AUTONEWS

Volkswagen CEO warns of cuts: "Half in Germany and half internationally"

Oliver Blume, CEO of the German automotive group Volkswagen, told employees at a staff meeting that cost-cutting measures are necessary.

"We need to reduce complexity, consistently simplify our structures, and cut costs," Blume said in his speech at the staff meeting in Wolfsburg—where the group is headquartered—according to German media reports.

More than 10,000 employees protested against the cost-cutting plans and booed Blume in Wolfsburg, according to reports from ZDF, Germany's second public television channel.

A plan that eliminates 100,000 jobs..."Tariffs, new competitors, and geopolitical risks: the entire automotive industry is under enormous pressure," Blume said in his speech.

Volkswagen Group, owner of brands such as VW, Audi, Porsche, and Seat/Cupra, has already begun restructuring the company and announced in December 2024 the cutting of 50,000 jobs in Germany. However, in recent months, Blume has stated that it is necessary to cut another 50,000 jobs and close four factories in Germany.

Works council chair Daniela Cavallo criticized Blume's announcement regarding the layoff of another 50,000 employees, arguing that the figure was theoretically calculated to improve the company's image on the stock market.

"You can't work with a CEO who doesn't tell his employees what to do!" declared Cavallo in her speech, in which she criticized the lack of a concrete plan. "Our market share is growing, but it is still not enough," Blume added to the employees.

"We have a permanent annual deficit of 1.5 billion euros, which is why we are under great pressure to act"... Oliver Blume, CEO of Volkswagen Group

Volkswagen Group's non-production costs are 30% higher than those of similar companies. "From the current perspective, approximately half of the necessary adjustments are in Germany and the other half internationally, across a total of about 170 companies," the VW CEO added during a meeting with employees at the group's headquarters.

Volkswagen's CEO told workers at the Emden plant that cost-cutting measures at the German automaker are ongoing. The facility, located in Lower Saxony, is one of four group plants without a defined business plan beyond 2030.

Blume described plant closures as a last resort and a costly measure for the company. Even so, he made it clear to employees that the company must measure itself not only against its own past performance but also against the group's best European plants.

According to Blume, the payroll costs at Emden are more than double those of comparable facilities in Europe, and other plants continue to operate with significantly lower expenses. He presented this numerical difference as a reflection of the reality against which the company must measure itself, rather than as a direct criticism of the workers.

"Labor costs today are more than double those of comparable European facilities. And when it comes to plant costs, other units are still significantly cheaper. This isn't a criticism—it's the reality against which we must measure ourselves," Blume said.

He spoke during a series of visits to Volkswagen factories this week, part of an effort to garner support for restructuring measures amidst uncertainty regarding the future of plants lacking defined projects.

Despite the high-cost scenario, Blume told workers that Volkswagen's responsibility would not end if the group failed to secure the plant's future. The company will seek industrial solutions with partners and investors to preserve jobs at its facilities.

"This journey isn't over yet. Because we don't just compare ourselves to our own past performance. We compare ourselves to the best plants in Europe," he told the employees. Volkswagen shares closed up 3.47% last Wednesday (27) at €76.10, marking a gain of €2.55 during the trading session. Blume’s remarks reinforce that cost-cutting will remain a priority for the automaker in the coming months, with the Emden plant among the key areas of focus for management.

High costs weigh on competitiveness...Volkswagen is not at its best right now. Facing pressure from the growth of Chinese automakers, the brand saw a 26% drop in sales in China during the first half of 2026. Other factors, such as high tariffs on car imports to the United States and declining demand in Europe, have also impacted the company.

“The situation is critical,” Blume said in the statement. He added that while an operating margin below 4% is solid in the current environment, “it is not enough to generate long-term funds for new technologies, new products, and our facilities.”

German plants may operate below capacity...In July, Volkswagen revealed plans to trim its model lineup and reduce production capacity. In early August, VW’s controlling entities ramped up pressure on stakeholders, demanding drastic restructuring efforts.

Oliver Blume projects that four of the automaker's German sites—Hanover, Zwickau, Emden, and the Audi plant in Neckarsulm—will fail to reach competitive levels of capacity utilization by 2030, though he emphasized that no official decision has yet been made regarding plant closures.

