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Advanced Engine Research
Advanced Engine Research
Advanced Engine Research
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Advanced Engine Research, Ltd. (commonly known by the abbreviation AER) is an auto racing engine manufacturer based in Basildon, Essex, England. Established in 1997, AER has developed winning engines for a number of high-profile international race series in sports car, prototype racing, rallying, touring car, and open wheel racing. They have designed engines derived from road car platforms, but their emphasis is on clean sheet designed engines with a focus on electronics and turbochargers. Their engines have raced in the 24 Hours of Le Mans, the World Endurance Championship (WEC), the European Le Mans Series (ELMS), the IMSA SportsCar Championship, GP3, British Touring Car Championship (BTCC), Nissan/Renault World Series, Grand-Am, Paris Dakar and FIA Sportscar Championship. They have worked with a number of manufacturers including Mazda, Ford, Hyundai, MG/Rover, Nissan, and Toyota. In 2012, AER developed and built Formula One turbo test engines to current rules and in July 2012, AER was chosen as engine partner and supplier to the new GP3 racing series. They currently supply engines for the Indy Lights series.

Key Information

Products

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AER offers a wide variety of technical services for customers, including design and analysis, manufacturing, engine assembly and testing. AER also provides a full package of engineers and personnel for race weekend support as well as electronics through their LifeRacing sister company. LifeRacing develops its own hardware and software including electronic engine controls (ECU), drive-by-wire controllers, and ancillary electronics and has aerospace contracts in addition to its racing activities.

AER has experience in a variety of engine technologies, with particular expertise in racing turbocharged engines. CATIA V5 is used for all component design work and there is an in-house prototyping machine shop with 5 axis machining and transient dynamometer equipment for engine testing.

The company was founded with an accent on its electronic capabilities to allow it to develop engines of a more sophisticated level for manufactures. This merging of electronic and mechanical aspects of engine design led to their first contract in 1997 with Nissan for British Touring Car engines. AER developed the engine in six months. Since 1997, AER has developed a number of different engine families for customers.

SR20

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Evolution of the Nissan SR20 road car engine tuned for the Supertouring regulations, it was used by Ray Mallock, Ltd. in the works Nissan Primera in the British Touring Car Championship from 1997 to 1999, taking the manufacturers title in 1998 and 1999, and the 1999 drivers title with Laurent Aïello at the wheel.

The engine was also used in the Crawford Racing Nissans in the Swedish Touring Car Championship, taking the title in 2000 with Tommy Rustad. With the demise of Supertouring, the AER-tuned SR20 was used in the short-lived World Series Light, a junior division to the Nissan World Series.

P25

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The AER P25 3.5 liter V6 is based on the production Nissan VQ35 engine as found in the Nissan 350Z. It was extensively re-engineered, originally for use in the Nissan World Series. The changes include a bespoke dry sump conversion, pistons, connecting rods, crankshaft, camshafts and valve gear. The P25 is used in single seat and sportscar applications with power output to 500 HP.

P14

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The AER P14 is a V6 engine developed from a production Nissan VQ engine. The P14 was homologated for use in sportscars fitting in the SR2 category of the FIA Sportscar Championship. Engines in this series were required to be at a maximum of 3.0 liters and based on production units.

P03/07

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Created in 2000, the P03 was AER's first clean sheet engine and was developed for MG/Rover for their Le Mans racing efforts. When they backed away from their Le Mans effort after a year, AER took the engine and developed it into a customer engine, the P07. The P07 was a 2.0 liter inline-4 with a single Garrett turbocharger, producing over 500 HP initially and 550 HP by 2003. The engine ran strongly through 2007 in the American Le Mans Series and Le Mans Series, as well as the 24 Hours of Le Mans, in the LMP2 class. In 2003, Dyson Racing took the ALMS P2 team and driver's (Chris Dyson) championships with their AER-powered MG-Lola EX257.

