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Ford will likely build a high-output F-150 Lighting concept based on a recent teaser, as first reported by Motor Authority. Part of a larger infographic, the specific teaser showed a pickup truck silhouette with “coming soon” in the middle.The mystery truck was surrounded by 1000-plus-hp EV concepts like the seven-motor Mach-E 1400 and the SuperVan 4.Ford believes in the high-performance potential of electric vehicles. Look no further than the seven-motor Mustang Mach-E 1400 race car or the 1972-hp SuperVan 4. Both of those one-off concepts are rolling billboards for the blue-oval brand’s vision of EV performance, and now it appears they’ll be joined by a hi-po version of the Ford F-150 Lightning.Last week, around the time Ford officially announced its return to Formula 1 racing, the company also released an infographic illustrating how some production models influence its race cars and vice versa. One of the graphics (shown below) featured the Lightning’s silhouette with the words “coming soon” in the middle.How do we know it’s the silhouette of the electric F-150? Well, the title says “EV Performance Demonstrators” and the Lightning is currently Ford’s only EV pickup, so we’d say that makes it pretty obvious. We also think the high-powered concepts surrounding the mystery Lightning suggest it could make more than 1000 horsepower. After all, the Mach-E 1400, the SuperVan 4, and the 1400-hp Mustang Cobra Jet electric dragster also shown on the infographic all have four-digit hp figures.Car and DriverCar and DriverWhile it’s true that the 480-hp Ford F-100 Eluminator concept that’s also featured on the infographic fell well short of the 1000-hp mark, let’s not forget how powerful the regular F-150 Lightning already is. In its most potent configuration, the EV pickup’s dual electric motors generate 580 horses combined. Now imagine the Ford Performance team is charged with building an electric F-150 that’ll shock people even more. That’s why we think a 1000-plus-hp Lightning is more than likely.This content is imported from poll. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More

Porsche has announced a recall for 24,467 units of its 2017–2022 Panamera over a fire risk caused by a faulty external coolant pump.When humidity enters the climate control system’s external coolant pump, Porsche says, it could cause a short circuit and thermal damage that could result in a fire.Bentley is also separately recalling 650 of its 2020 Continental models due to the same issue.There’s a faulty external coolant pump that could cause a vehicle fire on certain 2017–2022 Porsche Panameras, so the company will recall 24,467 to fix the problem.In its filing with the National Highway Traffic Safety Administration (NHTSA), Porsche says problems occur when humidity enters the climate control system’s external coolant pump. Not only can this lead to a short circuit, but it can also cause thermal damage. While Porsche says it’s rare, if the thermal damage goes unnoticed, it could result in a vehicle fire. Among the nearly 25,000 cars involved in the Panamera recall that spans multiple model years are both rear-drive and all-wheel-drive base models, plus GTS and Turbo models. Porsche says the affected vehicles will be fixed at dealerships free of charge. Dealers will replace the faulty pump as well as the plug-in connection, if necessary.Car and DriverIn a separate NHTSA filing, Bentley said it will recall 650 2020 Continental GT and GTC models over the same issue. While the company says the problem will require the hardware to be replaced, it also says the full solution is still being investigated and will be reported to NHTSA when concluded.Bentley did also state in its NHTSA filing that a new pump from a new supplier went into production in July 2019. So, vehicles built after that point shouldn’t be affected, as the new pump has a seal that prevents liquid build-up. Owners of both Bentley and Porsche models will be notified of the recall in March. In the meantime, they can check the NHTSA recalls site for information about the recall and to see if their vehicle is affected. More