According to the CEO, progress has been made in some areas of Volkswagen’s operations, but it is not enough to fully turn the automaker around—even without factoring in the pressure from new Chinese competitors or the situation at its European plants.

 

TUNNING

BTS Creativity Indecent 009

BTS Creativity has taken the Porsche 911, one of the most iconic sports cars of all time, and transformed it into something even more extreme, wider and more dramatic.

This is the Indecent 009, a radical reinterpretation of the German coupe created by BTS Creativity, an Italian company specializing in luxury conversions.

This is not a project that just changes a few details. Instead, it completely changes the proportions of the 911 with an aggressive body kit, air suspension, huge wheels and a cabin worthy of a truly unique car.

The transformation begins with the body, which has been significantly modified to give it a more muscular and aggressive look. The Indecent project replaces and reshapes a large part of the original body panels, keeping only elements such as the hood, roof and doors.

A more muscular 911...The transformation starts with the bodywork, which has been heavily modified to create a more muscular and aggressive look. The Indecent project replaces and reshapes much of the original exterior paneling, retaining only elements such as the hood, roof, and doors.

The result is a wider, more imposing silhouette, with enlarged wheel arches housing huge wheels made specifically for this model. The air suspension also allows the car to sit extremely low, to the point where the tires almost appear tucked into the bodywork, creating the dramatic stance typical of the most extreme custom builds.

The rear end is also one of the Indecent 009’s most distinctive features. The tail has been redesigned with much wider proportions, a full-width LED light bar spanning the rear, and a central dual exhaust that underscores the car’s sporty character.

The result is a wider and more striking silhouette, with flared fenders that house huge wheels made especially for this model. The air suspension also allows the car to sit extremely low, so much so that the tires almost appear to be pulled into the bodywork, creating a dramatic stance characteristic of the most extreme car modifications.

The rear end is also one of the most recognizable elements of the Indecent 009. The rear end has been redesigned with significantly wider proportions, an LED light strip that runs the entire width of the rear and a centrally placed dual exhaust system that further emphasizes the car's sporty character.

Beneath the modified bodywork, the character of the 911 997.1 and 997.2 generations remains, with a traditional naturally aspirated six-cylinder boxer engine developing 355 hp.

The cabin of this special Porsche follows the same philosophy as the exterior, featuring premium materials, sporty details and a strong focus on personalization. Sparco seats, upholstered in suede-like material and crafted with carbon shells, are reminiscent of the world of motor racing, while leather and carefully crafted surfaces cover much of the interior.

The price of the Indecent 009 model has not been publicly announced and is only being communicated to interested buyers, which further emphasizes the exclusivity of this conversion.

 

Autonews

 

MOTO GP

MotoGP: Marc Márquez wins Aragon GP sprint

Marc Márquez won the MotoGP Aragon Grand Prix Sprint this Saturday (29) at the MotorLand Aragón circuit in Spain. The Ducati rider dominated the race and crossed the finish line ahead of his brother, Álex Márquez, while Marco Bezzecchi rounded out the podium.

Marco Bezzecchi got a good start from pole position, but Marc Márquez forced his way into the first corner and overtook the Italian, with Álex Márquez seizing the opportunity to pass his brother. Raúl Fernández and Jorge Martín followed close behind. Further back, Luca Marini crashed out.

The battle between Fernández and Martín played into Pedro Acosta's hands; he overtook both of them to take fourth place. Behind them, Diogo Moreira passed Fabio Di Giannantonio to catch up to Fernández, whom he managed to overtake after Di Giannantonio crashed on the second lap.

On the third lap, Martín attempted to pass Acosta and succeeded on his second try, further extending the gap to the leading trio, where Marc Márquez was gradually gaining tenths of a second on Álex and Bezzecchi. Further back, Fabio Quartararo retired from the race with smoke pouring from his Yamaha.

Martín tried to overtake Bezzecchi but made a mistake, allowing Acosta to pass him back. Speaking of riders from Murcia, Fermín Aldeguer was also picking up pace; after shaking off Johann Zarco, he overtook Raúl Fernández on the penultimate lap and snatched sixth place from Diogo Moreira on the final lap.

