Autocar Korea
• Robert Bielecki, Oponeo, Poland
• Christophe Congrega, L’Automobile Magazine, France
• Carl Cunanan, C!, Philippines
• Padraic Deane, managing editor, Automotive Publications, Ireland
• Tarcisio Dias de Araujo, Mecânica Online, Brazil
• Nikos Kounitis, 4Wheels, Auto Bild Hellas, Greece
• Nicol Louw, Car South Africa
• Marco Marelli, freelance, Italy
• Frank Markus, Motor Trend, USA
• Marc Noordeloos, freelance, USA
• Sergio Oliveira de Melo, El Informador, Mexico
• Phil Morse, Energy Balance, USA
• Tomaz Porekar, Avto Magazin, Slovenia
• Alvaro Sauras Alonso, Autofacil and CAR&Tecno, Spain
• Mohamad Sheta, Al-Masry Al-Youm Newspaper, Auto Arabia, Middle East Auto News Agency
• Gábor Szécsényi, Az Autó and Retro Mobil, Hungary
• Oleg Vasilevsky, Auto Bild, Ukraine
• Adam Gavine, Vehicle Dynamics International, UK
• Hormazd Sorabjee, Autocar India
• Jürgen Zöllter, freelance, Germany

If you would like to see your favourite dynamics team, technology or initiative considered for the 2025 Vehicle Dynamics International Awards shortlist, send details to adam.gavine@markallengroup.com

Car of the Year

Which new vehicles impressed the panel most with their dynamics setups?

WINNER: Porsche 911 (992.2) GTS

The latest-generation 911 (992.2) GTS is a landmark model for Porsche, being the first road-legal 911 to feature a hybrid powertrain.

The GTS’s newly developed 3.6-litre flat-six boxer engine delivers 357 kW (485 PS) and 570 Nm of torque. The T-Hybrid drive system then adds an electric exhaust turbocharger that generates up to 11 kW (15 PS), and a permanently excited synchronous motor.

All this hardware is integrated with the new, strengthened eight-speed PDK transmission, which assists the engine from idle speed with a drive torque of up to 150 Nm and up to 40kW of power, aided by a compact 1.9 kWh battery fitted over the front axle. The result is a system output of 398 kW (541 PS) and 610 Nm – a power increase of 45 kW (61 PS) compared to the previous model, with a modest additional weight of 50kg.

The chassis of the 992.2 911 GTS has also been comprehensively updated, with new engine mountings and a completely revised chassis. The PASM (Porsche Active Suspension Management) chassis features a new generation of variable dampers that are electronically controlled to increase stability during fast cornering while also improving comfort. With the PASM sports chassis (standard with the 911 GTS), the car sits 10mm lower than on the standard PASM chassis, the springs are harder and shorter, and the rear axle has motorsport- proven springs for sportier spring rates.

Another first for the model is that rear-axle steering now comes as standard. The system turns both the front and rear wheels, either in the same direction or the opposite direction, depending on vehicle speed, to increase high-speed stability and reduce the turning circle.

“A beautiful car with perfect German engineering in every aspect.”
Mohamed Sheta, Editor-in-Chief & Managing Director, Auto Arabia Media Group

For active roll-stabilisation, the optional Porsche Dynamic Chassis Control (PDCC) electro-hydraulic roll-stabilisation feature integrated into the high-voltage hybrid system flattens cornering, makes handling more neutral, and increases ride comfort.

Another option is Porsche Torque Vectoring (PTV) Plus, which improves vehicle dynamics and stability by applying brake pressure to the rear wheels. In conjunction with a rear differential lock, the setup enhances stability, traction and agility.

Porsche has also increased the wheel size for the new GTS, with 21in, 11.5in-wide wheels at the rear as standard, fitted with 315/30 ZR 21 tyres. At the front are 245/35 ZR 20 tyres on 8.5in-wide wheels.

