AUTONEWS

Self-driving cars: near-miss driving data can expedite AV algorithm training

The safety performance of autonomous vehicle (AV) algorithms is boosted 90% using simulation data that better incorporates near-miss incidents with outright failures, according to new research led by University of Michigan Engineering.

The finding could help accelerate testing and data gathering to prove AV technology is safe, boost public confidence in the vehicles and move the auto industry along the long-promised path toward Level 4 and Level 5 automation. The work was funded in part by the National Science Foundation and published earlier this year in Nature Communications.

The promise of self-driving cars is that they could greatly reduce the roughly 40,000 deaths by vehicle that occur annually in the United States. But despite historic investments of more than $160 billion in AV technology, the public’s acceptance of driverless vehicles has remained stubbornly low. Safety concerns lie at the heart of this reluctance.

The algorithms responsible for safety, which control the movement of AVs, need to be “trained” to safely operate vehicles in all kinds of traffic situations. That training comes in the form of data collected from real-world AV testing, computer simulations and combinations of the two. 

Once trained, AV control algorithms are tested to determine where the problems lie. Then it’s back to training the algorithm to address those problems.

“With AI, we have something called the seesaw problem—you find a problem, and then you run simulation variations to train to solve the problem,” said Henry Liu, director of both Mcity and the University of Michigan Transportation Research Institute (UMTRI). “Then, unfortunately, sometime after the training, another unanticipated side of the same problem arises, or even completely new problems that have never appeared before.”

In this situation, programmers have two options: design an entirely new neural network architecture or change the training data. Since the first option is time- and cost-prohibitive, the instinct is to load up on crash data to train the network what not to do. But focusing on crash data excludes incidents that are at least as valuable.

“What we’ve learned is that the training is more effective when you’re utilizing data from both crashes and near misses,” Liu said. “They are both safety-critical scenarios, and a near miss means the vehicle was able to maneuver through a situation successfully without a crash.

“In simulated testing, near misses occur a thousand times more often than crashes. Bundling failures and near misses improves overall performance dramatically.”

The team tested their approach in the Mcity Test Facility, achieving 90% improvement in the vehicle’s safety performance.

The study builds on previous work by U-M researchers, which helped address the “curse of rarity” in AV testing—the fact that safety-critical events like crashes and near misses are statistically rare. On-road testing would require hundreds of millions or billions of miles to gather enough information from real crashes and near misses to be useful. U-M’s use of artificial intelligence (AI) to train AVs helped reduce testing miles required by 99.9%.

The research was funded by the Center for Connected and Automated Transportation at U-M and the National Science Foundation.

University of Michigan Engineering

AUTONEWS

Turning fly ash waste into greener tire rubber

Tires are essential to modern transport, but their production and use raise environmental concerns. One important issue is zinc oxide, a common activator used in rubber vulcanization. Zinc oxide helps rubber form the crosslinked network that gives tires their strength, elasticity and durability. However, zinc can be released into the environment during manufacturing, recycling and tire wear, where it may affect aquatic ecosystems.

An international collaborative team from Kasetsart University in Thailand and Newcastle University in Singapore investigated whether fly ash, an industrial waste from coal-fired power plants, could partially replace zinc oxide in tire tread rubber. The research is published in the journal Waste Management.

Fly ash contains several metal oxides, including calcium oxide, magnesium oxide, aluminum oxide and iron oxide. These compounds can help activate the vulcanization process in rubber, suggesting that fly ash could do more than act as an inert filler. It could also help reduce reliance on zinc oxide.

Testing fly ash in tread rubber...The researchers prepared tire tread rubber compounds with different zinc oxide-to-fly ash ratios: 3:0 as the control, followed by 2:1, 1:2, 0:3 and 0:5 parts per hundred rubber. They then tested curing behavior, crosslink density, mechanical properties, dynamic mechanical properties, abrasion resistance, zinc release in water and environmental impact using gate-to-gate life cycle assessment.

The results showed that fly ash could support rubber vulcanization even when zinc oxide was reduced. The 2:1 and 1:2 zinc oxide-to-fly ash formulations showed crosslinking behavior comparable to the conventional zinc oxide control. This means zinc oxide could be reduced by around one-third or two-thirds while maintaining effective vulcanization.