At the front, Marc Márquez maintained a lead of about a second over Álex Márquez to claim the victory, while Marco Bezzecchi held off Pedro Acosta to secure the final podium spot. Jorge Martín finished fifth in "no man's land," with Fermín Aldeguer in sixth, ahead of Diogo Moreira, Raúl Fernández, and Johann Zarco.

The intense heat in Aragon added a crucial element to this Saturday's (29) Sprint race. With ambient temperatures exceeding 29ºC and track temperatures topping 50ºC, tire wear became a decisive factor, particularly given the split choices between soft and medium compounds.

Marco Bezzecchi got off to a good start and initially held his position, but Marc Márquez didn't waste his first opportunity. The Ducati rider attacked at Turn 1, took the lead, and saw Álex Márquez move up to second place. The Márquez brothers controlled the pace from the opening laps, successfully holding off Bezzecchi, who had opted for soft tires.

Further back, Luca Marini was the first rider to retire after crashing. On the second lap, Diogo Moreira maintained his strong start, overtaking Fabio Di Giannantonio to move into seventh place. Pedro Acosta also started strongly, gaining two spots to reach fourth and attempting to keep pace with the leading trio.

Di Giannantonio, however, did not stay in the fight for long. He crashed at Turn 16 and retired from the race, while Moreira continued to use the early laps to pressure his rivals. The Brazilian confidently overtook Raúl Fernández to move up to sixth place.

At the front, Jorge Martín began to pick up pace on the third lap and joined the battle for fourth place. Running on soft tires, the Spaniard managed to overtake Pedro Acosta, who was using the medium compound. From that point on, tire strategy played an increasingly significant role in the riders' performance.

Marc Márquez, meanwhile, was turning his status as favorite into outright dominance. The Ducati rider opened a gap of around 0.4 seconds over Álex Márquez and steadily extended his lead.

In the following group, Martín had to manage pressure from Acosta to hold onto fifth place, but the duel ended on the sixth lap. A mistake by Martín allowed Acosta to reclaim the position and subsequently pull away. Shortly after, Fabio Quartararo retired due to a mechanical issue with his Yamaha.

While the action unfolded at the front, Moreira held a secure sixth place. The Brazilian began chasing Martín but also had to start managing tire wear on his LCR Honda, which was running the soft compound.

From the seventh lap onwards, tire wear became evident among riders who had chosen the softer compound. By the end of the ninth lap, the top positions had largely stabilized, though Raúl Fernández was gradually closing the gap to Moreira.

The battle for eighth place also intensified, with Fermín Aldeguer and Johann Zarco swapping positions. However, the Gresini rider would still play a significant role in the fight for sixth place.

With three laps remaining, Fernández stepped up the pressure on Moreira. The Brazilian's tire wear made it easier for the Spaniard to close in, while Aldeguer showed even better pace and began to join the fray.

On the penultimate lap, Moreira had to defend sixth place right at the limit. Fernández and Aldeguer caught up to the LCR Honda rider, forming a three-way battle for the position. In Sector 3, Aldeguer managed to overtake Fernández, becoming Moreira's main rival.

At the front, Marc Márquez was running a completely different race. With a clear track ahead, the Spaniard controlled his lead unchallenged and took the checkered flag for another Sprint race victory. Álex Márquez finished second, while Bezzecchi rounded out the podium.

Pedro Acosta finished fourth, ahead of Jorge Martín. The real battle, however, was taking place a few seconds back, over sixth place. Moreira held his ground as long as possible on the final lap, but tire wear eventually took its toll; once again in Sector 3, Aldeguer found a gap and overtook the Brazilian, who crossed the finish line in seventh place.

How did the race unfold? Bezzecchi, who had secured pole position, got off to a good start and held the lead for the opening meters but was soon overtaken by Marc Márquez and, subsequently, by Álex Márquez. Diogo Moreira also made a strong start and gained positions, moving up to ninth place. Luca Marini crashed at Turn 7, triggering a yellow flag in that sector.