“The venerable 911 has now been with us for over 60 years. That the 911 continues to impress mightily in its various forms is perhaps strong evidence that innovation (meaning: targeted refinements on a fundamental platform, done properly) can sometimes trump invention.”
Phil Morse, Energy Balance, USA

Runners up:

McLaren W1

The McLaren W1 team had a tough brief, to create a successor to two of the greatest supercars ever – the F1 and P1 – and the most focused supercar that McLaren has ever built.

The 1,275PS hybrid powertrain in the W1 features the all-new MHP-8 4.0-litre twin-turbo V8 engine, its delivery enhanced by lightweight engineering and the bespoke Aerocell carbon fibre monocoque structure, to deliver a dry weight of 1,399kg.

The all-new McLaren Race Active Chassis Control III suspension with race mode offers a huge breadth of capability for W1 drivers, from road driving to track performance.

The suspension system works in combination with the front and rear active aero features integrated into a unique underfloor design to deliver ground-effect aerodynamics. This creates the required levels of load and grip to deploy the car’s 1,340Nm of torque through the driven axle, mitigating the need for all-wheel-drive and the additional weight that would require on the front axle. The ability to manage such a high level of torque on the rear axle only is a key enabler for preserving McLaren’s Hydraulic Performance Steering feedback (the W1 features electro-hydraulic steering) and feel on the front axle.

Continuing the Formula 1 influence, the front suspension setup also includes titanium torsion bars and an active heave element crosslink, while the rear has a Z-bar with active droplinks to control heave. Lightweight 3D printing techniques were used for the front uprights and wishbones.

The result is a car that is some 3 seconds a lap faster than even the super-lightweight and track-focused Senna at the Nardo circuit. The W1 is also the fastest accelerating road-legal McLaren ever built.

Aston Martin Vantage

The latest-generation Vantage features a reworked 4.0 twin-turbo V8 that boasts some 30% more power and 15% more torque than the previous model. The 2025MY Vantage is based on Aston Martin’s latest-generation bonded aluminium construction, with an enhanced body structure and additional underbody stiffening components for increased overall torsional rigidity.

Key changes to the structure are a re-engineered front body cross-member, which has been moved rearwards to increase mounting point stiffness for the double-wishbone front suspension, resulting in improved steering feel, both on and off-centre. Further improvements have been achieved with the fitment of a stiffer and lighter front engine cross-brace for increased torsional rigidity and lateral stiffness between the front suspension towers.

At the rear, the new Vantage has a 29% increase in stiffness under cornering load, thanks to increased lateral strengthening between the rear suspension towers. Together with revisions to the front and rear undertrays for greater lateral stiffness, Aston Martin says the combined improvements in front and rear mounting stiffness for the dampers translates to tangible gains in precision, handling balance and driver feedback, together with an ‘overall uplift in refinement’.

New intelligent Bilstein DTX adaptive dampers have been specified, claimed to enable a massive 500% increase in bandwidth of force distribution over the previous-generation hardware, which Aston Martin’s vehicle attributes engineers have exploited to sharpen the Vantage’s dynamics, with progressively tighter body control as the driver moves up the range of dynamic modes.

Beyond the hardware and setup, the engineering team has ‘intensified’ the Vantage’s handling character with an advanced vehicle dynamics control system that optimises vehicle response and handling behaviour in all weather conditions, on road and track.

MG Cyberster

MG is back, with the Cyberster EV roadster. The scissor-doored sports car is available in rear-wheel-drive 340PS Trophy trim, or a 503PS dual-motor, all-wheel-drive GT version. The Cyberster is the latest application of the Modular Scalable Platform (MSP), developed by parent company SAIC Motor to work with a wide range of vehicles, from hatchbacks (such as the MG4), to SUVs and sports cars – in this case the Cyberster.