Mechanical performance was also largely preserved. The 2:1 and 1:2 formulations showed tensile strength, modulus and crosslink density comparable to the control rubber. Their dynamic mechanical behavior was also similar, suggesting that important tire-related indicators, including road grip and rolling resistance, were not significantly compromised.

                         Graphical abstract. Credit: Waste Management (2025)

Lower zinc release, mixed trade-offs...The environmental benefit was clear in zinc release tests. After three months in water, the 1:2 zinc oxide-to-fly ash formulation reduced zinc release by 63% compared with the control. This is important because zinc leakage from tire materials can contribute to aquatic ecotoxicity.

Life cycle assessment also showed that replacing zinc oxide with fly ash reduced freshwater aquatic ecotoxicity, marine aquatic ecotoxicity and global warming potential. The lowest environmental impacts were observed when zinc oxide was fully replaced at the 0:3 ratio. However, the study also showed that higher fly ash loading can affect material performance, so partial replacement appears to offer the best balance between rubber properties and environmental benefit.

A circular use for fly ash...The work points to a practical circular economy route for tire materials. Instead of treating fly ash only as a waste stream, it can be repurposed as a functional ingredient in rubber compounds. At the same time, tire manufacturers could reduce zinc oxide use, lower zinc release and improve the environmental profile of tire tread formulations.

The findings are relevant to tire manufacturers, rubber compounders, waste management companies and sustainability teams seeking lower-impact materials for transport applications. They also highlight opportunities for countries with both rubber industries and fly ash waste streams to develop more circular industrial supply chains.

Provided by Newcastle University in Singapore

AUTONEWS

Ford Ranger Super Duty vs. Toyota LandCruiser 70 Series

The Ford Ranger Super Duty outperforms the Toyota LandCruiser 70 Series in payload, towing capacity, and technology, while the Toyota model upholds its historic reputation for mechanical simplicity and extreme off-road ruggedness. The Ranger Super Duty was developed specifically as a factory-built "workhorse" to challenge the 70 Series' dominance in the heavy-duty pickup and industrial fleet markets.

The Ranger Super Duty utilizes a robust platform modified from the standard Ranger, focusing on maximum work capability. The LandCruiser 70 Series (especially the LC79 single- and double-cab versions) sticks to its classic formula, updated with automatic transmissions and more modern engines.

Ford Ranger Super Duty: It truly stands out in this regard. Its reinforced chassis rails and heavy-duty front and rear axles allow it to carry nearly two tons in the bed/on the chassis and tow 4.5 tons straight from the factory, without the need for aftermarket suspension modifications (GVM upgrades).

Toyota LandCruiser 70 Series: Despite having been the go-to vehicle for mining and farming for decades, it lags significantly behind in factory-rated figures, requiring third-party suspension kits if the user needs to haul or tow at the same level as the Ford.

The Ford is vastly more modern. It features a 12-inch infotainment system with Ford SYNC4, wireless smartphone mirroring, a digital instrument cluster, adaptive cruise control, and 360° cameras that are ideal for maneuvering with trailers.

: In the double-cab configuration, the Ranger offers far more rear-seat legroom and headroom, along with dedicated A/C vents and a 400W power inverter. The 70 Series retains a Spartan interior, featuring a rustic hard-plastic finish and dated ergonomics.

MOTO GP

Sachsenring: Marc Márquez extends his dominance

Ducati’s Marc Márquez led from start to finish to win the German MotoGP GP, with Trackhouse Aprilia duo Ai Ogura and Raúl Fernandez rounding out the Sachsenring podium. Brazilian rider Diogo Moreira (LCR Honda) finished 11th after an impressive charge through the field.

Sunday brought sunny skies and a dry track for the German GP, ​​with an ambient temperature of 26°C and an asphalt temperature of 39°C at Sachsenring. Winds were blowing at 4 km/h, while relative humidity hovered around 45%.