Lamborghini has revealed two one-offs, the Invencible coupe and Auténtica roadster, that are both powered by the same 769-hp 6.5-liter V-12 as the Aventador Ultimae. The Invencible and Auténtica serve as sendoffs before the automaker adds hybrid power to its naturally aspirated V-12 engine. The carbon-fiber bodywork is unique to these special editions, with extreme aerodynamics and hexagonal design cues littered throughout the car.When the last Aventador Ultimae rolled off the production line last year, it seemed like the end of the Aventador bloodline that began way back in 2011. But even with the new hybrid replacement just around the corner, Lamborghini has cooked up yet another sendoff to its naturally aspirated V-12 platform with the Invencible coupe and Auténtica roadster.LamborghiniLike most Lamborghini special editions over the past decade, the Invencible and Auténtica are based around the Aventador’s carbon-fiber monocoque, with the same 6.5-liter V-12 mounted longitudinally amidships. That beast of an engine sends 769 horsepower and 531 pound-feet of torque—unchanged from the Aventador Ultimae—through the same seven-speed single-clutch automated manual to all four wheels. Like the final Aventadors, the the Invencible and Auténtica also have rear-wheel steering.What really separates these two one-offs from “normal” Lamborghinis is their fully carbon-fiber bodywork. The styling is said to hark back to several of Lamborghini’s limited-edition supercars. The sculpted hood recalls the track-only Essenza SCV12 and engine cover echoes the lightweight Sesto Elemento, while the Veneno and Reventón served as inspiration for the extreme aerodynamics. LamborghiniThe aero doodads are the easiest way to tell the two apart. The Invencible coupe features a rear wing with swan-neck mounts, while the roofless Auténtica features two fins sprouting from the rear, a similar look to the Lamborghini Sián from 2020. Lamborghini’s obsession with hexagons continues, with the shape appearing on the engine cover, in the three-piece taillights, in the rear wing struts, and in the central triple exhaust. LamborghiniLamborghiniThe cabin has a revised center console design that eschews a touchscreen, although the digital gauge cluster on each car receives unique graphics. Carbon fiber is visible on the doors and center console and of course, the climate control vents are hexagons.More Lamborghini NewsThe Invencible coupe is painted in a vivid red, called Rosso Efesto, with red brake calipers and red interior accents to match. The Invencible’s scissor doors are adorned with hexagonal representations of the Italian flag. The Auténtica roadster, meanwhile, has its Grigio Titans bodywork accented by matte black and a yellow hue called Giallo Auge, echoed by the brakes and interior stitching.LamborghiniThe Invencible coupe and Auténtica roadster certainly look dramatic, but they ride on old bones and Lamborghini’s schtick of rehashing the Aventador platform for countless special editions is played out. Lamborghini says that the hybrid successor to the Aventador will be revealed in just a few weeks. We can’t wait to see what Lamborghini’s new direction will bring—just prepare yourself for another decade full of multi-million-dollar limited-production cars destined for a pampered life in climate-controlled garages.This content is imported from poll. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More

Solid-state batteries and wireless charging represent the next big technological improvements for electric vehicles. Nissan now says it will have a production EV with solid batteries in 2028.Promised are longer range, shorter charge times, and less chance of fire, but questions about cost and life span must be solved.Other automakers, including Ford, BMW, and Toyota, are all working on solid-state technology, with plans to introduce some version of the tech as early as 2025.All this month, Nissan is hosting an exhibit at its Global Headquarters Gallery in Yokohama, Japan, called Nissan Futures. As the name implies, the display focuses on how Nissan works on that elusive “future of sustainable mobility” concept. One of the core ideas to be discussed is “evolved solid-state batteries.” According to one report, we might see a production Nissan electric vehicle with these next-gen packs by 2028.Nissan’s plans include getting a pilot production plant producing the first solid-state batteries by 2025, completing the initial application engineering by 2026, and then the vehicle application in 2028, according to a new report in Autocar. The automaker is working with researchers at the University of Oxford on the project.”We Think We Have Something Quite Special””We think we have something quite special and are in a group leading the technology,” Nissan senior vice-president for research and development in Europe, David Moss, told Autocar. “We want to get the cost down [compared with standard lithium-ion