Both the Cyberster Trophy and GT have undergone an extensive 18-month performance and handling development programme in the UK, directed by MG’s Longbridge engineering team, who have optimised the chassis for UK and continental driving. A key figure in the dynamics programme is Marco Fainello, who is known for his work Ferrari’s F1 and road cars.

Innovation of the Year

This category recognises good design and technology in the vehicle itself

WINNER: Porsche Active Ride

Porsche spent six years working on Porsche Active Ride, a system that enables the new chassis to adapt to any road situation. The new cutting-edge system is an option for the Panamera and Taycan models.

With Porsche Active Ride, all four active dampers are equipped with a motor pump unit. In addition to their damper function, they also perform the function of anti-roll bars. As a result, there is no need for anti-roll bars, unlike with the standard air suspension. The motor pump unit builds up the active actuating forces on the dampers as needed, and in milliseconds. Two electric motors drive two hydraulic pumps, with the system obtaining the requisite power from the high-voltage battery – directly, without a detour via a voltage converter.

“Having experienced Porsche Active Ride in both a Panamera and a Taycan, the system has wowed me with its flat cornering, impressive rough-road ride quality, and utter lack of the muscle-bound sensation that can come with other active or passive roll/pitch/dive compensation mechanisms.”
Frank Markus, technical director at MotorTrend USA

Sensors determine the driving conditions, such as longitudinal and lateral acceleration, effects of road stimuli on the wheels and the body, and the friction and slip of all tyres on the road. Using this data, each motor pump unit generates the exact volume flow required for the desired effect for each wheel. The volumetric flow rate indicates the quantity of fluid travelling through a specific cross-section per period of time. Based on the known properties of the damper oil, engineers can regulate the system pressure, which defines the forces acting in the damper.

The damper, controlled in this way, actively suppresses undesired motion of the air suspension. This allows the wheels to be actively pushed into the road (outward deflection) or pulled into the body (inward deflection) at any time.

“A highly advanced system tailored for luxury models, introducing innovations in integrated actuators.” Tarcisio Dias de Araujo, Mecânica Online, Brazil

RUNNERS UP:

Domin: Servo valve active suspension

Domin, an engineering company based in Bristol, UK, has developed an interesting new active suspension system it claims is the lightest weight, most compact, and lowest energy-consuming system on the market. The intelligent and integrated unit can actively adapt to any road surface in order to generate an optimal balance between comfort and performance.

The company says its Domin Suspension is unique in the automotive market, because rather than controlling damping through solenoid valves, this system makes use of high-performing servo valves. The system can shift to higher spring rates for dynamic manoeuvres with what Domin claims is “almost no” power consumption, or the suspension can set a low base spring-rate for comfort when needed, and stiffen it in milliseconds when demanded. The high internal pressures enable a compact, lightweight package.

By combining Domin’s existing hydraulic technology with smart connectivity, they have been able to produce active suspension that can maximise energy efficiency with the lightest and lowest energy consuming system on the market.

Continental: Tough RuNR air springs

Continental has developed a new air spring compound for commercial vehicles that combines natural rubber with ethylene-propylene-diene rubber (EPDM), replacing traditional chloroprene synthetic rubber. The new material, debuting in Continental’s Tough RuNR air springs, reduces the product’s carbon footprint by over 50% while offering enhanced performance characteristics.

The innovative compound resolves a longstanding compromise in air spring design: manufacturers previously had to choose between natural rubber for cold climate resistance or chloroprene for heat and environmental durability. The new EPDM-enhanced natural rubber provides resistance to both temperature extremes, while also offering improved protection against ozone and UV exposure.

This development represents the first step in Continental’s strategy to create more sustainable rubber components for commercial vehicles, delivering environmental benefits without compromising the performance requirements of modern suspension systems.

Tenneco: Hydraulic rebound stop system

Tenneco, a supplier of automotive dampers, has developed a highly tuneable hydraulic rebound stop (HRS) system, designed to minimise the damper rebound topping energy and noise encountered in BEVs and other comparatively heavy passenger vehicles.