Fermín Aldeguer, Johann Zarco, and Marco Bezzecchi were absent from the race. The Gresini rider had fractured a vertebra during practice for the Dutch GP and was not replaced by the team; meanwhile, Zarco continued recovering from injuries sustained in a severe crash at the Catalan GP, ​​with Cal Crutchlow remaining as his substitute at LCR. Bezzecchi, having fractured his left collarbone during qualifying, was forced to withdraw from the round.

All riders opted for hard front tires and medium rear tires for the 30-lap German GP. In the first start featuring the new, more spaced-out grid configuration introduced by the series, Marc Márquez got away well and held the lead, followed by Álex Márquez, while Ai Ogura gained two positions to move into third place.

Moreira also made a strong start, jumping from 18th to 14th; he entered the points-scoring positions and demonstrated the strength of his RC213V during the opening laps of the Sachsenring race.

Marc Márquez remained in the lead but was unable to pull out a significant gap during the early laps. The margin to his brother was just 0.3 seconds, while the Trackhouse pair kept pace with the Ducatis, with Fernández now in third and Ogura in fourth.

The race's first crash occurred on the fourth lap. Di Giannantonio lost control of his bike at Turn 10 and ended up in the gravel, paving the way for Acosta to take fifth place on the KTM in Germany.

Shortly after, Joan Mir suffered another crash on his Honda. Having already signed with Gresini for 2027, the Spaniard lost the front end at Turn 13, adding another accident to his tally with the Japanese manufacturer.

A few minutes later, Álex Márquez crashed at the same spot and also retired from the German GP, ​​leaving second place open for Fernández. From lap 11 onwards, Marc Márquez managed a 1.3-second gap over Fernández to secure the victory at the Sachsenring.

Moreira benefited from the crashes and climbed to 11th place, securing a strong position to score points while working to close the gap to Brad Binder and aim for a top-10 finish in the German race.

From the 20th lap, Marc Márquez opened up a 2.1-second lead over Fernández and cruised toward victory, but the battle for second place heated up. Ogura maintained a strong pace in the second half of the race, caught up to his teammate, and secured a Trackhouse one-two finish on the podium.

Acosta also pulled away from the mid-pack and secured fourth place for KTM, while Martín rounded out the top five.

At the start, Marc Márquez held the lead with Álex Márquez right behind, while Ai Ogura moved up to third. Moreira, who started 17th, climbed to 16th during the opening laps.

On lap 4, VR46's Fabio di Giannantonio crashed at Turn 10, triggering a yellow flag in the sector and ruining his chances of holding onto second place in the championship. Meanwhile, Raúl Fernández overtook his teammate Ogura to take third place, and Moreira moved up to 13th. At the front, the gap between the top three was less than half a second.

On lap 8, Honda's Joan Mir crashed at the tricky Turn 13, triggering a yellow flag in that sector. Two laps later, Turn 13 claimed another victim—Álex Márquez, who had been running in second place—causing another yellow flag. Thanks to these crashes, Moreira moved up to 11th.

By lap 13, Márquez was extending his lead over Fernández to 1.4 seconds; Fernández remained under pressure from his teammate Ogura and from Pedro Acosta, who was further back. In the battle between Pecco Bagnaia and Jorge Martín, the Aprilia rider held his ground and stayed in fifth place through the halfway point of the race.

On the 19th lap, Márquez continued to pull away at the front, holding a lead of over two seconds over Fernández, who was still being challenged by Ogura.

Two laps later, Bastianini overtook Moreira—dropping him to 12th—while Ogura closed to within three-tenths of a second of his Trackhouse teammate. Shortly after, LCR's Cal Crutchlow crashed at Turn 3, causing another yellow flag.

On lap 25, Ogura finally managed to attack and overtake Fernández, taking over second place in both the race and the riders' championship. A lap later, Bagnaia managed to pass Martín, but the Spaniard immediately fought back to reclaim fifth place.

Despite constant pressure from Álex, Marc capitalized on the narrowness of the track section where Álex was closest, gaining an advantage in the final sector—usually the best spot for overtaking—all while Di Giannantonio lurked nearby. Ogura fell decisively behind.