Mid-pack, there was an intense battle for fourth place between Pedro Acosta and Raúl Fernández. Acosta initially held the upper hand, but Raúl stayed close behind. Just behind them, Jorge Martín, Fabio Di Giannantonio, and Diogo Moreira joined the fray. After some jostling within the group, Martín moved up to fifth, Raúl settled into sixth, and Moreira climbed to seventh, with Di Giannantonio right behind him.

On the third lap, Fabio Di Giannantonio crashed out of the race. Meanwhile, Diogo Moreira was running a strong race and moved into sixth place, closely tracking the battle ahead of him between Jorge Martín and Pedro Acosta for fourth; Martín nearly crashed, allowing Acosta to take the spot. Shortly after, Quartararo suffered bike trouble and retired from the race.

Fernández and Aldeguer battled for seventh place, while further ahead, Diogo Moreira tried to hold his position. However, near the finish line, Raúl Fernández overtook the Brazilian, who finished the race in seventh place(video below)

Autonews and Mundoquatrorodas

 

LAMBORGHINI

Does Lamborghini still see a future for its V12 engines?

Since the Revuelto's debut in 2023, Lamborghini has been promising to keep the V-12 around until 2030. The company wouldn't comment on what might happen after that, suggesting it didn't exactly know where regulations would take the brand. Now, though, Lamborghini insists the 12-cylinder will stay in production for even longer.

"The horizon for us is even more than 2030 now," says product line director Matteo Ortenzi. "It's part of the character of [the Revuelto], we like the responsiveness of the engine, it's a signature for us, so we don't want to change it."

Speaking with Motor1 at the reveal of the Fenomeno at The Quail, Ortenzi points to the Revuelto's hybrid system as the pathway to maintaining its 12-cylinder heart.

"This allows us to comply with the legislation, especially in CO2 and emissions, which would be difficult to comply with if we did not have this kind of technology," he said.

Despite Lamborghini's massive sales achievements in the US, the decision to double down on the V-12 was not influenced by the Trump administration's move to dismiss all penalties for emissions laws.

"For sure, we are keen to comply with every legislation, not just the US—I have in mind C6 in China," Ortenzi says. C6—also known as China VI—is the country's own set of emissions regulations. "So there are different kinds of legislation we have to comply with. We have one bullet that has to work worldwide, because we are a small producer. We have to be realistic."

The news of Lamborghini's recommitment to the V-12 comes alongside its move to scale back its ambitious EV plans. The Italian carmaker previously laid the groundwork to introduce its first purely electric car in 2028, before turning the Urus into an EV in 2029. Earlier this year, CEO Stephan Winkelmann walked back those plans, saying in separate interviews that the two cars could become plug-in hybrids instead.

Amidst the wave of electrification—and with the Sword of Damocles hanging over traditional combustion engines regarding the 2035 deadline—sports car brands like Lamborghini refuse to abandon a core part of their DNA: 12-cylinder engines.

This is evident, for instance, in their latest release, the Lamborghini Revuelto, which is equipped with a naturally aspirated 12-cylinder engine—assisted, of course, by three electric motors that allow the powertrain to exceed 1,000 hp.

Details about this new car were revealed by Lamborghini CEO Stephan Winkelmann, who shared some interesting insights into the future of these engines... a future that isn't as bleak as one might think. In fact, we will continue to see them under the hoods of Sant'Agata models for at least the next 10 years—or perhaps even longer.

"We have the V12 today, and we will have it in the near future. And when I say 'near,' I mean up to the middle of the next decade," the German executive stated.

We are dealing with at least 20 different emissions regulations across various global markets. Stephan Winkelmann, CEO of Lamborghini:

"The Revuelto SV complies with the Euro 7 standard, which will govern emissions control in the near term. Furthermore, we are talking about a global car... and we face at least 20 different emissions regulations across our markets, so manufacturers are working hard to ensure V12 engines can make it to the mid-2020s."

The ban on internal combustion engines in Europe will take effect in 2035...and that moment is crucial for what comes next: "We can't predict anything beyond 2035. But I believe that, even after that, European regulations will allow us to sell combustion-engine cars powered by biofuels. That will be a great opportunity for us to continue homologating cars like this one. In the rest of the world... I don't see any issues after 2035."