Tenneco says the system, named Ride Refine Advanced HRS, also eliminates the need for chassis reinforcements, which are often added to resist high-energy impacts. Now available in Tenneco’s ‘Monroe OE Solutions’ brand double-tube shock absorbers and struts, the system can also be custom-tuned to increase body control and enhance vehicle ride comfort.

Engineered to provide high damping force and noise performance, the Ride Refine Advanced HRS system features a grooved and swaged pressure tube and high-resistance sealing ring that provide what Tenneco describes as a “virtually imperceptible, highly progressive transition to HRS activation”.

The system’s broad tuning curve is defined by the pressure tube swage length and bleeds on the side of the sealing ring. By eliminating a mechanical spring, Tenneco’s engineers say they also reduced damper weight and packaging requirements.

The system addresses a need among vehicle OEMs to optimise management of peak suspension loads on electric vehicles, which are heavier and sit lower to the ground.

Polyn: VibroSense tyre-monitoring technology

VibroSense is a neuromorphic front-end system for tyre monitoring that preprocesses vibration data locally, right on the tyre. The system utilises Neuromorphic Analog Signal Processing (NASP) technology and deep neural networks to analyse tyre vibration patterns with approximately 95% accuracy in road condition detection.

The technology feeds critical data to vehicle systems including ADAS, electronic suspension control and ABS within microseconds, enabling rapid response to changing road conditions such as ice or surface transitions. By processing data locally and transmitting only relevant vibration patterns, the system optimises power consumption in Tyre Monitoring Systems.

VibroSense also monitors tyre wear and wheel balance issues for improved fuel efficiency. Polyn is currently developing a comprehensive library of vibration patterns across different tyre types and road conditions, while collaborating with tyre manufacturers and sensor node producers to integrate the technology into next-generation tyre monitoring systems.

Hyundai and Kia: Active Air Skirt

Hyundai and Kia have developed Active Air Skirt (AAS), a technology designed to minimise the aerodynamic resistance generated during high-speed driving, to improve the driving range and driving stability of EVs.

The AAS is installed between the lower part of the front bumper (fender) and the front wheels, and is hidden during normal operation. When the vehicle reaches speeds over 80km/h – a speed at which the aerodynamic resistance becomes greater than the rolling resistance – the air skirt deploys and controls the turbulence generated around the vehicle wheels to enhance aerodynamic performance and yield benefits in terms of driving stability, range efficiency, and wind noise. The skirt retreats back into the bumper area again at 70km/h in order to prevent frequent operation in specific speed ranges.

The AAS can also operate at speeds over 200km/h thanks to the rubber material on the lower part, which reduces the risk of external objects splashing and damaging the mechanism while driving at high speeds.

Installed between the front bumper and the front wheels, AAS is hidden during normal operation, then operates at speeds over 80km/h, when the aerodynamic resistance becomes greater than the air resistance. The system is stored again at 70km/h

The engineering team determined that the AAS should only cover the front part of the tyres rather than the whole front of the vehicle due to the characteristics of Hyundai Motor Group’s E-GMP platform for EVs. The team found that only covering the tyres is more effective in improving aerodynamic performance because the floor of the vehicle platform is flat. The design also enhances the downforce on the vehicle, thereby improving vehicle traction and high-speed stability.

The technology is expected to have a greater effect on models such as SUVs, for which it is difficult to improve aerodynamic performance.

Development Tool of the Year

Developing a great dynamic setup requires great tools. This category rewards the latest tools that help vehicle dynamics engineers evaluate their designs and setups to achieve automotive excellence.