Capping off a masterclass in sprint race management, Marc Márquez claimed his fourth Sprint victory of the season, with Álex Márquez returning to the Saturday podium for the first time since his injury in Catalonia, and Fabio Di Giannantonio completing a Ducati 1-2-3.

Ai Ogura crossed the finish line completely alone, while Raúl Fernández held firm in fifth place against Jorge Martín. Pecco Bagnaia finished seventh after pulling away from Pedro Acosta, and Fabio Quartararo secured the final point up for grabs.

by Autonews

AUTONEWS

Aquazole: the experimental fuel that mixed diesel and water

Not long ago, the automotive industry believed that diesel was the best technology available for transporting people and goods—at least in Europe, and by road, naturally. They weren't entirely wrong; even today, it remains the fuel that powers a large part of industrial activity.

However, particularly in the 1990s, the technology faced a problem: harmful gas emissions. A solution might lie in a form of "chemical diplomacy"—an approach that, with a bit of ingenuity and plenty of innovation, could avoid the need to replace entire fleets, redesign cities, or envision electric buses everywhere.

It was against this backdrop that a new fuel called Aquazole was born. The name practically gives it away: water and diesel. Admittedly, the name is almost comically literal, yet Aquazole was a technology taken very seriously thirty years ago.

Behind the invention of Aquazole was a major European oil company—France’s Elf—with a clear objective: to reduce emissions from diesel engines, particularly in urban fleets. This included buses, garbage trucks, municipal vehicles, and the like—vehicles that could not (and still cannot) simply vanish from cities, yet were becoming too conspicuous to remain immune to environmental pressure.

Diesel was enjoying its heyday back then. The engines were economical, robust, and efficient; they received favorable tax treatment in many markets and were an almost irresistible choice for high-mileage drivers. But this rise cast a shadow—literally. The black smoke pouring from tailpipes was the most obvious sign of a larger problem: particulate matter, nitrogen oxides (NOx), and increasingly polluted air.

Aquazole emerged specifically to tackle this issue, based on a principle that seemed destined to fail: adding water to diesel. Two elements that, under normal circumstances, do not mix. Hence the need for that "chemical diplomacy," which was essentially cutting-edge engineering.

The Aquazole recipe was an emulsion. According to the European Union (EU) website, its formula consisted of approximately 85% diesel, about 13% aqueous solution, and a small fraction (2–3%) of chemical additives. The key lay in that tiny fraction. It was the additives that prevented the natural separation of water and diesel, keeping microscopic water droplets suspended in the fuel long enough for the mixture to be stored, transported, and used in a diesel engine.

The word "mixture" might be inadequate to describe the process. Aquazole was a sort of forced marriage between substances that—as I mentioned earlier—instinctively wanted to separate. Normally, when you add water to diesel, the two liquids begin to separate almost immediately.

We are all intuitively familiar with this phenomenon: some liquids mix easily, while others do not. Water and oil are the simplest example. We can shake them vigorously, but after a while, each returns to its own layer. Elf’s technical achievement lay precisely in preventing this from happening.

According to the oil company itself, the Aquazole emulsion remained stable for over three months—provided it was protected from light—and maintained this stability across a temperature range of -20°C to 70°C. That was no small feat. It was the difference between a laboratory curiosity and a fuel with the potential for use by a real-world fleet.

The secret lay in a third ingredient: an organic surfactant, the composition of which was kept under wraps by Elf. For those who don't know (and I didn't...), a surfactant is a substance that helps incompatible aqueous solutions stay together. It doesn't make them identical or change their nature, but it reduces the tension between them, allowing one to remain dispersed within the other as tiny droplets.

In simple terms, it acts as a kind of chemical mediator. One end of the molecule has an affinity for water; the other has an affinity for oil. In the case of Aquazole, this dual affinity made it possible to keep microscopic water droplets dispersed within the diesel, rather than allowing them to coalesce and separate at the bottom of the tank.

However, not just any surfactant would do. To be used in a fuel, it had to meet several requirements. It could not generate harmful emissions, contain metals, or be toxic; furthermore, it had to be non-ionic—meaning it was relatively insensitive to the quality of the water used in the emulsion. Aquazole’s stability depended as much on the formulation as on the industrial process that produced small, uniform droplets.

