Aston Martin is using artificial intelligence with its CoreWeave AI.R Tunnel to improve aerodynamic correlation and turn massive amounts of F1 data into faster decisions.

Aston Martin is putting AI to work in Formula 1

Artificial intelligence is becoming part of Aston Martin’s daily Formula 1 operation.

The team is working with CoreWeave to process large amounts of information and turn it into useful engineering and race-strategy insights. The project covers areas that range from aerodynamic correlation to competitor radio analysis.

The latest details were published by Aston Martin on September 21, 2026. The team says millions of data points are generated during every Grand Prix weekend, making speed of analysis increasingly important.

The objective is not to replace engineers.

Instead, Aston Martin wants its engineers to find important information faster. In Formula 1, saving even a few seconds can affect a setup change or a strategy decision.

The CoreWeave AI.R Tunnel became a central part of Aston Martin’s technical operation as the team prepared for the 2026 regulations.

The wind tunnel is at the center of the first application.

Aston Martin’s CoreWeave AI.R Tunnel provides precise aerodynamic measurements. However, a laboratory cannot reproduce every condition found at a Formula 1 circuit.

The team points to changing kerb heights, weather conditions and dirty air as examples.

Those variables can create a gap between what simulations predict and what the driver experiences on track. That difference is known as aerodynamic correlation.

AI helps Aston Martin close the correlation gap

Aston Martin describes correlation as one of the biggest challenges in modern F1 aerodynamics.

The team and CoreWeave developed analytical methods that compare historical race data with vehicle-dynamics research. The goal is to identify the factors that can cause real-world performance to differ from controlled testing.

The result is a more accurate prediction of how aerodynamic components could behave at a Grand Prix.

That information can then be used before the cars arrive at the circuit.

Aston Martin says its Vehicle Engineering team uses the insights in the week before a race to help calibrate the car’s setup. The aim is simple: make the car behave as closely as possible to the engineers’ expectations during the first practice session.

CoreWeave branding is visible on Aston Martin’s Formula 1 machinery as the partnership expands into AI-powered engineering.

The second application happens during the race itself.

Aston Martin says engineers can face 22 competitor radio channels plus more than 15 internal channels at the same time. Finding a specific piece of information manually can take valuable minutes.

That becomes a problem when a strategy decision has to be made quickly.

AI turns F1 radio into searchable data

CoreWeave has built a system that listens to, transcribes and categorizes radio communications.

The tool processes competitor and internal audio. Engineers can then search the information through a dedicated interface instead of manually reviewing long audio streams or noisy transcripts.

The system also uses a large language model to standardize terms.

For example, different ways of saying “Turn 1” can be organized as T1, making the information easier to filter.

This can help answer questions about tire performance, grip, strategy or driver feedback much faster.

Race engineers remain responsible for interpreting the data and making the decisions during a Grand Prix.

The scale of the system is significant.

At the 2026 Monaco Grand Prix, Aston Martin says the platform processed tens of hours of radio, thousands of messages and hundreds of thousands of words.

CoreWeave has also described a broader system capable of processing 40 radio channels simultaneously. Its technical report says the platform can transcribe, categorize and make those feeds searchable within seconds.

That system was tested during the final two races of the 2025 season before being deployed for 2026. CoreWeave says its development included 75 model iterations, seven hours of hand-annotated F1 radio and more than 3,000 labeled samples.

AI is another tool for Aston Martin’s engineers

Aston Martin is clear about the role of the technology.

AI is not replacing the people making decisions. Instead, it changes how much information those people can process and how quickly they can access it.

That distinction matters in Formula 1.

An AI system can organize data. It can identify patterns. It can surface relevant information.

But engineers still need to decide what that information means for the car.

The same principle applies to aerodynamic development. The AI can help predict how a component will behave, but the engineering team still decides which solution should be developed and tested.

The AI work fits a larger technical transformation

Aston Martin’s AI project is part of a much broader investment at its AMR Technology Campus in Silverstone.

The team’s new wind tunnel began operation in 2025 and was created to support both the existing car and the transition to the 2026 regulations.

Adrian Newey has also acknowledged that Aston Martin started its 2026 development cycle later than many rivals. He said the first 2026 model did not enter the AI.R Tunnel until mid-April, leaving the team roughly four months behind in that phase of aerodynamic testing.