Will Lamborghini race at the Nürburgring again? The Revuelto SV arrived with a record under its belt... but, contrary to what one might imagine, not at the Nürburgring—the usual benchmark for measuring sports car performance.

Instead, Lamborghini chose to test its most extreme hypercar on a more conventional track, also in Germany: Hockenheim. There, with Italian driver Marco Mapelli at the wheel, it achieved a lap time of 1:41.6—the fastest time ever recorded by a production car on that circuit (a track less frequently used by manufacturers, it should be noted).

A return to the Green Hell...Lamborghini would likely return to the Green Hell, where it has achieved notable results. For instance, this model's predecessor, the Aventador SV, completed the lap in under 7 minutes, and the SVJ held the record for production sports cars for a time. Winkelmann, however, ruled out that possibility: "At the moment, our focus is on remaining at Hockenheim, due to availability and costs. Furthermore, it was our engineers' choice, and I generally place great importance on their opinion," he concluded. So... it seems we won't be seeing a Lamborghini at the Nürburgring anytime soon...

The future of Lamborghini seems clear, then: Electric assistance all-around, but purebred, high-revving internal combustion engines too.

Autonews

INFINITI

Infiniti Q45: More than a luxury sedan, it was a statement of intent

In the late 1980s, the Japanese automotive industry decided it no longer wanted to compete with European manufacturers solely on quality and reliability; it wanted to challenge them in the market's most sophisticated segment as well. It was against this backdrop that Infiniti—Nissan's new luxury division—was born, and its first major offering was the Q45, unveiled in November 1989 as a 1990 model. More than just a luxury sedan, it was a statement of intent. Nissan had set benchmarks using models like the BMW 7 Series and the Mercedes-Benz 560 SEL, yet it chose a distinctive path: rather than copying European luxury conventions, the Q45 emphasized technology, performance, and a minimalist interpretation of Japanese refinement.

Visually, the Q45 was almost startling for its time. Its clean design dispensed with the traditional front grille, while the cloisonné emblem on the car's nose was a direct nod to Japanese craftsmanship. The interior followed the same philosophy: there was no excess of wood trim, chrome, or traditional ornamentation. The aim was to convey sophistication through material quality, a quiet cabin, and technology. Infiniti even collaborated with the Italian firm Poltrona Frau on the interior's development. It was a bold approach, especially given the conservative nature of the large luxury sedans of that era.

However, it was under the hood that the Q45 truly revealed its personality. The sedan featured the sophisticated VH45DE engine—a 4.5-liter (4,494 cc) V8 with dual overhead cams and 32 valves, fed by multi-point electronic fuel injection. In its North American specification, it delivered 280 hp at 6,000 rpm and 396 Nm of torque at 4,000 rpm—impressive figures for a luxury sedan of that size. It featured a 4-speed automatic transmission and rear-wheel drive. Weighing in at around 1,790 kg, the Q45 delivered highly respectable performance: period tests recorded 0–96 km/h acceleration in approximately 6.7 seconds, making it clear that this was not merely a car designed to transport occupants in silence.

The chassis engineering also revealed Nissan's ambition. The Q45 employed a four-wheel independent multi-link suspension—a sophisticated solution derived from the internal "901" program, an initiative launched by Nissan with the goal of achieving the industry's best driving dynamics by 1990. The model also featured a viscous limited-slip rear differential and ventilated front disc brakes, and was available with the Super HICAS four-wheel steering system—a technology that had already become one of Nissan's specialties.

Then there was an even more extraordinary version: the Q45a, equipped with what was known as Hydraulic Active Suspension(video below). Using sensors and electronically controlled hydraulic actuators, the system sought to minimize body roll, dive, and pitch, anticipating by many years similar technologies that would only later become common in the luxury segment. Infiniti itself later highlighted the Q45 as the world's first production car equipped with hydraulic active suspension.

