GMA

Gordon Murray T.50s Niki Lauda

The T.50s Niki Lauda was designed without compromise, with hundreds of parts modified compared to the T.50 road supercar to optimize track performance.

Named after the legendary three-time F1 world champion and former Brabham teammate of Gordon Murray, Niki Lauda, ​​the T.50s

According to the press release, this livery pays homage to the first victory of a car designed by Murray for Formula 1: the Brabham BT44, which won the 1974 South African Grand Prix. Ironically, the winning car at Kyalami was driven by Argentinian Carlos Reutemann and not by Austrian Lauda (who took pole position in the same race with the Ferrari 312B3).

This year's Goodwood Festival of Speed ​​will mark a special moment for the British company Gordon Murray Automotive (GMA). Among the supercars that will appear there will be the first T.50s Niki Lauda delivered to a customer.

This is a particularly significant event for the brand, which in less than six years has gone from the launch of the T.50 to the delivery of 100 units to customers around the world. The star of the event will be chassis number one T.50s Niki Lauda, ​​an extreme version of the T.50 designed exclusively for track use. The car is part of a limited series of just 25 units and represents one of the most radical creations of the British company.

The car chosen for Goodwood celebrates Gordon Murray's first Formula 1 victory in 1974 at the Kyalami circuit in South Africa. For this reason, the bodywork is enriched with details inspired by the South African flag, while the glossy black number 7 recalls the Brabham BT44 driven to victory by Carlos Reutemann.

One of the most anticipated elements will be the sound of the naturally aspirated V12 engine that powers the T.50 (a 3.9L V12 Cosworth with 772bhp), which is mated to a six-speed semi-automatic transmission. Aerodynamic improvements help the car deliver up to 1,199kg of downforce.

“In just six years since the T.50 debuted, the team has designed, developed, built and delivered 100 cars to customers around the world. We have also started production of the T.50 and are continuing development of the T.33 and T.33 Spider. It is a privilege to create lightweight, refined supercars for our customers and share them with enthusiasts,” said Gordon Murray, executive chairman of Gordon Murray Automotive.

While Niki Lauda’s T.50s will be the most anticipated model, the British manufacturer will also be bringing other particularly exclusive cars to Goodwood. Among them will be the S1 LM, which will make its European debut after being unveiled in the United States and sold at auction for over $20 million (approximately €17 million). Also making their debut at the English hillclimb will be the Le Mans GTR XP1, a prototype that heralds a future limited production run of 24 units, as well as the T.33 Spider VP12, one of the last prototypes to validate the model before production begins.

V12 Cosworth...Gordon Murray himself, now 80 years old, will drive the Niki Lauda T.50s chassis number 1 on the (slightly inclined) Goodwood hill climb.

If the Cosworth V12 developed for the "regular" T.50 is already a masterpiece, the version created for the Niki Lauda T.50s is breathtaking. Gordon Murray and Cosworth didn't just increase power by recalibrating the electronic control unit. The engine was profoundly modified inside, becoming lighter, more powerful, and with even quicker responses.

Cosworth reduced the weight of the pistons, fitted camshafts with higher lift, and adopted titanium in all 48 valves, guaranteeing reliability and precision even at maximum RPM. The result was a 16 kg reduction, bringing the total engine weight to just 166 kg.

The numbers help to illustrate the leap. In the street-legal T.50, the V12 delivers "only" 663 hp at 11,500 rpm. In the Niki Lauda T.50s, it delivers 772 hp at the same rpm. The gain was 109 hp (16.4%).

Not bad for a car that weighs less than 900 kg and dispenses with any form of supercharging. The engine is naturally aspirated, but at high speeds, a RAM system mounted on the roof forces air into the intake. The cylinder heads have been completely redesigned, gaining 12 individual throttle bodies—one for each cylinder.

Since it doesn't need to meet the emissions and noise standards applied to street-legal vehicles, the T.50s eliminates conventional catalytic converters and mufflers. The exhaust gases are channeled through a direct-flow system made of Inconel and titanium, with ultra-thin walls. In addition to reducing weight and unleashing extra power, the assembly produces a wild roar reminiscent of early 1990s Grand Prix cars.

