The year 2026 will bring significant changes to the regulations that will affect the technological challenges in Formula 1. The predicted impact on vehicle design and performance changes compared to the current season was evaluated. Special attention was paid to increasing the share of ecology, which affects the importance of electric power in vehicles, and is also reflected in the introduction of sustainable fuels, redesigned power units, active aerodynamic systems, and reduced body weight. These changes are analyzed for their impact on aerodynamic efficiency, vehicle dynamics, and energy management strategies. Based on technical data, information, and predictions, changes can be determined to adapt the cars to evolving restrictions in areas such as energy recovery, electric power usage, and aerodynamic balance. The analysis shows the growing role of precise design and integrated system optimization in achieving competitive results. The article highlights how the updated regulations strengthen the direction Formula 1 is heading in: greater efficiency, sustainability, and technological advancement.

This paper discusses the potential use of stochastic processes as road vehicle velocity models for road transport emissions inventory purposes. Empirical studies have presented stochastic passenger-car velocity models, each modeling traffic conditions: in traffic congestion, in cities outside traffic congestion, outside cities, and on highways and expressways. Zero-dimensional characteristics of the model velocity processes have been examined. The characteristics of passenger car emissions for 2020 have been determined using simulation methods. Road pollutant emissions from passenger cars under specific velocity process implementations have been determined and analyzed. The research results have been assessed, among other things, for their variability. Based on the results, the feasibility of using stochastic processes as road vehicle velocity models for road transport emissions inventory purposes has been assessed.

Regardless of the class of passenger car, manufacturer, or type of internal combustion engine, vehicle owners strive to ensure the longest possible period of reliable engine operation. The reliability and performance of an internal combustion engine are key indicators of its quality and prestige. Numerous research and development studies have focused on optimizing piston design and identifying the causes of piston failure. However, to better understand degradation mechanisms and trends in modern piston design, it is necessary to investigate the phenomena affecting the piston during typical engine service life. Thermomechanical stresses, friction, elevated and fluctuating temperatures, and contaminants all contribute to piston wear and reduce its service life. In this study, a new aluminum piston was compared with a piston extracted from an engine after approximately 200,000 kilometers of operation. The influence of engine operating time on piston surface condition, hardness, microstructure, and surface quality was analyzed. These parameters provide insight into the impact of friction and thermal loads on piston wear. Based on the investigations, the influence of piston operating time on surface degradation and changes in the mechanical properties of the piston material was determined. Furthermore, areas most susceptible to long-term loads and exhibiting the highest wear were identified. The results enable identification of piston regions requiring reinforcement or design optimization to minimize the risk of damage from prolonged engine operation.

A one-dimensional model of a three-way catalyst (TWC) was developed in MATLAB/Simulink, consisting of a monolith pressure-drop module and a reaction block for CO/HC/NOx. The model was validated against a reference GT-SUITE solution, with agreement in levels and trends. Kinetic parameters were tuned and verified using emission tests in the NEDC cycle. The model reproduces pressure drop, instantaneous profiles, and cumulative emissions upstream and downstream of the catalyst. Satisfactory agreement between predicted reductions and NEDC measurements confirms the model’s suitability for assessing TWC effectiveness and for calibration under test conditions. The approach is computationally lightweight and ready to be extended to other driving cycles, additional physical effects, and exhaust aftertreatment systems such as a GPF.

The article analyses the levels of magnetic induction in vehicles with three different drives: electric, hybrid and conventional. The aim of the research was to determine the intensity of low-frequency magnetic fields generated by the drive systems and their effect on the driver and passengers of the vehicle. The paper describes methods for measuring magnetic induction in various locations of the vehicle, such as the engine compartment and the power supply system. Measurements of magnetic induction were also performed during charging of an electric car. The research results indicate that the highest values of magnetic induction occur in electric cars and in the area of the charger during charging of these vehicles. In cars with conventional drives, the level of magnetic induction is mainly limited to the operation of the alternator. The power of the drive system has a large impact on the value of magnetic induction. In the case of measurements of magnetic flux density emitted by the power supply system and drive systems of fully electric and hybrid cars, the studies also showed that the location of elements such as the DC/AC converter and the cables connecting the converter to the electric motor and their distance from the driver's and passenger seats significantly affects their exposure level.