WINNER: weaRIDE

Accurate mechanical modelling of tyre mechanics and associated wear is essential for providing realistic feedback and enhancing the overall experience in driving simulators. weaRIDE by MegaRide is claimed to be the first physical tyre wear model available on the market, addressing both tread thickness reduction due to abrasive wear, and the chemical degradation of the tyre compound.

weaRIDE is an advance in the digitalisation of vehicle dynamics, with the potential to finally include the evolution of vehicle performance over the life of the tyres. Moreover, an industrial solution like this, on a large scale, allows users to evaluate critical vehicle safety scenarios from the start of a vehicle programme.

“Real-time tyre wear simulation with interesting applications for safety and cost efficiency.” Tarcisio Dias de Araujo, Mecânica Online, Brazil

The model also presents advantages for engineers as real-time operation for both desktop and on driver-in-the-loop applications, and a modular setup that can be integrated with other tools on different simulation platforms.

With this technology, manufacturers can optimise tyre design, enhance durability and performance, and ultimately increase customer satisfaction. Furthermore, the ability to monitor wear in real time provides significant advantages in maintenance management and performance forecasting, helping to reduce operational costs and improve vehicle safety.

The system is also being used in motorsport, to help engineers better predict tyre performance drop during races, which helps with race strategy and setup definition, as well as decisions such as tyre compound selection and pressure settings.

“A very important contribution to the road safety for all road users.“
Mohamed Sheta, Editor-in-Chief & Managing Director, Auto Arabia Media Group

RUNNERS UP:

LABA7: electromagnetic damper dyno

LABA7, a specialist in tools for testing shock absorbers, has launched the Electromagnetic Actuated (EMA) damper testing system. The company says the test platform sets new benchmarks in terms of damper testing speed, force, and accuracy.

Electromagnetic motors provide a great range of speed and power, while delivering very low NVH levels. The motors are paired with in-house developed software and firmware to ensure tailored applications, simple and safe operations, and low maintenance costs.

The EMA system has a velocity range starting at 1mm/s, with potential to reduce it further. Low speeds are crucial for accurately measuring seal drag and friction in damper components.

At the other end of the spectrum, the EMA achieves a maximum speed of 7,000mm/s, and a maximum acceleration of 40G.

The EMA system comes in multiple variants. The most powerful model delivers a peak force of 45.4kN at 2m/s, making it suitable for the toughest simulations. LABA7 says the entry model is strong enough to handle most damping systems, with a peak force of 11.9kN at 2m/s.

Additional channels allow engineers to simultaneously monitor pressure, temperature, acceleration, noise, and other factors. This capability gives a picture of how the system behaves under various conditions. The EMA can run on a standard three-phase 16-32A power input for low running costs and simplified installation.

AB Dynamics: Automated active safety tests

AB Dynamics has released a software update designed to enable OEMs and test houses to automate the testing and validation of the latest industry-standard active safety protocols by all major regulatory and consumer bodies. In order to sell their vehicles globally, OEMs must conduct and pass hundreds of active safety tests for various regulatory and consumer bodies, for every single model they produce. This can be very time and cost-intensive, but the software automates a lot of this work.

The software update includes more than 400 new tests which, combined with the company’s driving robots, ADAS targets and other track test equipment, enable test engineers to automate the creation, set-up, variation, execution and verification of industry-standard active safety protocols. This latest update includes the 2024 CNCAP protocols (237 tests), the EU General Safety Regulation (60 tests), and coverage of UNECE protocols (120 tests), including the most recent heavy vehicle scenarios.

The Track Applications Suite can be used to manage testing and control robot-driven vehicles under test, and the ADAS targets and motion platforms required for active safety testing. It provides a single software ecosystem to fully define, execute and verify test scenarios.

VI-grade DiM FSS simulator

VI-grade has launched its Driver-in-Motion Full Spectrum (DiM FSS) Simulator, a real-time driver-in-the-loop simulator that creates a comprehensive experience of accurate motion, vibration and sound over a complete spectrum from 0 to 20kHz.VI-grade says it is the first simulator capable of generating full vehicle motion with 9 degrees of freedom over a multi-metre workspace, paired with precise sound and vibration, to create a fully immersive experience.