That makes efficient use of every available development tool even more important.

The AI work is therefore not a separate experiment. It is part of Aston Martin’s effort to connect simulation, wind-tunnel data, vehicle dynamics and race information more effectively.

The Aston Martin AI and CoreWeave partnership shows how Formula 1 is moving beyond simply collecting more data. The focus is increasingly on finding the right information quickly and turning it into decisions that can improve the car on the track.

GM has completed a closed-loop battery recycling pilot in the U.S., using recovered nickel, cobalt and manganese to make new EV battery cells.

GM completes its closed-loop battery pilot

General Motors has completed a major step in its EV battery recycling strategy.

The automaker says materials recovered from end-of-life GM EV batteries were refined and used to produce new battery cells. The project is designed to show how critical battery materials can move through a circular supply chain instead of being used only once.

GM announced the milestone on September 22, 2026. The company says the pilot was built with partners across battery recycling, materials processing and cell manufacturing.

GM shows battery modules being installed with cells made from recycled battery materials at Factory ZERO.

The process started with 80 end-of-life GM EV batteries.

Cirba Solutions recovered and recycled those batteries. The material was then converted into black mass, a mixture created during the breakdown and separation of used lithium-ion batteries.

Black mass is only an intermediate step. It must be processed further before its valuable minerals can return to battery production.

More than 12 metric tons of new material

GM says the recovered black mass was turned into more than 12 metric tons of cathode active material.

That material contained 100% recycled nickel, cobalt and manganese. Those three minerals are important parts of many EV battery cathodes and can influence cost, safety and performance.

The recycled material also had to meet the same requirements as newly sourced material.

GM says it was tested for quality, safety and performance before it could be used in new battery cells. The company reports that cells made with the recycled material performed as well as cells made with virgin material during validation.

One of the first GMC Sierra EVs using battery cells made with recycled materials rolls off the Factory ZERO line.

Once the material passed testing, Ultium Cells produced new battery cells with the recycled cathode active material.

GM then assembled those cells into battery modules and packs at Factory ZERO in Michigan and Spring Hill in Tennessee.

The first vehicles using these batteries are already leaving GM production lines. The list includes the Cadillac LYRIQ, LYRIQ-V, VISTIQ, ESCALADE IQ and ESCALADE IQL, along with the Chevrolet Silverado EV Trail Boss and GMC Sierra EV AT4.

That is an important part of the pilot. The recycled material has moved beyond testing and into vehicles destined for customers.

Why recycling matters for EV batteries

Battery recycling can have a role beyond waste reduction.

GM says raw materials are among the largest cost drivers in battery cells. Recovering those materials could help support lower battery costs over time, reduce reliance on newly extracted resources and strengthen supply-chain resilience.

Current recycling technology can recover up to 95% of nickel, cobalt and manganese and up to 80% of lithium, depending on the battery chemistry and recycling process. GM notes that future technologies could increase those recovery rates.

This does not mean every used EV battery will follow the exact same path. Battery condition, chemistry and application can change what happens next.

Recycling is only one part of the process

GM is also looking beyond recycling.

The company says its remanufacturing and refurbishment programs are designed to reuse more than 70% of pack components. That can extend the useful life of battery hardware before recycling becomes necessary.

Used batteries can also serve another purpose.

GM and Redwood Materials are deploying roughly 10,000 second-life GM batteries into energy infrastructure. GM says the program includes the largest second-life battery microgrid in North America.

GM is also developing second-life and vehicle-to-grid applications for EV batteries.

This creates several possible stages in a battery’s life.

A battery can first power an EV. Later, it can potentially be reused for stationary energy storage. At the end of that second phase, its materials can be recovered and returned to battery manufacturing.

That approach gives GM a broader battery lifecycle strategy instead of relying on recycling alone.

A U.S. battery supply chain is taking shape

The pilot also connects recycling with GM’s American battery manufacturing network.

The company worked with Cirba Solutions, Ultium Cells, LG Energy Solution and other partners to move recovered materials through recycling, refinement, testing and cell production.

GM says the experience will provide data for future projects. That will become increasingly important as more EV batteries reach the end of their first vehicle life over the coming years.

The company also continues to work on energy-storage applications. Earlier this year, GM said it was expanding its work with Redwood Materials on second-life batteries and developing additional battery solutions for the U.S. energy system.