Measuring 5,070 mm in length, 1,830 mm in width, and 1,430 mm in height, with a wheelbase of 2,880 mm, the Q45 possessed a presence worthy of a true flagship. Yet, its personality differed significantly from that of a Mercedes-Benz or a Jaguar. The aim was not to flaunt wealth, but to demonstrate that Japanese engineering could produce a car as sophisticated as any European competitor. This philosophy also explained Infiniti's unique positioning: the Q45 was fast, technologically advanced, and extremely refined, yet deliberately understated. Interestingly, the very qualities that made the Q45 so special also hindered its commercial success. American luxury car buyers still expected certain visual symbols of status, and the absence of a traditional grille and conventional interior trim struck some consumers as odd. While the newly launched Lexus LS 400 adhered to a more familiar interpretation of luxury, the Infiniti embraced a far more experimental design language. Infiniti itself would later introduce a chrome grille and wood trim in subsequent updates—an indication that the market perhaps wasn't quite ready for the radical departure represented by the original Q45.

However, even without achieving the expected sales volumes, the 1990 Infiniti Q45 remains one of the most interesting Japanese cars of that era. It marked the moment Nissan decided to dive headfirst into the realm of large luxury sedans, bringing with it a sophisticated V8 engine, multi-link suspension, four-wheel steering, active suspension, and an aesthetic philosophy that favored understatement over ostentation. More than three decades later, the Q45 is still remembered for precisely that reason: it did not try to be a Japanese Mercedes or a Japanese BMW; it sought to show the world how Nissan envisioned the luxury car of the future.

 

by: Autonews

AUTONEWS

Many cars have a hidden feature that is a lifesaver on hot days, and drivers often don't know about it

A car that has been sitting in the summer sun for a few hours can turn into a real sauna. However, before you turn on the air conditioning, you can quickly cool the cabin with a simple trick - in many cars, all the windows can be lowered using a remote control, and many drivers don't even know about this feature.

The most common method is very simple. In many vehicles, it is enough to press and hold the unlock button on the remote control for a few seconds. Then all the electric windows will be lowered simultaneously, and in some models the sunroof will also open, writes Jutarnji.hr/Autoklub.

However, the procedure differs from manufacturer to manufacturer. For example, many Ford models use the "Global Opening" system; after unlocking the car, you press and hold the button again until the windows start to open. In some Honda models, the procedure requires you to press the unlock button once, then press and hold it again within ten seconds.

The main advantage is the rapid ventilation of the overheated passenger compartment. When a car is parked in the sun, the air temperature inside can significantly exceed the outside temperature. By rolling down all the windows before getting to the vehicle, most of that hot air escapes, making it much easier for the air conditioning to work after starting the car. Of course, the seats, dashboard and steering wheel remain hot, so this trick cannot replace air conditioning; however, it can make the first few minutes of driving much more pleasant.

An even more useful version allows you to close all the windows using the remote control. On many Ford models, for example, all you have to do is hold down the lock button. A number of Volkswagen Group models have also offered a similar function for years. However, closing the windows is not as common as opening them; for safety reasons, some manufacturers only allow the windows to be rolled down.

The fact that nothing happens when you hold down the button does not necessarily mean that the car does not have this feature. On some newer models, this feature must first be activated in the vehicle menu.

In the age of apps that can remotely turn on the air conditioning, this feature no longer seems revolutionary. However, it exists in many cars that are 10, 15 or more years old; it requires no app or internet connection, and it works in just a few seconds. So it's worth taking out your key and trying it out - maybe your car has had a very useful summer feature for years that you just didn't know about.

 

AUTONEWS

HydroGym trains, assesses AI for actively controlling fluid dynamics

A platform for training and comparing machine learning models for actively reducing drag, improving lift, cutting noise and managing heat has been launched by an international team including researchers at the University of Washington, University of Michigan Engineering, RWTH Aachen University and the Technical University of Munich.

“Fluid flows are central to several trillion-dollar industries, including energy, transportation, health and defense. An improved ability to understand and control these flows could have an immense economic and ecological impact, helping us to enable a better future,” said Steven Brunton, senior co-corresponding author of the study in Nature and the Boeing Professor in AI & Data-Driven Engineering within UW mechanical engineering. 