P32T

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Launched in 2006, the new P32T helped AER move to the top of Le Mans Prototype racing. The P32T V8 engine was a bespoke AER design for LMP1 racing and was a 75 degree twin-turbo V8 originally built as a 3.6 liter in 2006 and 2007 and upgraded to 4.0 liters in 2008, called the P32C.[1] Two Garrett turbochargers helped the engine put out more than 650 HP. A naturally aspirated variant, the P32, was designed with a range of 3.4 – 4.2 liters with the 3.4 liter designed for the 2011 LMP1 rules package.[2] The P32T engine project sprang from a conversation Dyson Racing had with AER and during its first season was reliable and quick, winning numerous pole positions. It ran in LMP1 cars competing at the 24 Hours of Le Mans, the ELMS and ALMS.

The engine was designed to take on Audi’s LMP1 3.6 liter twin turbo and its clean sheet design set new standards for size and weight using Formula One technology and weighed only 114 kg.

Dyson Racing in America and Chamberlain-Synergy Motorsport in Europe initially used the P32T in 2006, while in 2007 Courage Compétition became a customer while Team Cytosport ran Dyson's former AER-powered prototype. In 2008, Intersport Racing ran the engine in their ALMS LMP1 entries and in 2009 and 2010, both Intersport Racing and Autocon ran the AER engine in ALMS P1.

MZR-R

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The P41 was the first Mazda engine that AER had developed, which was accomplished in conjunction with Mazdaspeed for use in LMP2. An in-line four-cylinder single-turbocharged 2.0 liter, the MZR-R was debuted by B-K Motorsports at the 2007 12 Hours of Sebring, and B-K ran it through 2008. Dyson Racing took up the Mazda flag in 2009. The four-cylinder P41 was based on the structure of AER's 3.6 liter twin-turbo P32T V8 engine. In 2010 the P41 was replaced with the new P70 with a new block and cylinder head and increased power for use in LMP1. The engine represented the state of the art in turbocharged engine technology and was designed for the rigors of a 24-hour race. It is the smallest engine in LMP1, but on a per cylinder basis, the engine produces more power than a Formula One engine. In 2011, Dyson Racing swept the championship table in the ALMS P1 category with driver, team and manufacturer championships. Dyson Racing continues to run the engine and for 2013, the engine has been upgraded for wider power and torque curves and is called the P90.

The MZR-R was selected to power the new Indy Lights car that will debut in 2015, it will be badged as a Mazda engine.

P60

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AER P60 engine
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Overview
ManufacturerAdvanced Engine Research
Production2014–2019
Layout
ConfigurationV6, twin-turbocharged, 90° cylinder angle
Displacement2.0 L (2,000 cc)–2.4 L (2,398 cc)
Cylinder block materialAluminium
Cylinder head materialAluminium
Valvetrain24-valve (four-valves per cylinder), DOHC
Combustion
Fuel systemGasoline direct injection
ManagementLife Racing
Oil systemDry sump
Output
Power output500 hp (373 kW; 507 PS)–720 hp (537 kW; 730 PS)
Dimensions
Dry weight115 lb (52 kg)

The P60 was introduced in 2014, in response to new LMP1 regulations brought forth by the Automobile Club de l'Ouest (ACO) for the FIA World Endurance Championship. It was designed with the goal of high efficiency fuel consumption at the forefront.[4] The V6, twin-turbocharged engine has a displacement of 2.0 litres with direct fuel injection and a Life Racing engine control unit.[5][6] The P60 made its debut in the Kodewa CLM P1/01 at the 2014 6 Hours of Circuit of the Americas.[7] The following year, the engine was also used in the Rebellion Racing Rebellion R-One.[8]

Following the reveal of the SMP Racing BR Engineering BR1 for the 2018–19 FIA World Endurance Championship season, AER announced an updated version, called the P60B.[9] The engine includes updates to the high-pressure fuel system, cylinder head casting, scavenge system/oil tank, ignition system and engine calibration, while also increasing displacement to 2.4 litres.[10][11] For the 2019–20 FIA World Endurance Championship season, the Team LNT Ginetta G60-LT-P1, was fitted with an upgraded engine focusing on reliability, called the P60C.[12][13]

Racing success

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AER engines have won a number of championships and major races:

1999

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2000

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2001

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2002

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2003

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2004

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2005

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2006

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2007

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2008

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2009

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2010

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2011

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2012

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2019

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  • 2019 World Endurance Championship|2019 World Endurance Championship SMP Racing 3rd place overall at the LeMans 24 Hours (P60C).
  • 2019 IMSA Weathertech Sportscar Championship | Rolex 24 Hours of Daytona 2nd place overall