Widely used in Formula 1 engines, Le Mans prototypes, and aircraft turbines, Inconel is a nickel-based superalloy developed to withstand extremely high temperatures at which ordinary steel can deform. In addition to increasing thermal resistance and reducing mass, the material contributes to the characteristic high-pitched sound of the V12.

Power is transmitted to the rear wheels via an Xtrac IGS gearbox, a six-speed sequential transmission operated by paddles behind the steering wheel. The system allows pre-selecting the next gear before disengaging the previous one. The result is extremely fast and virtually continuous gear changes, without the weight and complexity typical of a dual-clutch transmission.

Just like in the road-going T.50, the transmission is mounted transversely, maintaining a compact assembly, concentrating the mass in a lower position closer to the center of the car, and reducing rear overhang.

Both the clutch and gear changes are electronically controlled, operated via carbon fiber paddles fixed to the steering column. The standard ratios allow the car to reach a top speed of approximately 335 km/h, but there is also an option for tighter circuits, with much shorter ratios and a "modest" top speed of 275 km/h.

The driver remains seated in the central position, a striking feature of the design. After all, the T.50 is the spiritual successor to the McLaren F1 (1992–1998), the legendary hypercar designed by Murray.

The adjustable aerodynamic package is capable of generating up to 1,200 kg of downforce. The rear wing is directly derived from the one used on the Brabham BT52 designed by Murray and driven by Nelson Piquet in the 1983 season. 

 

by Autonews

 

AUDI

New 2027 Audi RS Q7 V8

Forget about the controversially styled Audi Nuvolari supercar for just a moment, because Audi has reaffirmed its commitment to V8 engines in America in a big way with a new generation of V8-powered 2027 Audi SQ7. What you see here is the all-new third-generation SQ7, alongside its Q7 counterpart, and the big news is that there isn't a hybrid in sight — just two V-shaped engine options including a V8 that's got RS power levels.

Audi's gone power-hungry for the 2027 Audi Q7 and SQ7. Kicking things off in the non-S model is a 2.9-liter twin-turbo V6 engine — no hybrid nonsense here — putting out 429 horsepower and 442 lb-ft of torque. That's nearly 100 hp more than the model it replaces (335 hp). Between the engine and Audi's signature quattro all-wheel drive, now with a new limited-slip center differential with preload functionality, an eight-speed automatic transmission handles shift-duty, dispatching the zero-to-60 mph sprint in 4.8 seconds (0.7 quicker than the 2026 model) before it reaches a top speed of 130 mph.

V8 engine...But the SQ7 is the one we want to talk about the most, as it keeps the V8 alive for Audi with an extra dose of attitude. As before, it's a twin-turbo 4.0-liter V8, but it now has thesame power as the RS Q8— 591 hp and 590 lb-ft. That's 91 hp and 23 lb-ft more than before. With the aid of a rear-biased, sportier quattro system with an electronically controlled locking rear differential, it'll now blast past 60 mph from a standstill in 3.7 seconds (0.3 quicker than the 2026) and top out at 155 mph on summer tires or 130 mph on all-seasons. That's BMW X5 M territory.

Despite not being a full-fat RS model, the new SQ7 makes nearly 100 hp more than the outgoing model, which sees it on the heels of more aggressive models like the 2026 BMW X5 M and Mercedes-AMG GLE 63. The X5 M Competition comes with 617 hp and offers a benchmark sprint of 3.7 seconds, while the AMG-badged SUV has 603 hp on offer, with the same sprint time - which is also identical to the 3.7-second claim from Audi for the 2027 SQ7, despite making a little less horsepower.

Both the BMW and Mercedes-AMG performance SUVs cost upward of $131,000, excluding options and destination, which puts Audi in an ideal position to steal away customers with clever pricing, given performance from the SQ7 is on par with the best the other German brands have to offer in the segment. The outgoing SQ7 started well under $95k, so we'll be watching for pricing announcements closely.

As standard, the regular Q7 rides on five-link independent suspension with adaptive air as an option. The air suspension is the default for the SQ7, with an available sportier option still utilizing air but giving you more poise to rein in the 5,467 lbs of the SQ7 while dropping the ride height by 30 mm. The Q7, for reference, weighs 5,137 lbs.

