BMW

BMW i1 and i2: smaller, affordable EVs coming in 2028

The democratization of electric vehicles necessitates the introduction of more affordable—albeit smaller—models. Just as mass-market automakers have been compelled to sell battery-powered cars for under €20,000, premium brands cannot ignore this market demand. Admittedly, BMW does not intend to sell models at the same price points as mass-market brands—given that their vehicles won't be quite as small or feature such limited range and battery capacity—but they will still need to be significantly more affordable than the new i3, which starts at €59,500.

BMW itself revealed this information during its Capital Markets Day—an event where the manufacturer announces new projects to attract investors—focusing essentially on launching a new, lower-priced entry-level model. However, according to BMWBlog—a source consistently well-informed about the Bavarian manufacturer's plans—BMW is expected to move forward with not just one affordable model, but two: the i2, a traditional three-box sedan styled like the gasoline-powered 2 Series; and the i1, a shorter, five-door hatchback similar to the combustion-engine 1 Series.

The first of these affordable electric models to hit the market will be the BMW i1, scheduled for 2028 and designed primarily with the European market in mind. Known internally by the codename "NBO" (according to the German press), it will be built on the *Neue Klasse* platform—the same architecture used for the brand's latest electric vehicles—with the electric i1 and the gasoline-powered 1 Series competing in the market side-by-side. The second of the entry-level electric models will be the i2, a sedan slightly longer than the i1 to accommodate a trunk; it is built on the same Neue Klasse platform and features an aesthetic similar to the i3, but on a smaller scale. Deliveries of the i2 are expected to begin in 2030, and—like the i1—it will feature a rear-mounted electric motor in base versions, while more powerful, sporty models will have a motor on each axle.

BMW is far from finished exploring the new Neue Klasse platform. Following the initial models based on this architecture—such as the iX3 and the new i3—the manufacturer has confirmed plans for a more affordable electric vehicle (EV) arriving in 2028. Designed to serve as the entry-level model in the lineup, it aims to compete in one of Europe's fastest-growing segments.

While the model lacks an official name, all signs point to it being badged the i1. It will take the form of a compact five-door hatchback, positioned between the electric Mini Cooper and the upcoming BMW iX1. The concept involves utilizing the same foundation as the larger Neue Klasse models but applying it to a vehicle that is smaller, lighter, and—crucially—cheaper to manufacture.

The i1 is expected to retain rear-wheel drive...According to reports from BMW Blog, the project is known internally by the code NB0. Its dimensions will be similar to the current 1 Series, even though the two models are completely different beneath the bodywork.

While the latest generation of the 1 Series utilizes a front-wheel-drive platform and will remain in production until at least the early 2030s, the future EV is set to adopt the Neue Klasse architecture. It will maintain BMW's traditional rear-wheel-drive setup, with the potential for more powerful versions featuring dual motors and all-wheel drive.

In a sense, this represents a return to the 1 Series' roots, as its first two generations also featured rear-wheel drive before BMW switched the hatchback to a transverse-engine architecture.

Smaller battery to cut weight and cost...BMW has yet to reveal technical specifications for the future i1, but its more accessible positioning will likely necessitate some compromises compared to the larger Neue Klasse models.

The new i3, for instance, offers battery capacities of 82.8 kWh or 108.7 kWh—sizes that would be difficult to accommodate in a hatchback with a shorter wheelbase without negatively impacting weight, interior space, and price. The expectation, therefore, is that the i1 will use a smaller battery pack, also taking advantage of its more compact and lightweight body to maintain sufficient range for daily use, despite storing less energy.

The same applies to fast charging. Depending on the battery, the i3 can accept between 300 and 400 kW of DC power—figures unlikely to be fully matched by an entry-level model, primarily due to the need to control costs. Even so, since it will remain based on the Neue Klasse, the hatchback is expected to leverage much of the new electrical and electronic architecture developed by BMW.

BMW i1? BMW wasn't explicit—nor did it use the term "1 Series"—when presenting its strategy for the future of the German compact car. However, it did use descriptors such as "compact electric vehicle with Neue Klasse technology" during its 2026 Capital Markets Day.

In practical terms, this suggests the brand will strengthen its presence in the entry-level segment with a new all-electric model based on Neue Klasse technology, expected to arrive in 2028.

According to BMWBlog, the model is internally designated "NB0," but it is expected to reach the market as the BMW i1, aligning with the naming conventions already associated with the brand's electric lineup.

The same source indicates that, initially, this model will be sold alongside the current combustion-engine 1 Series. Therefore, it would not be surprising if it adopted similar proportions and a two-box hatchback body style.