The large number of variables typically makes it impossible to directly calculate fluid behaviors in realistic scenarios. Now, the international team has built a platform focused on solving this problem through reinforcement learning, a form of machine learning that has already revolutionized fields like protein folding and nuclear fusion by training AI agents through interactions with their environments.

Proving ground for reinforcement learning controllers...By incorporating physics knowledge into the training of AI agents that actively modify fluid flows over surfaces, the new platform reduced the amount of trial-and-error needed to optimize reinforcement learning control strategies by as much as 65%. Called HydroGym, it also compares control strategies on a level playing field, helping identify the best available approaches for solving problems such as improving the efficiency of airplanes and wind turbines, making jet engines quieter and cooling supercomputers.

“I hope this helps move the field from individual demonstrations towards a more systematic and collaborative approach to discovering general principles for controlling complex flows,” said Christian Lagemann, first author of the study and former postdoctoral researcher at UW under Brunton, the HydroGym principal investigator.

“Instead of developing controllers for isolated flow problems with no common framework for comparison, we can now study how control strategies transfer across different geometric shapes and types of flow, or train in inexpensive surrogate environments and test in much more realistic scenarios.”

HydroGym focuses on training and testing active methods for controlling fluid flows, such as shape morphing, tiny flaps or spinning elements, or systems of jets that counter or redirect turbulence. Its development was primarily funded by the U.S. National Science Foundation and the Boeing Co., with additional funding from the University of Michigan and others.

From simple flows to realistic applications...In one demonstration, the team explored how a channel formed of two flat surfaces, peppered with holes like air hockey tables, could keep surface friction to a minimum. They trained a machine learning model to control the air entering and exiting the holes, disrupting the turbulent flows that increase friction while always keeping the incoming and outgoing air in balance.

The researchers then applied the controller to a much more complex scenario: a section of a simulated airplane wing. It reduced the surface friction across the wing by 38% and the overall drag by 11%, while training in a simpler scenario was 100 times faster and 10,000 times cheaper than training directly on the wing. 

Open cavity flow modeled in HydroGym, displaying rolling shear layers over the cavity and strong circular flows inside it. This environment tests reinforcement learning agents on stabilizing acoustic and pressure oscillations. Credit: Christian Lagemann, University of Washington

“One of the key findings is zero-shot transfer: in other words, learning in simple geometries to distill the key physics, and deploying the models in very complex geometries with very high control performance,” said Ricardo Vinuesa, co-corresponding author of the study and a U-M associate professor of aerospace engineering. 

He served as co-principal investigator of the HydroGym project with Wolfgang Schröder, professor of fluid mechanics at RWTH Aachen, and Nikolaus Adams, professor of aerodynamics and fluid mechanics at TUM.

The ability to apply the model to a new situation without additional training indicates the potential for progress toward a single model of fluid dynamics—one that captures enough physics to apply to different levels of turbulence, on any surface shape, and to liquid and gas flows or even a mixture of the two.

HydroGym is not restricted to models that run as one central “brain.” It can also train and test distributed control systems in which individual controllers manage regions of a surface while coordinating with their neighbors. This is important because on large surfaces, there is too much information for a centralized model to manage. A system of smaller controllers, trained through multi-agent reinforcement learning, takes advantage of the fact that though the flow may differ in time and space, it follows the same rules over the whole surface.

Rather than drawing from historical datasets for model training, HydroGym generates simulated datasets on the fly, enabling users to choose from multiple physics modeling strategies, including lattice Boltzmann, finite-volume, spectral-element and finite-element. Because several of these solvers—including JAX-Fluids—support automatic differentiation, they can be embedded directly into HydroGym’s training loop, opening the door to gradient-based and hybrid optimization strategies alongside standard reinforcement learning. 

Latest news and developments...The team prepared more than 60 testing environments—with various control strategies, surfaces and flows—in which HydroGym users can train their models and compare them against the competition. HydroGym’s code, documentation and full set of environments are freely available on GitHub, and the team is actively growing the platform together with the wider fluid-dynamics community.

University of Washington, University of Michigan Engineering, RWTH Aachen University and the Technical University of Munich