Wheel options range from 20 inches to 22 inches on the Q7, with four designs available, while the SQ7 rides on 22-inch five-double-spoke wheels by default with two optional 23-inch designs to step up to. Behind these, braking duties are handled by 14.8-inch/13.8-inch front/rear brakes on the Q7, while the SQ7 steps these up in both size and piston count. The SQ7's front rotors measure 16.5 inches with six-piston fixed calipers, while the rear uses a single-piston floating caliper design and 15-inch rotors.

by Autonews

 

AUTONEWS

Peugeot Partner Active

In 2026, Peugeot celebrates 30 years of success with the Partner model. Over three generations, this compact van has become a major player in its segment, offering professionals all the qualities of Peugeot light commercial vehicles: exceptional driving comfort and working conditions, durable design and a strong visual identity.

Now, Peugeot is adding a completely new version to the Partner range: the Partner Active.

The new Partner Active has been designed to respond precisely and effectively to the real needs of professionals. Studies show that 40% of them are not interested in a compact van with three seats and that they spend 90% of their working time alone in the vehicle. Based on this observation, Peugeot is launching the new Partner Active, designed to make the daily work of drivers easier.

The front of the Partner Active features the distinctive Peugeot shield. Inside, the dashboard and door panels have been completely redesigned to optimize ergonomics and available space.

The new Partner Active introduces Flexiseat, an innovation designed to make the daily work of users easier. Flexiseat is a modular passenger seat whose cushion can be easily folded vertically to increase the volume of the boot by 0.5 m³. It can be supplemented with the Modutable seat, equipped with a sliding panel that transforms into a work or dining table. It can be stored in a special bag attached to the boot of the vehicle. With the Flexiseat remaining in place, all its functionalities are fully preserved.

Transformed by the Flexiseat into a highly efficient working and living space, the cabin of the new Partner Active can be further enhanced with smart accessories:

Moduconsole: central console with cup holder and closed compartment for storing small tools, tablets, smartphones, documents, etc. Moduconsole can be easily installed or removed in a few seconds, depending on the customer's needs.

Dashbox: two closed storage compartments and a cup holder added to the dashboard.

Drivedrawer: drawer under the driver's seat to safely cover laptops, tablets and other sensitive equipment out of sight.

Moduwork: this option adds a modular third central seat which, when not in use, provides additional closed storage space, converts into a large table for working or eating or folds down to extend the rear space for transporting particularly long items.

220V socket: positioned next to Moduwork, a 220V socket allows users to power electronic devices such as a laptop or tablet.

Like all Partner models, the new Partner Active is available in standard (4.40 m) and long (4.75 m) bodywork, offering a load volume of up to 4.4 m³ and a payload of up to 1,000 kg, depending on the powertrain.

To best meet the needs of all professionals, the new Partner Active offers a wide range of multi-energy powertrains. In addition to a 110 hp petrol engine and a 100 hp or 130 hp diesel engine, all mated to manual gearboxes, the new Partner Active also offers a new 100% electric powertrain with a 42 kWh battery, allowing a range of up to 270 km (WLTP combined cycle). A mild hybrid powertrain will be introduced next year.

Robust and built to last, the Partner Active also benefits, like all the brand's models, from the Peugeot Care program, which offers a warranty of up to 8 years/160,000 kilometers.

 

MOTO GP

Marc Márquez unstoppable in Brno

Marc Márquez secured an important victory at the Czech Republic Grand Prix, held this Sunday morning in Brno. The Spanish Ducati rider drove a strategic race and kept his chances alive in the fight for the 2026 world title. Japanese rider Ai Ogura and Francesco Bagnaia completed the podium.

Marc Márquez took another important step in the fight for the 2026 MotoGP title. The Ducati rider won the Czech Republic GP in Brno, after overtaking Ai Ogura and Francesco Bagnaia in a race marked by strategy and strong pace in the final laps.

Furthermore, the result put Márquez very close to the championship lead, which still belongs to the absent Marco Bezzecchi. With the victory, the Spaniard took the opportunity to reduce the gap in the standings and directly pressure the Aprilia rider.

Márquez surpasses Ogura and Bagnaia in the fight for victory...The race winner started behind Ogura, who took pole position, but quickly advanced along with his Ducati Lenovo teammate, Bagnaia. The two riders passed the Trackhouse Aprilia representative in the early laps.