Yet, despite potential visual similarities, the two vehicles will be fundamentally different propositions. BMW's future compact EV is set to be built on the dedicated Neue Klasse platform. This means it could bring back one of the defining characteristics of the early 1 Series generations: rear-wheel drive.

Much like the current combustion-engine 1 Series (F70), it would also come as no surprise if all-wheel-drive versions—or "xDrive" in BMW parlance—were offered, thanks to the potential installation of dual electric motors (one per axle). 

The combustion-powered BMW 1 Series is no longer set to disappear...Versions with internal combustion engines, based on the current front-wheel-drive architecture (UKL2), are expected to remain on the market beyond 2030, meaning the model could undergo another update—the last one having taken place in 2024.

All indications suggest it will retain its three- and four-cylinder gasoline and diesel engines, with the most significant new development likely being the introduction of plug-in hybrid powertrains. It is worth noting that, compared to the Mercedes-Benz A-Class and Audi A3, it is the only one that does not yet offer this option.

Autonews

KAWASAKI

2027 Kawasaki Ninja 650: improved suspension and brakes for a better-equipped sports bike

The Kawasaki Ninja 650 evolves for 2027 with updates to its suspension, brakes, and connectivity. The Japanese sports bike retains its 649cc twin-cylinder engine and accessible design but incorporates a more sophisticated front end to enhance road performance.

The update follows Kawasaki’s "Fun-Style-Easy" philosophy: combining a sporty image with ease of handling and riding enjoyment. This time, the key improvements focus on the chassis, accompanied by new features on the instrument panel.

Finally, an inverted fork... The most significant change is right up front. The previous conventional 41mm telescopic fork has been replaced by a 37mm inverted Showa SFF-BP unit. SFF-BP stands for Separate Function Front Fork – Big Piston.

According to Kawasaki, the larger piston allows for lower damping pressure, aiming to provide better control over the bike's movements, greater stability upon corner entry, and a more solid feel during braking.

However, there is an important nuance: the brand did not intend to turn the Ninja 650 into an extreme supersport bike. The settings were chosen specifically to preserve the ease of handling that has always characterized this model—in other words, greater precision without sacrificing accessibility.

The change to the front end required a re-evaluation of the bike's overall chassis balance. Consequently, Kawasaki also increased the spring rate of the rear shock, which continues to operate via the Horizontal Back-link system and features preload adjustment.

The tubular steel frame remains, continuing to be a key factor in the Ninja's agile handling; the structure itself weighs just 15 kg.

The brakes also see a major upgrade...If the front suspension was one area where the Ninja 650 was starting to lag behind some rivals, the brakes were another—and Kawasaki has addressed this as well. The previous two-piston axial calipers have been replaced by new radial-mount, opposed four-piston calipers, working with dual 300mm semi-floating discs.

At the rear, a 220mm disc with a single-piston caliper remains. This is not merely an aesthetic upgrade; the increased fork rigidity, radial calipers, and four-piston setup should ensure a much more consistent front-end feel when the pace picks up. And that is precisely where the 2021 Ninja 650 may reveal the biggest difference compared to the previous generation.

The familiar twin-cylinder engine remains...Kawasaki opted not to reinvent what already works. It retains the well-known 649 cc parallel-twin engine, developed primarily to deliver power and ease of use in the low-to-mid rpm ranges.

European specifications list an output of 68 hp at 8,000 rpm and 64 Nm of torque at 6,700 rpm, paired with a six-speed gearbox. This might seem conservative at a time when increasingly powerful middleweight engines are emerging, but that was never the battleground for the Ninja 650.

Kawasaki continues to prioritize immediate throttle response, flexibility, and ease of use—characteristics that make sense whether riding in the city, on mountain roads, or on a long-distance trip.

Quickshifter arrives as an option...There is, however, a new feature in the transmission department. The Ninja 650 can now be fitted with the Kawasaki Quick Shifter (KQS) as an accessory, allowing for clutchless upshifts.

It does not come as standard equipment, but the availability of this option reinforces the sportier character Kawasaki aims to bring to this update.

Revised TFT, navigation, and voice commands...There are also significant updates to the cockpit. A 4.3-inch color TFT display remains, but the graphic layout has been redesigned.

Smartphone connectivity via the "RIDEOLOGY THE APP MOTORCYCLE" app allows riders to check bike information and log routes, with the addition of navigation and voice command capabilities. Kawasaki notes that voice commands may require a separate license and that availability depends on the market.

Traction control remains standard...The electronics package includes KTRC (Kawasaki Traction Control), featuring two rider-selectable modes. You won't find six-axis inertial platforms or an endless catalog of electronic modes here.

And that is part of the bike's philosophy. The Ninja 650 aims to provide the necessary electronics without turning an accessible middleweight into an unnecessarily complex machine.