Historically, vehicle dynamics and NVH evaluations were conducted separately, even though driving integrates dynamics, ride quality, sound, and vibration. The most effective evaluation method combines these elements into a single simulation. The DiM FSS addresses this demand through its multi-stage system, capturing vehicle dynamics, motion, vibration and sound.

To achieve this, the engineers developing DiM FSS implemented a three-stage approach, with a Lower Stage delivering primary vehicle motion and a Middle Stage providing full 6 DOF motion. Finally, the Hyperdock Stage features a highly optimised carbon-fibre cockpit that delivers high-frequency vibration through transducers at key driver touchpoints, while sound is provided through in-cockpit speakers or headphones.

The design reduces mass, increases structural stiffness, and enhances overall simulation performance, providing an immersive environment for multi-attribute evaluation. Additionally, all VI-grade actuator-based and cable-driven dynamic simulators can be upgraded with the new Hyperdock.

Dürr and Rohde & Schwarz: ADAS/AD functional testing system

Road safety is a key consideration for future mobility, especially with automated and autonomous vehicles. Ensuring the continued functionality of ADAS and AD features is critical for vehicle safety and performance. Therefore, manufacturers of vehicles equipped with these features require certification, either from a third party, an authority, or by self-certification.

A useful tool in assessing safety is vehicle-in-the-loop (VIL) testing, which can validate the correct operation of all ADAS/AD functions in the end-of-line (EOL) and ensure conformity of production (COP) before a vehicle leaves the factory. Maintaining proper functionality throughout a vehicle’s lifespan also requires additional control measures during periodical technical inspection (PTI).

To address these additional requirements in the EOL and PTI process, Dürr and Rohde & Schwarz have initiated a joint project incorporating Dürr’s ‘X-road’ curve multi-function roll-test stand and Rohde & Schwarz’s RadEsT radar target simulator, with the CARLA open-source simulation platform. The combination creates a virtual environment specifically for the camera and radar sensors installed in the test vehicle, allowing for the OTA simulation of different inspection scenarios without touching the vehicle.

These scenarios include critical situations such as unintended lane departures and other vehicles braking suddenly or switching lanes directly in front of the test vehicle. The test vehicle must react promptly to changes in the VIL simulation and, if necessary, trigger the automated lane-keeping systems (ALKS) or advanced emergency braking systems (AEBS), for example, to pass inspection.

Team of the Year

From developing dynamics innovations to applying them to production vehicles, this category recognises the work of OEM and consultancy dynamics teams around the world.

Winner: Porsche

The Porsche team has had an incredibly busy 12 months, bringing in product enhancements to five of its six model lines to create its youngest product portfolio in years. Deliveries of the new all-electric Macan have begun, following updates to the Cayenne, Panamera, Taycan, and 911.

The updated Panamera set a new Nürburgring Nordschleife record, with a pre-series variant completing the track 5.64 seconds faster than its predecessor. Porsche’s test driver Lars Kern achieved a remarkable time of 7:24.17 minutes, reinforcing the Panamera’s position as a high-performance luxury saloon.

The 992.2 911 has also seen substantial upgrades, which also earned Porsche the VDI Car of the Year award for the GTS model. Winning factors included the revised suspension and standard rear-axle steering, as well as the integration of Porsche Dynamic Chassis Control (PDCC) with the performance hybrid system and the new sports suspension.

The Taycan has also received performance upgrades, including reductions in both weight and acceleration times. A notable advance is the Taycan’s new suspension system, Porsche Active Ride, which provides improved comfort and driving dynamics by maintaining body stability and balancing wheel loads during aggressive manoeuvres.

In a forward-looking move, the Porsche team has partnered with ClearMotion to develop next-generation chassis systems using active suspension technology and machine learning to enhance vehicle performance, safety, and comfort.