After winning the Sprint, Bagnaia took control of the main race and remained in the lead for much of the race. However, Márquez found the right moment to attack and made the decisive overtake with six laps to go.

Ogura, known for his strong performance at the end of races, also took advantage of the opportunity and left Bagnaia behind shortly afterwards. Even with the Japanese rider closing in, Márquez managed to maintain his lead and crossed the finish line in first place.

The Ducati rider secured the 25 points for the victory and is in a favorable position to further reduce the gap to Bezzecchi in the championship standings.

Brazilian Diogo Moreira, who started from fifth position, crossed the finish line in 11th place.

The race also had a direct impact on the championship standings.

Season leader Marco Bezzecchi has 180 points, but left Brno with zero points after crashing in Saturday's sprint and being excluded from the main race after assaulting a track marshal following the incident. Second-placed Jorge Martín, who served a double long lap penalty for an accident he caused at the Hungarian Grand Prix, finished in 10th place and leaves with 172 points.

Italian Fabio Di Giannantonio, who is also in contention for the title, had a consistent race and finished in fourth place, maintaining third place in the world championship with 157 points. Spaniard Pedro Acosta started with zero points after having problems with his bike on the last corner, and lost 5th place in the world championship to Ai Ogura, who has 134 points compared to Acosta's 132. Marc Marquez occupies 4th place overall with 140 points.

How was the race? At the start, Ai Ogura maintained the lead, while Diogo Moreira made an excellent start and even reached third place. Francesco Bagnaia took second place by overtaking Marc Márquez in the early laps.

On the second lap, Bagnaia pressured Ogura for the lead and, shortly after, managed to overtake him. Márquez also passed the Japanese rider, who dropped to third.

Moreira was in fifth place, but ended up being overtaken by Fabio Di Giannantonio on the third lap. The Italian then pursued Pedro Acosta in the fight for fourth position.

Meanwhile, Jorge Martín began completing the first of his two mandatory long laps on the fifth lap.

In the middle of the race, Di Giannantonio managed to overtake Acosta and took fourth place, a result he would maintain until the checkered flag.

At the front, Bagnaia led with Márquez very close behind. The Spaniard was studying an opportunity to attack, but encountered difficulties in some sectors of the Czech circuit, especially in the right-hand corner sequences.

Diogo Moreira lost performance throughout the race and fell out of the top 10. However, he reacted in the final straight and, on lap 16, recovered positions by overtaking Luca Marini and returning to the points zone.

The fight for victory was decided with 16 laps to go. After several attempts, Márquez found space to overtake Bagnaia and quickly opened up a lead of more than half a second.

Unable to keep up with his compatriot's pace, Bagnaia began to suffer pressure from his rivals. With five laps to go, the Italian was overtaken by Ai Ogura and lost second place in the championship.

Pedro Acosta once again retired in the final seconds after problems with his bike.

At the front, Márquez managed his advantage until the checkered flag to secure a crucial victory in the season and continue his pursuit of the championship leaders.

Bagnaia withstands pressure and secures podium in Brno...While Márquez and Ogura battled for victory, Bagnaia had to concentrate on defending third place. The Italian suffered pressure in the final laps from Fabio Di Giannantonio, but managed to keep his opponent behind and confirmed another podium for Ducati Lenovo.

“Bezzecchi penalized after accident in the Sprint”...The absence of Marco Bezzecchi opened a great opportunity for his main rivals in the fight for the championship. The Italian rider received a penalty after hitting a track marshal in the accident that occurred during Saturday's Sprint.

With Bezzecchi out of the race, his opponents were able to reduce the gap in the standings. Jorge Martin was the only rider with a mathematical possibility of taking the lead, but the Aprilia Racing representative finished only in ninth position.

Martin still had to serve long laps after the penalty received at Balaton Park and, with the result in Brno, now appears eight points behind Bezzecchi in the title race.

Acosta retires and Mir inherits fifth place...The race also had an important retirement involving Pedro Acosta. The KTM rider was in fifth position, but faced another technical problem and left the race on the last lap.

With that, Joan Mir inherited fifth place for Honda HRC Castrol. Fermin Aldeguer finished sixth, while Raul Fernandez, Luca Marini and Martin completed the following positions in the top 10.