Seat height drops to 785 mm...There is also a particularly interesting change for those who value accessibility. The seat height is now just 785 mm. Combined with the chassis's narrow midsection and a relatively upright riding position for a faired bike, this should make the Ninja particularly easy to handle at low speeds.

This is a key feature for less experienced riders, as well as for those seeking a sportbike that doesn't require the ergonomic compromises of a true supersport.

The A2 license remains part of the equation...The Ninja 650 also remains a particularly important bike in the A2 license category, available in a configuration that meets the 35 kW limit required by European regulations. This is precisely where Kawasaki holds an interesting position.

The 649cc twin-cylinder engine remains the foundation...The Ninja 650 retains its 649cc twin-cylinder engine and tubular chassis. The information provided focuses on the suspension, brakes, and technology of this evolution, without announcing new power or torque figures.

The 785mm seat height is one of the features that defines its accessibility. Kawasaki aims to reinforce the model's sporty qualities while preserving its ease of riding as an essential part of its appeal.

Price and availability of the 2027 Kawasaki Ninja 650...Details regarding this update do not specify the price or the arrival date at Spanish dealerships. Nor do they specify the color options that will accompany the new version.

For now, the preview reveals the key features of the 2027 Ninja 650: a redesigned chassis, enhanced connectivity features, and the continuation of its well-known twin-cylinder configuration.

 

by: Autonews

AUTONEWS

Tracing tool tracks hidden delays in mixed autonomous-driving software stacks

Autonomous vehicles are often described as computers on wheels, but the phrase understates just how tangled the software inside them has become. A single self-driving stack must ingest torrents of LiDAR point clouds, camera frames and radar returns, fuse them into a coherent model of the road, decide what the vehicle should do next, and translate that decision into steering, braking and acceleration commands — all within deadlines measured in milliseconds. What makes this genuinely difficult is that the software rarely lives on one platform. In industry, the AUTOSAR Adaptive Platform (AUTOSAR AP) has become a de facto standard for production automotive computing, while the open-source Robot Operating System 2 (ROS 2) dominates research laboratories and early-stage prototyping thanks to its vast ecosystem of tools and libraries. As vehicles evolve into software-defined machines, developers increasingly want the best of both worlds, combining AUTOSAR AP’s rigor with ROS 2’s agility inside the same system.

That combination, however, creates a blind spot. When data flows from a ROS 2 node into an AUTOSAR AP application and back again, each platform keeps its own records of what happened. ROS 2 offers tracing hooks that capture communication events, while AUTOSAR AP applications typically rely on ara::log, the platform’s standardized logging facility, which was never designed to serve as a precision timing instrument. Stitching these two heterogeneous record streams into a single, coherent picture of end-to-end latency has been a stubborn engineering problem. Developers prototyping a new perception or planning module can easily discover that something feels slow without being able to say whether the delay arose in sensor reception, in cross-platform message translation, in the detection algorithm itself, or in the final command output.

A research team led by Professor Takuya Azumi of the Graduate School of Science and Engineering at Saitama University, working with Astemo, Ltd., has now pushed a solution to that problem much closer to practical reality. The team had previously developed CART, the Combined AUTOSAR AP and ROS 2 Tracing Framework, which integrates trace information from both platforms into a unified timeline. But the original evaluation of CART was confined to a small-scale application configuration, leaving open a question that matters enormously to anyone building real vehicles: would the framework still deliver useful end-to-end latency analysis when confronted with the component count, data volume and complexity of a genuine autonomous-driving stack? The answer, published on August 6, 2026 in the IEEE Open Journal of the Industrial Electronics Society under the title “Evaluation Platform for Tracing of Autonomous Driving System Combined AUTOSAR AP and ROS 2” (DOI: 10.1109/OJIES.2026.3721135), is a carefully qualified yes.

To reach that answer, the researchers built a cloud-based evaluation platform that assembles four major pieces of software into one instrumented pipeline. The high-fidelity CARLA simulator generates realistic LiDAR point-cloud data for a simulated vehicle. Those point clouds flow into Autoware, the well-known open-source autonomous-driving software stack built on ROS 2, which handles the higher-level driving logic. From Autoware, sensor data pass across the platform boundary into an AUTOSAR AP application responsible for object detection, with detection results routed back to Autoware through protocol bridges so that vehicle-control commands can be generated. CART sits alongside this entire chain, ingesting ROS 2 traces and AUTOSAR AP logs and reconstructing the processing path from the moment simulated sensor data are received to the moment a control command emerges at the other end.