Understanding the ignition characteristics of binary hydrocarbon blends is essential for designing high-speed propulsion systems such as scramjets, where ignition under short residence time is a critical challenge. In this work, the ignition delay behaviour of ethylene-acetylene/air mixtures was examined through shock tube experiments and kinetic simulations under engine-relevant conditions. Ethylene was used as the primary fuel and blended with acetylene at 5%, 10%, and 20% by volume to form binary mixtures, at an equivalence ratio of 1.0, temperatures between 560–1030 K, and pressures of 2.5–9 bar. The ignition delay time was determined from peak pressure rise and CH* chemiluminescence behind the reflected shock. Unlike previous blended fuel studies dominated by saturated hydrocarbons, this work presents a comprehensive dataset for ethylene-acetylene blends at low to intermediate temperatures and increasing the acetylene fraction from 5% to 20% reduces the ignition delay time by up to 50–60% in the 700–850 K and 2–5 bar regime. Numerical simulations were performed using ANSYS Chemkin in a closed, homogeneous, constant-volume reactor with the NUIG, ARAMCO, LLNL, and San Diego mechanisms. The sensitivity and rate-of-production analyses reveal that ignition is governed by HO<sub>2</sub>–H<sub>2</sub>O<sub>2</sub> radical chemistry, with the thermal decomposition of H<sub>2</sub>O<sub>2</sub> triggering rapid OH formation. Acetylene enhances ignition by promoting the regeneration of HCCO radicals and accelerating the transition to chain-branching chemistry.

A new design solution – the front deflector – intended to improve the performance of the outer air seals of the low-pressure turbine is analyzed in this paper using steady Reynolds-Averaged Navier-Stokes (RANS) simulations of a three-stage, state-of-the-art LPT model, including inner and outer cavities. The regions near the casing in the LPT still show potential for improvement, mainly due to flow interactions associated with the outer air seals. One recent concept for improving these areas is the front deflector. The solution is to modify the front part of the cavity. Its operating principle is to introduce an additional labyrinth for the leakage while simultaneously minimizing the front cavity volume. In the paper, several scenarios for implementing this feature are analyzed, including reducing the front-cavity volume without a static fin and adding a static fin to create an auxiliary labyrinth. Furthermore, the effects on the flow and the potential improvements in LPT efficiency associated with the solution are discussed. The former reduces front-cavity recirculation and its interaction with the mainstream; the latter reduces seal leakage when the fin length is sufficient. Across three stages, the predicted changes in LPT isentropic efficiency are on the order of 0.03–0.06%, depending on the scenario.

In view of increasingly stringent environmental requirements and global efforts to reduce greenhouse gas emissions, it is becoming increasingly important to identify the design factors of powertrains that directly affect fuel efficiency and carbon dioxide (CO₂) emissions. This study analyses the impact of selected technical parameters of passenger vehicles powertrains – in particular, engind isplacement, number of cylinders, type of transmission and type of fuel – on fuel consumption in urban, highway and combined conditions, as well as on CO₂ emissions. The study used a set of operational data covering the design parameters of selected passenger vehicle models on the market. The statistical analysis allowed for the identification of significant relationships between the design of the drive system and its impact on the environment. The results of the study can make a significant contribution to the development of forecasting tools to support the design of new-generation engines, as well as support the decision-making process and improve the formulation of strategies for the sustainable development of low-emission transport technologies

The paper focuses on the development and validation of a simulation model that allows the assessment of the influence of the design and operating parameters on the maximum range of an urban electric two-wheeler. The performed research covered real-world tests under urban conditions on a distance of 5.2 km, while monitoring the electrical parameters of an electric scooter. The sampling resolution was 0.1 seconds. The results of the measurements allowed estimating the range of the vehicle under real-world conditions on the level of 60.053 km, which corresponds to the energy consumption of 2.15 kWh/100 km. Based on the experimental data, the authors developed an advanced simulation model in the MATLAB environment. The model included dynamic acceleration/deceleration cycles, aerodynamic drag, rolling resistance and battery characteristics. The simulation of the driving cycle has shown the vehicle range of 60.778 km with the energy consumption of 2.12 kWh/100 km. The simulation results are characterized by a very high convergence with the results obtained in the road cycles. The simulation model allows the analysis of the vehicle range variability depending on such design and operating parameters as gross vehicle weight, aerodynamic drag, drivetrain efficiency or battery characteristics. The investigations described in the paper support the advancement of electromobility, thus, adding to the improvement of urban transport.

The thermal balance of vehicle cabins when only an internal combustion engine was used was an insignificant element of the vehicle design. The excess thermal energy on board did not require energy saving. Only the cold start was slightly problematic. However, it could still use a combustion heater that quickly warmed up the cabin. In purely electric cars, each use of electricity stored in the battery shortens the vehicle's range. Three types of heating are used in this case: a) an electric air heater; b) an electric heater for the liquid cooling the drive components; c) a heat pump receiving heat from the drive components, also temporarily supported by an electric air or liquid heater. The use of a heat pump is the most promising and is also used in cheap city cars (e.g. Renault ZOE). The source of thermal energy for a heat pump is: a) vehicle drive engine(s); b) AC/DC converters – charger, DC/DC – charger, DC/AC – motor inverter; c) battery. In cheaper vehicles, air cooling is partially used; currently, a mixture of antifreeze fluids is used. The article presents a calculation example for a city bus cabin.