Enea Bastianini closed the list of the top ten. Brazilian Diogo Moreira finished in 11th place with the Pro Honda LCR team, just ahead of Brad Binder.

MotoGP 2026 race result:

Marc Márquez – Ducati Lenovo (GP26)

Ai Ogura – Trackhouse Aprilia (RS-GP26) +0.421s

Francesco Bagnaia – Ducati Lenovo (GP26) +2.255s

Fabio Di Giannantonio – Pertamina VR46 Ducati (GP26) +2.424s

Joan Mir – Honda HRC Castrol (RC213V) +12.81s

Fermin Aldeguer – BK8 Gresini Ducati (GP25) +14.874s

Raul Fernandez – Trackhouse Aprilia (RS-GP26) +18.657s

Luca Marini – Honda HRC Castrol (RC213V) +21.265s

Jorge Martin – Aprilia Racing (RS-GP26) +21.401s

Enea Bastianini – Red Bull KTM Tech3 (RC16) +22.273s

Autonews and Mundoquatrorodas

MAZDA

2026 Mazda CX-90 Turbo S Premium Sport

Introduced in 2022, the CX-90 sits on the Large Product Group platform, which is for vehicles with longitudinal engines and rear-wheel-biased driving dynamics, in contrast to the native front-drive and transverse engines of smaller CX variants.

The nonhybrid CX-90 variants get a turbocharged 3.3-liter inline-six and standard all-wheel drive. The base version has 280 hp and 332 lb-ft of torque, while the more expensive Turbo S models have 340 hp and 369 lb-ft. Both engines send power through a standard eight-speed automatic gearbox.

All of Mazda’s current models have a genuine athletic air about the way they drive, and the three-row CX-90 is no different—although that does come with a few caveats.

With suave styling, an inline-six engine, and a healthy serving of luxury, the Mazda CX-90 brings a rare level of polish to the mainstream-brand, mid-size, three-row SUV segment. Inside, all aboard will revel in its highbrow cabin, which looks and feels fit for a class-above luxury SUV. Step on the accelerator, and you're greeted with power from a 3.3-liter inline-six, making 280 horsepower in base trims and 340 horsepower in upper-tier S models; a plug-in hybrid CX-90 is also offered, but we review that model separately. It is a decent handler too, although its ride quality can get sharp-edged on rough pavement, and its steering a heavy for its otherwise luxuriant personality. While the CX-90's business-class second row is sure to please all, its third row isn't a welcoming place for anyone other than children.

The CX-90’s suspension tuning is reminiscent of that of the smaller CX-50, being stiff for a non–performance model, often communicating larger surface issues with an unwelcome sharpness during my drive. This was a surprising concession given the upmarket aspirations Mazda clearly has for the car in what is, generally, a market segment where compliance is valued over control. However, the firmness helped bring confidence at higher speeds.

Similarly, the Mazda required more steering effort than is normal in this class, although the system itself is accurate and direct, with a progressive buildup of forces. Together the ride quality and steering effort felt a little tiresome on longer treks, but the flip side is that the CX-90 is more entertaining than most of its obvious rivals when pushed on back roads, and it stays composed at speed.

The inline-six is a charismatic engine, and a welcome step on from the smaller four-cylinder engines in lesser Mazdas. But a true rival for Europe’s finest this is not. The engine itself is smooth in the lower rev range but has some coarseness up high, which felt very uncharacteristic of an inline motor. The same is true of the soundtrack, which started to pick up notes reminiscent of a Cummins diesel as the revolutions climbed. Fortunately, there is rarely a need to work the engine hard, given the availability of peak torque from just 2000 rpm. The engine proved to be respectably efficient too, returning the advertised 25 mpg combined during my time with the car.

The automatic wasn’t as smooth as I would have hoped around town, occasionally disrupting calm with its one-two-three shifts. Taking control of the ’box via the wheel-mounted paddles wasn’t a good solution, as the transmission didn’t respond to requests with much haste. Fortunately, the gearbox grew much smoother above 35 mph or so when left to sort things out by itself. But overall, the powertrain just isn’t as refined as one might expect, given the luxurious trappings Mazda is aiming for.