There was another important detail, too. Since the fuel contained water, it was necessary to add a stronger biocide than the one used in conventional diesel to prevent bacterial growth. The romantic image of a “simple” fuel vanishes here. Aquazole might have looked like just water and diesel, but it was a delicate, industrially demanding chemical solution—far less rudimentary than its name implied.

The question is: to what end? After all, water adds no energy to the fuel—quite the opposite. Its role was different: to alter combustion conditions. As it vaporized inside the chamber, it absorbed heat and lowered peak temperatures. This reduction was crucial because nitrogen oxides (NOx) form primarily when combustion reaches very high temperatures.

Elf claimed a 5% to 10% reduction in combustion temperature compared to conventional diesel. They also announced figures that were striking enough to grab attention at the time: 15% to 30% less nitrogen oxides, up to 50% fewer particulates, up to 80% less black smoke, and a 1% to 4% reduction in fuel consumption, depending on the engine type, vehicle age, and testing conditions.

There was also a second, more subtle effect: upon vaporizing almost instantly, the water droplets could shatter the fuel droplets into even finer particles. This more effective atomization improved air mixing, leading to more complete combustion and reduced smoke and particulate formation. These results justified the enthusiasm of the time: less NOx, fewer particulates, and far less visible smoke.

However, there was a key technical caveat. These effects were only relevant in direct-injection diesel engines, where the mixture was injected straight into the combustion chamber. Many light-duty diesel engines of that era still used indirect injection with a pre-chamber, which helps explain why Aquazole was never viewed as a particularly suitable solution for passenger cars. Today, accustomed as we are to particulate filters, catalytic converters, sensors, regeneration cycles, and AdBlue, we tend to forget just how appealing that proposal was. It did not require a revolution in vehicle design; instead, it proposed an overhaul of the fuel itself. For a public transport operator, this made all the difference. A bus fleet remained the same fleet; routes stayed the same, and—to a large extent—so did the engines. The promise lay in reducing emissions without rendering existing assets obsolete.

It was a transitional solution, yet transitional solutions are often the most fundamental ones. Moreover, electrification lacked the necessary scale, affordability, and infrastructure at the time. Natural gas was vying for a share of some fleets but did not offer the prospect of universal replacement. Aquazole stepped into this middle ground: while not the ultimate future, it offered a way to buy time.

The problems with Aquazole... But not everything was perfect. Aquazole required control. Only a central operator or a large fleet owner—with their own tanks and centralized maintenance—could manage a fuel like this. They could store it separately, control refueling, track consumption, and measure results. In the private market, it was a different story. You couldn't simply put Aquazole in a pump next to regular diesel and hope for the best. The emulsion required its own logistics chain and was incompatible with the rugged simplicity that had made diesel such a universal fuel.

Then there was the energy issue. If part of the injected volume was water—and that water didn't release energy—the fuel had a lower calorific value per liter. In practical terms, this could mean consuming a larger volume to perform the same task and, under certain conditions, a slight loss in performance. Elf downplayed this point, stating that, generally speaking, engines were powerful enough to handle the difference.

There were also natural concerns: corrosion, reliability, and visible exhaust vapor. Elf maintained that tests showed no significant corrosion or vapor issues, arguing that the exhaust would contain only about 10% more water than with conventional diesel. Even so, the idea of ​​putting water into a diesel engine required a leap of faith that not all operators were willing to take.

But the decisive blow came from elsewhere. The industry found a solution more compatible with its established practices: leave the fuel itself relatively alone and treat the exhaust gases after combustion. Diesel fuel became low-sulfur. Particulate filters became mandatory. SCR systems and AdBlue tackled NOx emissions with an effectiveness that changed the technical and regulatory equation.

Aquazole thus missed its window of opportunity. Viewed from today’s perspective, it seems like an eccentric idea typical of the 90s. Yet, at the time, it was a plausible hypothesis, having been presented to the European Commission in 1998 as part of the Auto-Oil program. Automotive history is full of such hypotheses: technologies that didn't fail because they were flawed, but because the world around them changed faster.