For now, the new closed-loop pilot provides a clear example of how GM EV battery recycling can connect an old battery pack with a new EV.

The process has already moved recovered nickel, cobalt and manganese back into new battery cells, helping demonstrate a circular path from used batteries to new U.S.-built electric vehicles.

GM has officially teased its new 8.3L Duramax Turbo-Diesel V8, which will power the refreshed 2027 Chevrolet Silverado HD and GMC Sierra HD in the U.S.

GM gives its new diesel a predator-inspired name

General Motors has given its next heavy-duty diesel pickup program a dramatic first look. The company has teased the all-new 8.3L Duramax Turbo-Diesel V8, which will become the heart of the refreshed 2027 Chevrolet Silverado HD and GMC Sierra HD.

GM published the teaser on September 21, 2026, confirming the engine’s displacement and its planned application in the two heavy-duty pickups. The automaker is not releasing horsepower, torque or towing figures yet.

GM’s official teaser introduces the new “Mongoose” name for its upcoming Duramax diesel.

The new engine has been given the nickname Mongoose. GM is using the name to create a direct connection with the heavy-duty diesel competition.

The automaker specifically references a rival HD V8 diesel known as the “Scorpion.” GM’s message is clear: the new diesel is designed to compete in one of the most demanding areas of the pickup market.

For now, though, the teaser is deliberately limited. GM says this is only a first look and that Chevrolet and GMC will reveal more information soon.

That means the biggest questions remain unanswered. Buyers still need to know the engine’s horsepower, torque, towing capacity, fuel economy and availability by trim.

A new era for Silverado HD and Sierra HD

The 8.3L Duramax will arrive with refreshed versions of the 2027 Silverado HD and 2027 Sierra HD. That places the new diesel at the center of GM’s heavy-duty truck strategy for the U.S. market.

The Silverado HD is one of the two GM heavy-duty pickups set to receive the new diesel.

The Silverado HD and Sierra HD are built for customers who need serious towing and hauling capability. Their diesel engines are especially important for buyers who regularly pull large trailers or carry heavy loads.

GM has not yet explained how the 8.3-liter engine will affect the trucks’ existing chassis and towing systems. However, the larger displacement points to a major change under the hood.

The current Chevrolet and GMC heavy-duty lineup uses a 6.6-liter Duramax V8 diesel. GMC’s current HD diesel is rated at 470 horsepower and 975 lb-ft of torque, while the 2027 engine shown in today’s teaser will use a significantly larger 8.3-liter displacement.

It is important to separate those figures from the new engine. GM has not yet published official output numbers for the 8.3L Mongoose.

That makes any current horsepower or torque estimates speculative. The confirmed information is limited to the engine’s displacement, turbo-diesel V8 layout and application in the refreshed 2027 HD pickups.

The Mongoose could reshape the diesel pickup battle

The new diesel arrives during an especially competitive period for American heavy-duty trucks. Ford, Chevrolet, GMC and Ram continue to compete heavily on towing, payload, torque and long-distance capability.

GM’s decision to move to an 8.3-liter diesel V8 suggests that conventional diesel power remains an important part of its strategy for customers who prioritize maximum truck capability.

The GMC Sierra HD will also receive the new Duramax 8.3L Turbo-Diesel V8.

The Sierra HD will share the new powertrain with the Silverado HD. That means the Mongoose will serve both Chevrolet and GMC buyers, while each brand continues to give its trucks a different design and market identity.

There is also an important timing element. GM has already revealed extensive updates for its 2027 light-duty Silverado 1500 and Sierra 1500 range, including new gasoline V8 engines and an updated 3.0-liter Duramax diesel. The 8.3L Mongoose is a separate development for the heavy-duty trucks.

GM is therefore expanding its powertrain strategy across multiple truck segments. The company is retaining diesel technology while introducing new engines across its gasoline and diesel lineups.

For now, the 8.3L Duramax Mongoose remains partially hidden. GM has confirmed the engine and the 2027 Silverado HD and Sierra HD applications, but the most important performance specifications are still to come.

The 2027 Chevrolet Silverado HD and GMC Sierra HD will bring GM’s new 8.3L Duramax Turbo-Diesel V8 to the U.S. heavy-duty pickup market, marking a major new chapter for the company’s diesel strategy.