“With the most powerful model range in the company’s history, we are sending out a clear signal. Our customers can rely on us. Even in a globally challenging market environment, we deliver inspiring sports cars with unique performance, many innovations and a high degree of individualization,” says Detlev von Platen, member of the executive board for sales and marketing at Porsche AG.

“The holistic approach to model updates, the introduction of new hybrid and electric technologies, and the partnership with ClearMotion for next-generation chassis systems establish Porsche as a leader in dynamic innovation.” Tarcisio Dias de Araujo, Mecânica Online, Brazil

RUNNERS UP:

Alpine

Alpine impressed with the light weight and dynamic setup of the launch A110, and the talented Alpine tuning engineers have been busy making not just subtle enhancements to the A110 range, but developing new models as the company works toward an all-electric future.

The new 345bhp Alpine A110 R Ultime edition feature Ohlins adjustable dampers, a bespoke braking system with 330mm AP Racing bi-material discs, high-performance brake pads, and increased downforce.

Meanwhile the new electric A290 hot hatch is based on AmpR Small, a skateboard-style architecture designed for electric power, which optimises weight distribution and lowers the centre of gravity. The all-aluminium design helps to keep the A290’s weight at 1,479kg, with the bespoke engine subframe benefiting handling. The bespoke suspension incorporates hydraulic bump stops for comfort, while the multi-link rear suspension and bespoke front and rear anti-roll bars benefit the A290’s handling and stability.

Alpine also premiered new models at the 2024 Paris Motor Show. The A390_β show car is a forerunner of its future electric sport fastback, which will be produced from 2025. The team has also been working on the Alpenglow Hy6 rolling laboratory, featuring an all-new 3.5 V6 engine developed entirely by Alpine for optimum hydrogen combustion, delivering 740bhp.

Alpine will benefit from its appointment of Olivier Guintrand as VP of Alpine Cars Engineering. Guintrand has 35 years of experience, including 30 years with the Renault Group, mainly in product engineering. He has been involved for almost 10 years in developing the Group’s sports cars, such as the Mégane IV RS and the Alpine A110. He will be vital in expanding the Alpine range and moving the brand towards 100% electric models.

The company has also built Hypertech Alpine, its new state-of-the-art engineering centre, which brings together engineering talent with cutting-edge technologies. Key planned projects to be developed by Hypertech Alpine include a future Alpine Supercar, future battery technologies, new electric motor technologies, as well as the motorsport programmes and an F1 monitoring unit.

VI-grade

The team at VI-grade have been collaborating with industry and developing new technologies that reduce the number of prototypes required in vehicle development programmes. VI-grade has significantly enhanced its vehicle development simulation portfolio through multiple strategic partnerships in 2024. The company’s collaboration with Applus+ IDIADA introduces high-fidelity digital twins into VI-CarRealTime, enabling more accurate virtual vehicle dynamics evaluations with customisable parameters. A partnership with Step Lab brings mechanical hardware-in-the-loop testing technology for shock absorbers, targeting a 30% reduction in development time for suspension systems.

The launch of the Virtual Proving Ground for VI-WorldSim provides comprehensive testing facilities, including an 8.6km high-speed ring and specialised handling tracks. Their new Driver-in-Motion Full Spectrum Simulator represents a breakthrough in integrated testing, offering 9 degrees of freedom over a multi-metre workspace with frequency responses from 0-20kHz, combining vehicle dynamics and NVH evaluation in one platform.

Further developments include a collaboration with Rohde & Schwarz for ADAS/AD testing integration and a partnership with Powersoft to enhance haptic feedback in the Compact FSS simulator. These advancements collectively represent a significant step toward more comprehensive, efficient virtual vehicle development workflows, particularly in dynamics testing and validation.

ZF

ZF has announced several recent major technological advances and partnerships in vehicle dynamics control. A new joint venture with Foxconn for chassis systems development represents a €1 billion investment, while the company secured €425 million from EIB for x-by-wire technology development.