The results of the evaluation speak to both the completeness and the realism of the setup. CART reconstructed the entire expected end-to-end communication topology with 100 percent coverage, meaning that no segment of the processing path across the ROS 2–AUTOSAR AP boundary was lost to the tracing process. Under the evaluated workload, the platform sustained a point-cloud reception callback rate of approximately 33 Hz, a figure that reflects the kind of continuous, high-frequency sensor processing real autonomous-driving software must handle. Crucially, all of this was achieved with low tracing overhead, so the act of measurement did not materially distort the behavior being measured — a perennial hazard in performance analysis.

The framework also demonstrated an ability that fixed communication diagrams cannot provide: following dynamic control behavior. In the evaluated scenarios, CART distinguished between processing paths in which object detection triggered a stop command and paths in which no actuation command was issued at all. That distinction matters because autonomous-driving logic is not a static pipeline; it branches depending on what the sensors perceive. A tracing tool that can only follow fixed routes would miss precisely the situations developers care most about — the moments when the vehicle’s software decides to change what it is doing. By capturing those transitions, CART showed it can trace changes in control logic as well as ordinary data flow.

Overhead, the quiet killer of any tracing scheme, was quantified in two separate tests. In a small-scale test, adding ara::log-based instrumentation introduced little CPU load and roughly 0.03 MiB of memory usage, numbers small enough to be negligible for most development purposes. In a separate offline benchmark, converting logs representing one million send/receive pairs into trace data took approximately one second, suggesting that the framework can scale to the volume of logging that a full autonomous-driving stack generates without becoming an analysis bottleneck in itself. The authors assessed the platform at Technology Readiness Level 6, based on its demonstration in a relevant simulation environment, while noting that validation on real hardware remains future work.

“This study is important because autonomous-driving software is becoming increasingly complex, with different software platforms working together within the same system,” said Shunsuke Ito, a master’s student at Saitama University’s Graduate School of Science and Engineering and the corresponding author of the study. “By integrating trace information from AUTOSAR AP and ROS 2, our platform makes it possible to follow the processing path from sensor input to the generation of a control command as a single end-to-end sequence. This allows developers to see more clearly where latency occurs across platform boundaries.” The point is not merely academic. Latency budgets in autonomous driving are unforgiving: a perception-to-control chain that overshoots its deadline can degrade the freshness of the vehicle’s world model, and the difference between a safe response and a dangerous one can hinge on tens of milliseconds.

Ito emphasized that the leap from small test applications to realistic workloads was the heart of the contribution. “It is not enough to confirm that a tracing method works with a small test application,” he explained. “Autonomous-driving systems process large amounts of sensor data through many interconnected software components. By combining CARLA, Autoware, AUTOSAR AP, and ROS 2 in a cloud environment, we were able to test CART under more realistic conditions and show that detailed latency analysis remains possible without imposing a large additional processing burden.” For engineering teams practicing rapid prototyping, that means performance bottlenecks can now be identified during the design-and-test cycle, before software is transferred to physical vehicle hardware — when fixes are cheapest and iteration is fastest.

The implications extend to the broader industry shift toward Software-Defined Vehicles, in which functionality is increasingly delivered and updated through software rather than hardware. By providing a unified view of processing across heterogeneous platforms, unified tracing could shorten development and validation cycles and make complex vehicle software systematically evaluable. The team is candid about the road ahead: practical deployment will require validation with real electronic control units or hardware-in-the-loop systems, clock synchronization across multiple computing systems, larger-scale testing, and further automation of cross-platform message correlation. Looking forward, the researchers plan to extend the platform to lighter-weight simulation environments, incorporate OpenSCENARIO-based systematic testing, automate message linking using standard SOME/IP identifiers, and ultimately evaluate CART on real hardware. “If developers can trace the behavior of those systems across different platforms and identify performance problems earlier, they may be able to shorten development and validation cycles while making complex vehicle software easier to evaluate systematically,” Ito said. “In the future, we hope to extend CART from cloud-based simulation to real ECUs and further automate the tracing process. If these capabilities can be incorporated into practical vehicle-development workflows, unified tracing could become a useful tool for developing autonomous-driving and software-defined vehicle functions more efficiently and reliably.”

by Autonews

 AUTONEWS

Airbus A350F makes maiden flight ahead of nine‑month test campaign

The A350F freighter, the first of two test aircraft, has completed its first flight, Airbus has announced. The aircraft, fitted with special flight test instrumentation, flew for 4 hours 10 minutes reaching an altitude of 25,000ft. The aircraft was flown by a dedicated Airbus Flight Test crew. 

"This maiden flight is a major milestone for the A350F and for our customers worldwide. As the latest development of our highly successful A350 platform, the A350F is a true game-changer for the air cargo market, combining unmatched operational flexibility, fuel efficiency, and range," said Lars Wagner, CEO commercial aircraft at Airbus. “I am immensely proud of the extraordinary dedication and hard work of all the teams who have made this achievement possible.” 