Autonews

 

AUTONEWS

If the US becomes the world champion in football, Jeep will give away 100 Wranglers

If the US becomes the world champion in football, Jeep will give away 100 Wranglers to American citizens. No matter how good the American national team is, it is difficult to expect that it will reach the end, but Jeep consciously took the risk.

However, not just any fan can win the prize, the company has outlined a specific condition that limits the number of candidates. So, only people named George Washington will win the Wrangler, just like the first president of the United States. They must also be over 18 years old and have a residence in the United States.

Those who meet these requirements can register on the platform set up for the promotion. After their data is verified, they will become part of the process. The company has set a limit of one hundred places. Statistics show that hundreds of thousands of people bear the surname Washington. However, the authorities do not publish data on how many of them combine this surname with the name George.

If the US becomes the world champion in soccer, Jeep will give away 100 Wranglers to American citizens. No matter how good the American national team is, it is difficult to expect that it will reach the end, but Jeep consciously took the risk.

However, not just any fan can win the prize, the company has outlined a specific condition that limits the number of candidates. So, only people named George Washington will win the Wrangler, just like the first president of the United States. They must also be over 18 years old and have a residence in the United States.

Those who meet these requirements can register on the platform set up for the promotion. After their data is verified, they will become part of the process. The company has set a limit of one hundred places. Statistics show that hundreds of thousands of people bear the surname Washington. However, the authorities do not publish data on how many of them combine this surname with the name George.

 

AUTONEWS

Batteries dominate future road freight—but hydrogen still has a role to play

Battery technology is reshaping the future of logistics by offering cleaner, more efficient, and sustainable alternatives to traditional fossil fuels. This blog post explores how innovations in battery chemistry, energy storage systems, and electric vehicle adoption are transforming the road transport sector. It answers key questions about how logistics companies are leveraging these advancements to improve efficiency, reduce emissions, and unlock new operational capabilities. Discover the breakthroughs driving this evolution and the strategic role they play in electrifying freight, improving supply chains, and meeting global sustainability goals. From electric trucks to solid-state batteries, the future of logistics is being powered by smarter energy solutions.

Battery-electric trucks are expected to play the leading role in the future decarbonization of road freight transport. At the same time, a new study from Chalmers University of Technology shows that hydrogen could remain important for the heaviest trucks operating over long distances.

In the study, "Battery-Electric vs. Hydrogen: Modeling the decarbonization pathways and environmental trade-offs of global road freight," published in Advances in Applied Energy, researchers at Chalmers analyzed future road freight systems using a global energy model that considers costs, technology choices, energy supply and climate targets.

The results show that battery-electric trucks are the most cost-effective solution across most truck segments, particularly for regional transport. For the heaviest trucks with long daily driving ranges, however, hydrogen continues to play an important role.

"Overall, our research suggests there are strong reasons to pursue multiple fossil-free solutions as the transport sector decarbonizes. Relying on parallel pathways can reduce the risk that scaling up a single solution creates new challenges related to limited resources such as minerals, land or water," said Maria Grahn, associate professor in environmental and energy sciences at Chalmers University of Technology.

The researchers also examined how the results change if battery and hydrogen technologies become cheaper more rapidly than expected. When battery costs decline, the model favors a larger share of battery-electric vehicles, including in heavier truck segments. Equivalent cost reductions for hydrogen technologies, however, have only a limited impact on technology adoption.

One unexpected finding is that the model often favors hybrid solutions combining batteries and fuel cells, balancing driving range, energy efficiency and overall cost.

The study was conducted by Fayas Malik Kanchiralla, Maria de Oliveira Laurin, Selma Brynolf and Grahn, all affiliated with the Department of Environmental and Energy Sciences at Chalmers University of Technology.

The researchers also emphasize that neither battery-electric nor hydrogen-powered trucks can become a large-scale climate solution without a substantial expansion of fossil-free electricity generation. The decarbonization of road freight is therefore closely linked to continued investments in wind and solar power.

"When electrification is key for decarbonizing road freight, it is also important to consider how quickly fossil-free electricity generation can be scaled up globally. By embedding life-cycle thinking directly into large-scale energy optimization modeling, we can identify which pathways are truly sustainable across the entire energy system," said Kanchiralla, lead author of the study and a postdoctoral researcher in the Department of Environmental and Energy Sciences.