Key technological milestones include reaching a production figure of 250 million Electric Park Brake units, and the introduction of a new dry brake-by-wire system that eliminates hydraulics in favour of electric motors, potentially reducing braking distances by up to 9 meters at 100 km/h.

The company’s cubiX vehicle motion control software has expanded from passenger cars to commercial vehicles, offering centralised control of brakes, driveline, and steering. This system is enhanced through a new partnership with Goodyear, integrating SightLine tyre intelligence for improved vehicle dynamics.

In ADAS development, ZF partnered with Infineon to optimise AI algorithms for automated driving functions, while launching ZF Annotate, an AI-enabled validation service that accelerates ADAS testing by up to 10 times. The company also introduced a cost-effective Parking ECU, already in production with Zeekr, enabling advanced automated parking functions using camera and ultrasonic sensor fusion.

Test Facility of the Year

The most impressive new developments and investments at proving grounds and other test facilities

WINNER: Toyota Technical Center Shimoyama

Following six years of construction, Toyota began full operations at its new R&D centre this year. The Toyota Technical Center Shimoyama, located between Toyota and Okazaki, has a range of test circuits with elevation differences and curves that take advantage of the natural mountainous terrain of Shimoyama.

The central area of the facility features a country road test course, a high-speed track and a circuit that reproduces road conditions from around the world.

Team members from all functions – including planning and design, development and engineering, and prototyping and evaluation – are based at the new centre, which has been designed to “emulate the look and feel of a pit at the Nürburgring”. Around 3,000 people, including development teams and test drivers from GR and Lexus, will develop vehicles at Shimoyama.

RUNNERS UP

Applus+ IDIADA

Applus+ IDIADA has implemented significant upgrades to its proving ground facilities during 2024, to enhance user safety, maintain optimal testing surfaces, and expand testing capabilities for customers.

The ADAS and CAV testing capabilities at the facility have been expanded by adding a new 900-metre lane in the north run-off area. This addition creates 6,000m² of new testing surfaces specifically designed for advanced driver assistance systems and connected autonomous vehicles. The expansion allows for more comprehensive testing scenarios.

The company has also completed the expansion of its ADAS / CAV Urban Area track, to include a new 541-metre straight with sections of 3 and 4 lanes, and additional Vulnerable Road Users crossing areas in the main avenue section.

The expanded track, combined with the existing proving ground capabilities, offer a comprehensive testing environment that simulates urban, interurban and highway scenarios. This is further enhanced by a dedicated Connected Vehicle Hub with 2G, 3G, 4G and 5G private cellular networks.

In other work, the ISO2 surface at the proving ground has been repaved to comply with the new ISO 10844 standard. This improvement enhances asphalt quality, meets stringent testing requirements, and ensures alignment with the latest industry standards. The upgrade allows customers to conduct tests using the most up-to-date international standards. The Wet Handling Track has also been resurfaced.

SunTrax

The recently opened SunTrax automotive testing facility in Florida has been designed for test and development programmes for emerging technologies. SunTrax is the first facility in the United States specifically designed for connected autonomous vehicle and standard automotive testing in a single site.

The 475-acre facility features a 2.25-mile-long oval track, within which is a 200-acre complex featuring special testing environments, including geometry and loop tracks, a reconfigurable urban environment, a suburban area, and a technology pad.

The SunTrax campus includes a 20,000-square-foot administration and conference centre, event spaces, a 27,000-square-foot maintenance building, a 56,000-square-foot workshop building, and a 75-foot-tall observation tower that offers a birds-eye view of the surrounding test environments. Together these features allow providers of emerging technologies to test, adapt, and refine their ideas within real-world conditions.

Congratulations top all the 2024 awards winners. If you would like to see your favourite dynamics team, technology or initiative considered for the 2025 Vehicle Dynamics International Awards shortlist, send details to adam.gavine@markallengroup.com