batteries] by 50 percent, to double the energy density and to offer three times the charging speed.” Evolved solid-state batteries are also known as all-solid-state sodium batteries or ASSBs. As Moss explained to Autocar, ASSBs—which have no liquid electrolyte—are Nissan’s target, but the company will continue to develop lithium-ion batteries as it works on ASSBs. Moss told Autocar that Nissan expects to introduce a next-gen lithium battery in the next few years and a cobalt-free li-ion battery in 2028. Moss said these cobalt-free li-ion packs could reduce battery costs by up to 65 percent.Other automakers are working on solid-state batteries. Toyota is partnering with Panasonic on solid-state batteries that will be used in a hybrid in 2025. Last year, a startup called Solid Power started making solid-state test batteries for both Ford and BMW vehicles.A Chance for Nissan to Pull Ahead Nissan was once the leader in lower-cost, mass-market EVs, but the delayed rollout of the Ariya and the rise of an entire fleet of competitor EVs has since squandered the head start provided by the Leaf. Being early to market with a solid-state EV—which, as Moss said, could provide a long range with short recharge speeds—would put Nissan back on top, at least technologically. Moss told Autocar that solid-state packs would also offer Nissan engineers options.”If you can put in energy three times faster, is it any different to filling a [gasoline] vehicle?” he told Autocar. “We don’t know yet [about battery size], but we might have two sizes of battery—one for really heavy users who need massive range, but if you can put energy in like [gasoline], do you need the size?” This content is imported from poll. You may be able to find the same content in another format, or you may be able to find more information, at their web site.Ariya Details and Specs More

Hybrid power came to IMSA’s top-class GTP prototype division this year, which changed the racing at the 2023 Rolex 24 at Daytona race dramatically. Four major automobile manufacturers chose to build and back hybrid GTPs, an undertaking that required large engineering staffs, huge amounts of computing power, and rigorous testing. The new rules that ushered in the hybrid era are as complicated as the cars themselves, combining both real and virtual energy usage. The changes challenged the teams from Cadillac, BMW, Porsche, and Acura to sort out myriad scenarios in defining their race strategies. This year’s Rolex 24 at Daytona saw the debut of hybrid race cars in IMSA’s top GTP Prototype class. While hundreds of thousands of hybrid passenger cars have been humming along our roads for more than two decades, the new GTPs’ systems are as different from those on street cars as a hard-boiled egg is from an omelet. We spent time at the race with Cadillac, one of the four major vehicle manufacturers—along with BMW, Porsche, and Acura—that brought hybrid GTP machines. We quizzed their engineers mercilessly in an attempt to learn how the complex powertrain systems work and how they’re used in the race. We appreciate that they spoke slowly and tried to use simple English when explaining their wild-looking cars to us. Richard PrinceShared Hybrid TechnologyPer the regulations set up by IMSA, the series’ sanctioning body, the manufacturers in GTP were mandated to use an identical hybrid system. Bosch supplied the motor-generator unit (MGU), which nestles between the engine and the seven-speed Xtrac rear transaxle. The MGU produced a peak of 40 horsepower at Daytona and will be enabled to deliver slightly more at longer tracks such as Le Mans. Today’s 24 Hours vs. 1987The MGU feeds a tiny 1.35-kWh battery; the system operates at up to 800 volts. A GTP car’s total system output—gas engine plus electric motor—cannot exceed 500 kW (671 horsepower) at the rear wheels at any time in these rear-drive race cars. Torque sensors on the rear axles ensure that the teams keep to that power output. IMSA monitors the rear-wheel power via the same telemetry the teams use in the pits. The cars have an adjustable regen system that works on the rear axle to recharge the battery. Car and DriverThe design of the gasoline engines powering each GTP car is up to the manufacturer. Cadillac developed a 5.5-liter naturally aspirated 32-valve V-8; BMW used a 4.0-liter twin-turbo V-8; Porsche went with a twin-turbo 4.6-liter V-8; and Acura stuck a twin-turbo 2.4-liter V-6 in the tail of its two cars. Nine of the electro-monsters were on the grid, three from Cadillac and two each from the other