The second A350F prototype (MSN 701) is now at an advanced stage of final assembly and will enter the paint shop in the next few weeks.

During this inaugural flight, the crew carried out tests focused on verifying the basic airworthiness, fundamental flying qualities, and ensuring basic systems perform as predicted. This marks the start of an over 9 months flight test campaign.

Designed to be the world's most advanced cargo aircraft, the A350F meets the evolving demands of the global air freight market. Thanks to a range capability of up to 8,700km and a payload of up to 111 tonnes, it will allow operators to deploy it on international long-haul routes. Made of over 70% advanced materials, Airbus says the A350F has a 46 tonnes lighter maximum take-off weight (MTOW) compared to competitor aircraft.

Powered by the latest Rolls-Royce Trent XWB-97 engines, the aircraft will bring a reduction in fuel consumption and carbon emissions of up to 40% compared to competitor aircraft, Airbus claims, with a similar payload-range capability. It is the first new freighter to fully meet the latest ICAO's CO₂ emission standards. At the end of August 2026, the A350F had already recorded 115 orders from 14 disclosed customers and it had captured up to 59% market share in the large freighter category.

The aircraft was flown by captain and test pilot Bernardo Saez-Benito, first officer and experimental test pilot Sylvain Guiraud, together with test flight engineer Ludovic Girard. In addition, lead flight test engineers Laurent Bussiere and Jaime Angoloti were onboard. 

www.airbus.com 

 

GIANT

120 Nm, 840 Wh, up to 500% assistance: High-end trail bike with adjustable frame geometry

Giant is giving its Trance X Advanced E+ a major overhaul for 2027: more travel, a new motor with instant response, and a Flip Chip on the Maestro rear suspension that now allows the carbon frame geometry to be adjusted across three settings.

The popular predecessor to the new Giant Trance Advanced E+ dates back to 2023 and is now ready for some significant upgrades. The manufacturer has left hardly any area untouched, putting virtually everything under scrutiny.

First, the full-suspension electric mountain bike gets more travel at both ends. Up front, travel increases from 150 to 160 millimeters, while the rear grows from 140 to 160 or 150 mm. This is intended to help riders handle rougher obstacles and bigger jumps on the trail even better with their new full-suspension E-MTB.

Giant has made only minimal changes to the carbon frame. These mainly concern the motor fitment, which is now said to be even better integrated with the suspension system. Yamaha has supplied a specially designed motor housing for this purpose. The wheel sizes remain unchanged, with a 29-inch front wheel and a 27.5-inch rear wheel. The bike weighs 21.9 kg.

The Flip Chip on the upper rocker link of the Maestro rear suspension, which previously allowed the frame geometry to be changed between two settings (High and Low), now gets a third setting. The Mid position aims to strike an equal balance between agility and control. Low is recommended for greater confidence on steep descents, while the High setting puts the rider in a more upright position on the e-bike.

Power comes from the new SyncDrive Pro 4 mid-drive motor, which replaces the SyncDrive Pro 2 in the previous model. It now runs at 48 instead of 36 V, produces nearly 1,000 W of peak power, and supports pedaling cadences above 100 rpm. Rather than competing with other manufacturers for absolute peak figures, Giant is focusing on things such as responsiveness: after just 0.28 seconds of pedal input, the motor instantly delivers its maximum torque of 120 Nm. The sensor system has also been improved for this purpose. At just 2.4 kg, it is also lighter than the Avinox M2 or M2S and the Bosch Performance Line CX.

The Giant Trance Advanced E+ is available in frame sizes S, M, L, and XL and in a variety of colors, with prices starting at around €6,000.

 

Autonews and MotorLand

WRC

Ford returns to the WRC as a factory team in 2028

Ford returns to FIA World Rally Championship (WRC) from 2028 as a full factory team under Ford Racing, building on 50 years of rally racing success

Ford Racing has confirmed its return to the FIA ​​World Rally Championship (WRC) in 2028 with a full factory team, continuing its fifty-year history in the sport. This announcement is directly linked to Ford's plans for a new European lineup of five passenger vehicles featuring various powertrains (electric and hybrid).

Ford states that the experience gained in WRC competition will influence the handling and responsiveness of this future vehicle range. Ford Racing will once again collaborate with M-Sport Ltd—its rally partner for the past 30 years—to develop an all-new WRC race car, with its debut expected in 2029.

According to Motor1, Ford Racing will compete in the WRC as a fully factory-backed team starting in 2028.