Now, the battle is playing out in the realm of battery chemistry. There is still a long road ahead there, too. Or could fuels still turn the tables? In fifteen years of *Razão Automóvel*, I’ve learned never to rule out solutions or underestimate humanity's inventive capacity. Someone should tell the European Union...

https://cordis.europa.eu/article/id/10155-adding-water-to-diesel-fuel-to-reduce-pollution

 

AUTONEWS

Fiat Grizzly & Grizzly Fastback

Fiat celebrates its 127th anniversary with the launch of the Grizzly and Grizzly Fastback.

“With the Grizzly and Grizzly Fastback, Fiat completes its range with two different formats for two different customers, each built around the real everyday needs of the family. The Grizzly is an SUV for those looking for space and comfort, while the Grizzly Fastback is aimed at customers who want the same streamlined benefits in a more distinctive silhouette. Unveiling them on Fiat’s birthday was a natural choice. Because this is not just another launch: it is Fiat doing what it has always done best — making family transport simple, affordable and truly accessible from Europe to the Middle East and Africa and South America,” says Olivier Francois, Fiat CEO and Global Marketing Director of Stellantis.

On July 11, Fiat celebrates its 127th anniversary with the unveiling of the Grizzly and Grizzly Fastback in a special video, marking the arrival of two new silhouettes within the brand’s renewed family offering. The concept is built around a simple yet recognizable image: the unveiling of the arrival of two new members in an unexpected setting — a local Italian registry office.

In the video, Olivier Francois, Fiat CEO and Stellantis Global Marketing Director, presents the latest models at a reception, transforming a classic bureaucratic moment into an impromptu test drive with the Grizzly and Grizzly Fastback.

The Grizzly and Grizzly Fastback mark the next step in Fiat’s product strategy: two silhouettes created around different customer needs, but with the same simple and versatile approach. As highlighted during the Investor Day held on May 21 in Auburn Hills, the project confirms Fiat’s role as one of Stellantis’ most international brands, bringing affordable and relevant mobility to customers around the world, especially in its three main regions — Europe, the Middle East and Africa, and South America.

The Grizzly brings space, comfort and everyday practicality to the SUV format, while the Grizzly Fastback adds a more recognizable silhouette with the same focus on usability and family needs.

Compact on the outside and generous on the inside, the Grizzly measures 4.4 metres in length and is designed around real-life needs: space, comfort and everyday flexibility. The Grizzly Fastback extends to 4.5 metres, combining elegant proportions, expressive design and outstanding practicality, including generous interior space and a 600-litre boot.

In addition, to further give customers the freedom to choose what best suits their needs, the Grizzly and Grizzly Fastback will be available with petrol, mild hybrid and full electric powertrains, delivering up to 145 PS, as well as manual or automatic transmissions, depending on the region.

The range will be offered in seven vibrant body colours and equipped with technologies designed to make everyday mobility easier, more intuitive and more enjoyable.

The Grizzly and Grizzly Fastback will make their first public appearance at the Paris Motor Show in October, ahead of a commercial launch expected from the last quarter of 2026.

 

AUTONEWS

Maserati Project GT4 at the Goodwood Festival of Speed

In addition to the renewed GranTurismo, GranCabrio and Grecale model range (more on them in a previous article), Maserati is presenting Project GT4 for the first time at the Goodwood Festival of Speed: a new project developed by Maserati Corse to bring the technical, stylistic and engineering DNA of the new GranTurismo to the track.

Designed to enter one of the most dynamic international GT categories, the car draws on the experience gained with the Maserati GT2 and has been created with a specific objective: to return to the track in 2028 with a competitive project that aims to win and confirms the role of Corse as a workshop of innovation for the brand.

Project GT4 was created to strengthen the link between track and road according to a principle that has always been part of Maserati's philosophy: the continuous exchange of expertise, technical solutions and knowledge between racing and mass production.

The car will join the Maserati GT2 and the MCXtrema, known as "The Beast" and intended for a select number of customers who want to try their hand at the track.