manufacturers.Shape-Shifting Hybrid PowerThis is where things get weird-science freaky. When no electric power is being used, the gas engine can supply the full 671 horses. When the MGU is feeding power through the transmission, it cannot add to that total. If the electric motor is on full blast, adding its 40 horses, then the gas engine is automatically dialed down by that amount. This would theoretically enable the driver to save fuel and stretch a driving stint. A lot of the regen is accomplished while braking, but it can also be done on the straightaways; at Daytona the tiny battery can be depleted in a lap of the 3.56-mile road course and just about recharged in a lap. If regen is being used while going down the straightaway and puts the equivalent of 40 horsepower of drag into the rear axle, the team can turn up the gas engine by 40 horsepower to offset that. Which means that the gas engines in the GTP cars can make more than 671 horsepower when needed. Passenger-car manufacturers sometimes use hybrid systems to fatten up the low-rpm torque curve of their cars for better performance. We were told that a GTP’s electric motor has virtually no effect on the performance of the car, but we’re not so sure. Race teams don’t like to give away any technical advantages that they might have discovered during development. Life in the Virtual LaneAs if this isn’t complicated enough, there’s an important virtual aspect to the new GTP class. IMSA has decreed that the GTP cars are allowed to use no more energy per driving stint than 920 megajoules, or 255.6 kWh. The calculation is made utilizing the torque sensors on the rear axle. IMSA monitors the total energy (the combination of gas-engine power and hybrid electricity) to ensure the teams don’t exceed the maximum amount during a stint. If they do, a time penalty is assessed, putting them that much further behind. The initial penalty is 100 seconds. No team wants to suffer that. IMSA describes the GTP cars as having a “virtual fuel tank” that needs to be “virtually refilled” when the energy limit is reached. When the 920 megajoules of total energy are about depleted, the team brings the car in even if there’s gasoline remaining in the tank. When the gasoline fueling hose is attached to the car, the clock starts and the megajoule allotment is replenished at the rate of 23 megajoules per second for as long as the hose is in the car. The gas tank might refill in 15 seconds, but a full megajoule fill-up takes 40 seconds, so the car can be sitting still even with a full gas tank if the team deems it necessary to top up the megajoules. In situations where cars pit early during a caution period or for a flat tire, a shorter virtual fill-up will do. Generally, the pit stop schedule will revolve around energy usage rather than purely gasoline consumption as the cars will sometimes have enough gas to keep circulating beyond when the megajoule limit is reached. Woof!Strategic OverloadAll this created so many strategy possibilities—for how and when the hybrid electrical power was deployed and how to play the megajoule game—that the car companies’ computers were smoking from overwork. And what would some of those strategies be? The Cadillac engineers weren’t talking, nor did other GTP teams go public with their thinking before the event. This is racing, and any advantage a team thinks it has it protects with a wall of silence. The Caddy people did admit that the new cars are so much more complex now, and that the possible race scenarios are so great in number, they had to quadruple the number of software engineers on the team compared to when they ran IMSA’s top DPi prototype class last year. Cadillac driver Alex Sims said the drivers control only the regen level directly from the cockpit. Their job is to drive flat out and not crash. How and when the hybrid’s juice is deployed is a team secret; it’s switched on automatically depending upon which powertrain setting is chosen by the driver at the direction of the team’s engineers. We think we’ve got all of that right. But we know that the teams did, because the top four GTP finishers were on the same lap and within a handful of seconds of one another after 24 hours. The winning Acura ARX-06’s quickest race lap was about three-tenths of a second quicker than its second-place sister car’s. And that car’s best lap was only one-thousandth of a second quicker than the third-place Caddy V-LMDh’s. It was a great race right to the very end. And best of all, you didn’t have to know anything about megajoules to enjoy it. More