References

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Revisions and contributorsEdit on WikipediaRead on Wikipedia

Advanced Engine Research

View on Grokipedia
from Grokipedia
Advanced Engine Research Ltd (AER) is a British manufacturer of high-performance engines for , based in , . Established in 1997 and formally incorporated on 16 November 1998, the company specialises in the design, development, manufacturing, and testing of engines for , , and open-wheel racing series. AER has powered teams to over 40 championships worldwide, including class victories at the and , and currently supplies engines for the Indy Lights series. The company operates from facilities in , with a focus on innovative engine solutions for competitive racing.

History

Founding and Early Development

Advanced Engine Research Ltd (AER) was incorporated on November 16, 1998, in , , , marking the formal establishment of the company, although preparatory operations had begun the previous year. The company was founded by Mike Lancaster, who brought extensive experience in motorsport engineering to the venture. Lancaster's background in and development laid the foundation for AER's innovative approach to high-performance engines. The initial team comprised experts from various disciplines, emphasizing the design and optimization of turbocharged engines to achieve cost-effective gains in racing applications. This focus allowed AER to differentiate itself by leveraging turbocharging technology for enhanced power output without excessive complexity or expense. Early efforts centered on consulting services for engine development, transitioning gradually toward in-house manufacturing capabilities. AER's first major project came in 1998 when it was commissioned by to develop engines for the (BTCC), completing the work in just six months—a timeline that highlighted the company's expertise. To support this, AER established early facilities including in-house design workstations and testing dynamometers, enabling efficient iteration from concept to validation. Among the initial challenges were the demanding development schedules imposed by racing series and the operational shift from external consulting to integrated design, manufacturing, and testing under one roof. These hurdles necessitated a lean, agile structure that prioritized versatility and quick adaptation to client needs, setting the stage for AER's growth in the motorsport sector.

Key Partnerships and Expansions

Advanced Engine Research (AER) initiated its growth trajectory with a pivotal partnership with in 1998, when the company was commissioned to develop engines for Nissan's (BTCC) campaign. This collaboration provided AER with its foundational project in competitive , leveraging rapid development timelines to deliver reliable power units for the series. AER's expansion into endurance racing began in 2003 through a longstanding alliance with Dyson Racing, supplying the P07 turbocharged 2.0-liter inline-four for their Lola B01/60 prototypes in the (ALMS) LMP675 class. This partnership enabled AER to apply its expertise to long-distance prototype applications, contributing to class victories such as the 2003 . By the early 2000s, AER bolstered its , facilities with advanced testing capabilities and integrated electronics from its in-house Life Racing division, which developed engine control units (ECUs) for AER powerplants and external projects like the . The company's diversification accelerated in subsequent years, supporting Dyson Racing's successful transition to the ALMS LMP1 category with the AER-developed Mazda MZR-R 2.0-liter turbocharged inline-four engine, culminating in the team's 2011 LMP1 drivers' and manufacturers' championships. In 2015, AER ventured into open-wheel racing via a contract with to produce the MZR-R turbocharged 2.0-liter inline-four for the Indy Lights series, marking its first major foray into single-seater engine supply and drawing on endurance-honed durability for the sprint format. That same year, AER expanded its World Endurance Championship (WEC) presence by partnering with Rebellion Racing to provide the P60 twin-turbo V6 for their LMP1 prototypes, succeeding Toyota-sourced units. Remaining a privately held entity, AER has earned recognition for its innovative solutions, powering racing teams to 43 championships since 1999, including multiple class wins at the , , and .