This move builds on over 50 years of history, which includes rally versions of the Escort, Sierra, Focus, Fiesta, and Puma models. During that period, Ford won numerous World Championship titles in both the manufacturers' and drivers' categories and helped build the reputations of several prominent rally drivers. The company notes that this proven durability across various surfaces—asphalt, gravel, ice, and sand—has also influenced the development of passenger models, ranging from the 1970 Escort Mexico to the modern Ranger Raptor pickup. Ford Racing and M-Sport Ltd will begin collaborating immediately. Ford Racing is becoming directly involved in the WRC program starting in 2028, ahead of the debut of an all-new race car in 2029. That new car will draw inspiration from a future European road-going model rather than an existing one.

M-Sport has managed Ford’s rally program for 30 years, giving the two organizations a long history of collaboration upon which to build future activities as factory involvement intensifies.

Competing in the WRC will help shape Ford’s new European portfolio of rally-bred passenger vehicles to help turn everyday commutes into drives worth looking forward to

Ford Racing will collaborate with long-standing partner M-Sport Ltd to debut an all-new WRC car in 2029

Ford is returning to its rally racing roots to inspire a new generation of unapologetic and agile rally-bred passenger vehicles designed and built in Europe. To help drive this new era, Ford Racing today announces it will once again compete in the FIA World Rally Championship as a full factory-backed team from 2028 onwards.

Since the company’s founding, Ford has used racing to help make better vehicles for customers. The performance and technical skills required to compete in WRC will help shape Ford’s all-new passenger lineup of five “multi-energy” electric vehicles and hybrids, blending off-road DNA with rally-bred heritage.

The announcement represents a significant commitment to the championship as WRC prepares to enter a new technical era, with new regulations coming into force from 2027.

Ford also plans to use its WRC programme to help develop its next generation of European road cars, with lessons from rallying feeding into a new portfolio of electric and hybrid models.

We are delighted to welcome Ford back as a full factory team and look forward to this new chapter together...Éric Boullier, CEO WRC Promoter GmbH

“We are delighted to welcome Ford back as a full factory team and look forward to this new chapter together,” said WRC Promoter CEO Eric Boullier.

“Ford’s decision to return to the FIA World Rally Championship as a full factory team is fantastic news. The brand has an extraordinary history in rallying and has been part of some of the sport’s most memorable moments.

“More importantly, this renewed commitment to WRC, as part of its extensive global motorsport programme, is a strong statement about the relevance of rallying to one of the world’s leading automotive brands.

“Seeing WRC support both its racing ambitions and the development of future road cars is particularly exciting.”

Ford and M-Sport share one of the championship’s longest-running partnerships, stretching back to 1997. Together they have campaigned generations of Ford machinery including the Focus, Fiesta and, most recently, the Puma.

M-Sport managing director Malcolm Wilson described the announcement as an important moment for both his organisation and the championship.

“From my early rallying days, Ford has been front and centre of both my racing career and my business,” Wilson said.

“This announcement is such an exciting one both for M-Sport but also for the sport of rallying. Ford is in many ways synonymous with rallying and it feels like they are back where they belong.”

“Rallying is where Ford’s character faces its toughest test, and where generations of fans come to share the thrill of seeing a car take on the impossible,” said Jim Baumbick, President, Ford Europe. “We want our next generation of European vehicles to carry that same unapologetic spirit. Responsive, confidence-inspiring, and rewarding to drive on the roads people use every day.”

As part of its return, Ford Racing will once again team up with M-Sport Ltd, its rally racing partner of 30 years. Both brands will work together immediately and from 2028, Ford Racing will be directly involved in the WRC campaign with M-Sport before the debut of an all-new WRC race car in 2029, taking inspiration from one of the upcoming all-new European passenger vehicles.

“As we celebrate 125 years of Ford Racing, our 50-year legacy in the WRC stands out as one of our proudest because of its direct connection to the fun and exciting cars that came from that,” said Mark Rushbrook, global director, Ford Racing. “We can’t wait to compete again in rally racing in 2028 and beyond.”

Rallying versions of Ford road cars including Escort, Sierra, Focus, Fiesta and Puma have each played significant roles in more than 50 years of WRC history. In that time, Ford has won multiple manufacturer and driver world championships, furthered the careers of some of the sport’s most celebrated drivers, and proving the durability and speed of its products around the world on terrain from asphalt to gravel, ice and sand.

In addition, success on the rally stage has provided inspiration for iconic Ford models from the 1970 Escort Mexico to the latest Ranger Raptor pickup.

Today’s announcement comes at an exciting time for the sport. With Cosmobilis and Park Square Capital having recently acquired the commercial rights to the FIA World Rally Championship, alongside new regulations coming into effect for the 2027 season and beyond, the future of WRC is a healthy one.