Electrifying freight: battery-powered heavy goods vehicles...Battery-powered and hydrogen fuel cell technologies are driving the energy transition in the UK’s heavy goods vehicle market. By 2050, electric HGVs are expected to dominate road freight, with hydrogen playing niche roles in long-haul and heavy-duty segments. UK research in high-energy-density batteries, particularly solid-state and lithium-sulfur, will be crucial for global leadership in the electrification of freight.

The Insight:

-Explores the role of the HGV sector as a significant part of the UK’s economy and the challenges of decarbonising the sector.

-Assesses the size of the battery-powered HGV market at the UK and Global level.

-Outlines the performance characteristics of battery technology for different applications across the HGV sector.

-Analyses UK depot-based charging and public charging infrastructure.

-Proposes actions to develop and support the UK HGV industry.

The transition to low- or zero-carbon HGVs is advancing rapidly, albeit from a low current uptake, with battery electric and hydrogen fuel cell drivetrains emerging as the most viable options for mass market adoption. HGVs will be subject to a UK government mandate to phase out the sale of petrol and diesel HGVs by 2040, with different timelines by vehicle class. Along with the requirements imposed by regulations, consumers and freight operators will also influence the choice of technologies.

The adoption of BEVs is driven by cost reductions and efficiency improvements. The sharp decline in battery costs has already positioned BEVs as the most cost-effective alternative option to diesel in many applications when considering the total cost of ownership, particularly in urban and short-haul duty cycles. By 2040, BEVs are expected to comprise 45% of the UK commercial vehicle stock, increasing to 80% of the stock by 2050. Hydrogen FCEVs, however, are likely to remain a niche solution, particularly suited to high-payload and long-range applications.

To support the transition to battery electric HGVs and address the operational demands of the freight industry, the following strategic actions are recommended:

Invest in next-generation technologies, such as solid-state batteries and silicon anodes, to accelerate advancements in battery energy density and reduce ultra-fast charging times, supporting long-haul applications and heavy payloads.

Promote the UK production of HGV-specific battery systems, particularly high-capacity packs for long-haul vehicles and advancements in thermal management, cycle life and weight optimisation.

Upgrade and expand the HGV-specific UK charging infrastructure, particularly strategically located public ultra-fast charging points on the SRN as well as depot-based solutions.

Invest in grid capacity upgrades and power supply resilience to ensure the charging network meets the energy demands of an increased electric HGV fleet, with investment focused on high-demand freight corridors and urban logistical hubs.

Integrate renewable energy sources, such as solar and wind, into charging infrastructure to reduce reliance on conventional power grids, and lower energy costs.

Strengthen collaboration among energy providers, policymakers and industry stakeholders (Road Haulage Association, Logistics UK etc.) to address technical and logistical challenges, particularly in coordinating depot and public charging networks.

Achieving a zero-emission heavy-duty vehicle fleet by 2050 is feasible but will necessitate extensive planning, coordination and investment in infrastructure, alongside robust government policy support. With targeted efforts across industry and government, the transition to zero-emission HGVs has the potential to reduce dependency on imported fuels, create new jobs and position the UK as a leader in the electrification of freight.

Why hydrogen still has a role to play in the future of road freight transport...Hydrogen serves as a critical complement to battery-electric vehicles in road freight, specifically acting as a decarbonization solution for heavy-duty, long-haul transport. While batteries dominate regional trips, hydrogen remains essential for long distances due to three main operational benefits:

Fast refueling: Hydrogen fuel cells allow trucks to refuel in 10 to 20 minutes, mirroring the downtime of traditional diesel.

High energy density: It has a higher energy-to-weight ratio than lithium-ion batteries. This avoids the massive battery weight of heavy-duty electric trucks, preserving vital payload capacity.

Extended range: Hydrogen fuel cell electric vehicles (FCEVs) typically achieve ranges between 700 and 1,000 kilometers on a single tank, ideal for cross-country logistics.

The transition to hydrogen requires significant scaling of infrastructure and zero-emissions power generation. However, long-haul trucking accounts for a large share of freight emissions, making hydrogen an indispensable tool alongside batteries to achieve full decarbonization.

Provided by Chalmers University of Technology