Launched in a special year, in which Maserati celebrates the centenary of the Trident logo, Project GT4 is a car that derives from the architecture of the new GranTurismo.

Developed in Modena and inspired by the experience gained with the Maserati GT2, the project combines performance, Italian design and technological innovation. The car directly benefits from the technical improvements and stylistic evolutions introduced with the new generation of the model and transfers its greatest characteristics to the track. The integration of specific racing components follows and enhances the new front end, maintaining continuity with the stylistic language of the road car.

The new GranTurismo serves as an ideal basis: the powertrain and bodywork of the Maserati Project GT4 are derived directly from the road car, in order to demonstrate the extent to which the GranTurismo architecture is naturally transferred from the road to the track and to limit running and maintenance costs, a central aspect for a car intended for racing.

The aerodynamic components have been conceived according to purely functional criteria, but are harmoniously integrated into the overall design of the car. The interior retains the GT dashboard features, but adopts a configuration oriented towards maximum ergonomics and efficiency on the track.

The technology used benefits from the experience gained on the track with the Maserati GT2: the expertise developed in terms of setup, calibration, reliability and performance constitutes a solid foundation. The development of the car includes the know-how of Maserati Corse and the experience of Andrea Bertolini, Maserati's chief test driver and multiple world champion.

From a technical perspective, the Project GT4 adopts the V6 Nettuno 3.0 liter engine.

The "Made in Maserati" engine has already demonstrated its versatility, robustness and development potential on the track, reaching over 700 hp in specific applications.

The Project GT4 features a rear-wheel drive architecture, suspension directly taken from the GranTurismo Trofeo model, adjustable shock absorbers and stabilizers, and a weight reduction of approximately 400 kg compared to the road car, with a highly optimized aluminum platform as the starting point.

Dedicated racing components include a front splitter, an aerodynamic configuration optimized for increased downforce, a hood with specific vents, a dedicated braking system with specific cooling, a roll cage, a homologated seat and tank, and 18-inch wheels in accordance with GT4 regulations.

Kao i svaki Maserati, Project GT4 kombinuje težnju ka performansama sa stilskom prefinjenošću, zahvaljujući fundamentalnoj saradnji između inženjeringa i Maserati Centro stila.

U tako važnoj godini za kompaniju, otkrivanjem novog projekta u Gudvudu, Maserati mu posvećuje posebnu livreju. Stil karakteriše veliki Trident logo koji se proteže preko automobila, od krova do zadnjeg dela, zajedno sa 100 malih, plavih Tridet logotipa. Beli prednji deo podseća na neke od najznačajnijih Maserati trkačkih automobila iz prošlosti, kao što je 420M/58 Eldorado, reinterpretirajući njegovo nasleđe savremenim stilom, dok plava i žuta boja referenciraju grad Modenu, naglašavajući činjenicu da je automobil dizajniran i razvijen u potpunosti u srcu italijanske Motorne doline.

Ovim novim projektom, Maseratijeva namera je da doda novi veliki deo slagalici sveta trka, kao i da dodatno podigne svoje standarde jačanjem svog prisustva u trenutnom GT scenariju, na ciljani način. Međunarodna GT4 kategorija je zapravo jedan od najbrže rastućih segmenata u Gran Turismo takmičenjima.

U GT takmičenjima u prvoj deceniji ovog veka, Trident je igrao vodeću ulogu sa legendarnim automobilima kao što je slavni MC12 koji je dominirao GT1 sezonama. Maserati sada takođe želi da ponovi GT4 rezultate sa pobedama i uspesima postignutim u GT4 Evropskom kupu, GT4 Evropskoj seriji i Competition102 GT4 Evropskoj seriji, sada sa Maseratijem GranTurismo GT4, a ranije sa Maseratijem Trofeo Light GT4, baziranim na GranSportu.

Otkrivanjem Projecta GT4 u Gudvudu, Maserati prati nedavno lansiranje nove Maserati asortimana – novog GranTurisma, novog GranCabria i novog Grecalea – i dodaje još jedan deo u slagalicu evolucione strategije brenda, kako bi se usmerili ka sezoni 2028. sa ciljem preuzimanja vodeće uloge na stazi.