President of the FIA, Mohammed Ben Sulayem, said: “Today’s announcement represents another significant moment for the FIA World Rally Championship. With a new promoter in place, three constructors already committed to the new technical regulations, and now Ford confirming its return as a full works manufacturer, there is real momentum behind the championship’s next era.

“Ford is one of the great names in motorsport and its commitment to FIA World Championships continues to grow. The manufacturer returned to Formula 1 this year, is competing at the highest level of the FIA World Rally-Raid Championship, will return to the top category of the FIA World Endurance Championship in 2027, and from 2028 will once again compete as a works manufacturer in the WRC. That will give Ford a presence across four FIA World Championships and demonstrates the importance it places on motorsport as a global platform, and laboratory, for its brand, products and technologies.

“I had the privilege of driving for Ford during my own career so welcoming them back is a particularly special moment for me. The WRC continues to grow, and this long-term commitment from such an iconic manufacturer is a testament to the strength of the championship.”

In addition to helping the new rally-bred lineup for Europe, returning to WRC also builds on Ford’s global dominance in the commitment to leading in the off-road space in both passenger vehicles and in racing, where vehicles such as Ranger Raptor have become the benchmark for capability both on and off the beaten path.

Mastering the perfectly imperfect roads of Europe...When Ford laid out its new passenger vehicle vision for Europe, the brand promised vehicles designed specifically for Europe’s “perfectly imperfect roads”.

“You can't fake it on Europe’s roads, which is why a car’s responsiveness and handling matters,” said Baumbick. “The WRC is the ultimate proving ground for control and driver engagement, and that is the exact spirit and lessons learned we are injecting into our next generation of passenger vehicles.”

Ford’s history at the highest level of rallying stretches back more than half a century, with cars including the Escort, Sierra, Focus, Fiesta and Puma all playing major roles in WRC competition.

Mark Rushbrook, global director of Ford Racing, said that heritage remained a major factor behind the manufacturer’s decision to strengthen its involvement.

“As we celebrate 125 years of Ford Racing, our 50-year legacy in the WRC stands out as one of our proudest because of its direct connection to the fun and exciting cars that came from that,” he said.

We can’t wait to compete again in rally racing in 2028 and beyond...Mark Rushbrook, Global Director of Ford Racing

FIA President Mohammed Ben Sulayem also welcomed Ford’s commitment, describing it as “another significant moment” for the championship as WRC prepares for its next generation.

Ford’s expanded rally programme forms part of a broad global motorsport strategy which also includes Formula 1, the FIA World Rally-Raid Championship and a planned return to the top category of the FIA World Endurance Championship.

by: Autonews

 

AUTONEWS

Steering wheel communicates for better semi-autonomous driving performance

A specialized steering wheel, enabling negotiation between drivers and an autonomous driving simulation, improved driving performance and trust between driver and autonomous vehicle features, researchers from University of Michigan Engineering and the Toyota Research Institute have found.

Typically, drivers of semi-autonomous vehicles receive information through multiple beeps and flashing warning screens, and have to wrestle with the steering wheel when they disagree with the computer’s decision. This often creates confusion, increases stress, and could cause drivers to turn off potentially helpful systems.

“To improve driver communication with automation, we added two haptic zones onto a steering wheel at 10 o’clock and 2 o’clock that can expand or contract to express the intention of the automated system,” said Hannah Báez, a robotics Ph.D. student and first author of the study in Human Factors.

“Drivers could agree or disagree with the automated system by squeezing the haptic zones, which allowed them to negotiate with the system before a given action to resolve any conflict.”

Often, drivers annoyed when automatic lane centering turns the wheel while they’re holding it, or self-driving systems want to steer in a certain direction at odds with the driver’s wishes, simply turn off the devices.

Indeed, it comes down to a basic relationship problem between driver and technology and new research by the University of Michigan released Thursday aims to cool the conflict.

“We want our humans and the automation to work as team together and if you constantly have the automation pushing the driver, you’re just going to turn it off,” said Hannah Baez, a PhD student in robotics at the University of Michigan’s School of Engineering, in an interview.

Working with Prof. Brent Gillespie with funding and collaboration with the Toyota Research Institute, Baez and team created a simulator featuring a steering wheel with a set of bladders and bubbles that inflate or deflate to inform the driver an automated operation’s intent.

If the driver squeezes the correct bubble or bladder, it can negate the action or indicate disagreement without completely turning off the automated system.

“In a in a sense, we’re trying to get them to leave them on, and we’re giving them different ways to interface or to control them, not just shutting them off,” said Gillespie, in an interview. “It’s to increase the communication and put the communication on different levels at the same time.”

That doesn’t mean the driver always wins, for instance, in the case where the automation wants to steer the vehicle in a certain direction, but the driver would prefer to go another way.

“Then you can squeeze the bladder, which will inflate to tell you what direction it plans to go, and it will then respond with either quickly deflating it and inflating the alternate one to say, okay, fine, that’s all right, we’ll go in the direction you’d like to go, or it would pulse to say, I know that there’s construction in the direction you want to go, so let’s not do that,” explained Baez.

The experiments were conducted to examine three conditions involving 30 participants taking 39 turns at various simulated intersections:

-Two-way communication between automation and driver

-One-way communication between automation and driver

-No communication between automation and driver

The result was two-way communication led to “significantly improved driver performance when turn intents did not match,” as stated in the study titled “Haptic Shared Planning and Control: Enabling Coordination of Future Actions in Human-Autonomous Vehicle Teams Through a Haptic Negotiation Interface,” published in the journal Human Factors.

Brent Gillespie and Hannah Baez monitor system output from a haptic steering wheel prototype during testing. Image credit: Brenda Ahearn, Michigan Engineering

Negotiating through the steering wheel...The research team put drivers into a simulation where they navigated an upcoming turn. The driver and automation might agree or disagree on the turn direction, and the simulation could also add sudden obstacles in either situation.

As the driver approached the turn, the semi-autonomous system inflated the left or right haptic portion of the steering wheel to indicate the direction it planned on turning. If the driver did not agree, they could squeeze that part of the wheel to indicate disagreement and negotiate the new turn direction. If an obstacle appeared in the driver’s planned path, the steering wheel would also pulse on the side of the obstacle to alert the driver.

Compared with no information or one-way displays of intention, the two-way system showed a clear improvement.

“We found that drivers drove better when negotiating with the automated system through haptic feedback,” said Brent Gillespie, U-M professor of robotics and senior author of the study. “Drivers displayed smoother, more accurate driving paths, fought less with automation and used less braking with more confidence in their maneuvers.”

The negotiation interface also reduced driver workload, with participants reporting significantly lower effort, frustration and physical demand.

Boosting trust in autonomous systems...Another important finding: after the automated driving system made a mistake, such as missed obstacles or false warnings, the negotiation interface recovered a driver’s trust in the system much faster than those using traditional one-way communication. The researchers believe this is because the driver and system act more as a team with better communication, transparency in decisions and adjusting to feedback, instead of each separately taking turns behind the wheel.

While the negotiation system improved trust recovery, the team noted that some drivers became overly trusting after successful negotiations, highlighting the need for further study of trust with such a system.

While one-way information is the current norm for communication with autonomous vehicles, this research demonstrates the potential benefits of allowing driver and automation to fully communicate intent, agreement and action in a two-way dialogue.

“We found that in comparison to no-way communication, and in comparison, even to a display where the driver gets a heads up, two-way communication significantly reduced the amount of swerving on the road because they were able to negotiate and come to a consensus,” said Baez.

Advising Baez on the project was industrial engineer Nadine Sarter who specializes in similar issues related to human-to-machine interactions in aircraft—basically involving pilots and automated systems, Gillespie pointed out.

As much progress as the research has made, it’s currently unfunded after years of backing by Toyota, leaving a future phase, well, on the bubble.

Additional authors of the study include Haochi Pan and Nadine Sarter of the University of Michigan and Jean Costa and John Gideon of the Toyota Research Institute.

How does the technology work?

The innovation replaces traditional flashing screens and beeps with a touch- and pressure-based system:

• Expandable haptic zones: The steering wheel features two inflatable areas located at the 10 o'clock and 2 o'clock positions.

• Indication of intent: As the vehicle approaches a curve or a lane change, the corresponding zone (left or right) inflates or contracts to signal the route planned by the automation system.

• Negotiation interface: If the driver disagrees with the computer's decision, they can press (using a click/pressure action) that zone of the steering wheel to signal rejection and negotiate a new turning direction before the maneuver even begins.

• Obstacle alert: Should a sudden obstacle appear on the road, the steering wheel emits pulses on the corresponding side to alert the driver immediately.

📈 Benefits proven in the study:

Tests conducted by doctoral student Hannah Báez and published in the journal *Human Factors* showed drastic improvements compared to current alert models:

• Better driving performance: Drivers maintained smoother trajectories and more precise paths, and significantly reduced abrupt swerving on the road.

• Less stress and effort: There was a drastic reduction in physical effort and driver frustration, as well as a decrease in unnecessary hard braking.

• Recovery of trust: When the system made errors or reading mistakes, drivers using the two-way communication system regained trust in the automation much faster than those exposed to traditional warnings.

University of Michigan Engineering and the Toyota Research Institute