Technology and Innovation

Design and Manufacturing Processes

Advanced Engine Research (AER) employs sophisticated (CAD) tools to develop lightweight, low-mass engine components tailored to the stringent requirements of applications. The company utilizes V5 software for creating detailed 3D models, assemblies, and technical drawings, enabling precise optimization of component geometry to minimize weight while maintaining structural integrity under high-stress conditions. This design approach facilitates rapid iteration and integration of aerodynamic and thermal considerations early in the development cycle. In , AER maintains in-house capabilities for precision production of turbocharged components, including CNC and assembly processes. The facility features dedicated machine shops equipped with CNC mills and , such as Heidenhain-controlled 3- and 4-axis systems, to fabricate complex parts from high-performance materials like aluminum alloys with tight tolerances. is integrated throughout assembly, involving rigorous inspections to ensure reliability in high-revving, turbocharged environments, which supports the production of that deliver consistent in competitive . Testing protocols at AER emphasize durability, power output, and efficiency through comprehensive dyno evaluations and computational simulations. In-house testing simulates real-world racing loads to assess engine longevity, peak horsepower, and fuel consumption under varied conditions, often running cycles exceeding 24 hours. Additionally, simulations model management, , and stress distribution to predict and mitigate heat buildup in turbocharged systems, allowing for preemptive design adjustments without physical prototypes. Customization is a core aspect of AER's processes, with designs adapted to comply with specific series regulations while optimizing for operational demands. For endurance racing, engines incorporate fuel-efficient architectures, such as advanced direct injection and turbocharging tuned for lower consumption without sacrificing power, to meet fuel flow limits and sustainability mandates. These adaptations ensure engines remain competitive within constrained displacement and boost parameters, balancing regulatory adherence with performance goals. AER's innovation efforts prioritize reducing component mass and emissions in compact, high-output turbocharged engines, often achieving over 300 horsepower per liter in road-relevant designs. By leveraging lightweight materials and efficient strategies, the company maximizes while minimizing environmental impact, aligning with evolving standards for greener propulsion. Partnerships with OEMs, such as , provide access to proprietary technologies that enhance these capabilities.

Engine Technologies and Specifications

Advanced Engine Research (AER) engines are characterized by sophisticated turbocharged architectures that optimize power delivery across broad operating ranges while adhering to stringent motorsport regulations from bodies like the FIA and ACO. These designs typically employ fixed-geometry turbochargers from Garrett, such as single units in inline-four configurations or twin setups in V8s, paired with air inlet restrictors and boost limits to ensure parity in competition. For instance, the P07 2.0-liter inline-four achieves over 550 horsepower at 6100 rpm using a single Garrett turbo with a 43 mm restrictor, demonstrating efficient power extraction from compact displacements. Similarly, the LMP1 P32T V8, with twin Garrett turbos and 32.4 mm restrictors capped at 1.67 bar boost, delivers more than 650 horsepower at 6250 rpm from its 4.0-liter capacity, emphasizing reliable torque curves up to 590 lb-ft. Material selections and efficiency measures in AER engines prioritize weight reduction and thermal management without compromising , utilizing aluminum blocks with steel liners, flat-plane steel crankshafts from , and Pankl steel connecting rods and pistons. Carbon fiber inlet manifolds further minimize mass, contributing to dry weights as low as 74 kg for the 2.0-liter MZR-R inline-four and 110 kg for the LMP1 V8 including turbos and electronics. is bolstered by dry-sump systems with low oil flow rates, direct injection readiness in models like the MZR-R P41, and electronic controls that adapt to alternative fuels such as E10 blends, enabling service intervals from 3500 km in sprint events to 25,000 km in endurance racing. These features ensure compliance with efficiency-focused rules while supporting high-revving operation, as seen in bore/stroke ratios like the MZR-R's oversquare 90 mm x 78.4 mm dimensions, which facilitate rev limits up to 7500 rpm in prototypes. Electronics integration forms a core aspect of AER's engineering, with Life Racing ECUs—such as the F90 series featuring multiple MPC565 controllers—enabling precise real-time fuel mapping, drive-by-wire throttle control, advanced knock detection, and comprehensive data logging for performance optimization. A dedicated handles up to 32 channels at 45 amps, integrating separate gearbox controllers for seamless operation. Post-2010 innovations have further refined these systems, including water-cooled turbo upgrades, improved wastegates and boost boxes for consistent output, and adaptations for fuels to reduce emissions in series like . Additionally, AER engines incorporate hybrid-ready architectures, as evidenced by their integration into LMP1 hybrid prototypes like the Rebellion R-One, where the internal combustion unit pairs with systems for enhanced overall efficiency. These technologies underscore AER's focus on scalable, regulation-compliant designs applicable across and open-wheel .

Engine Products

Touring Car Engines

Advanced Engine Research (AER) entered the engine market in the late 1990s, specializing in adaptations of production-derived units to comply with regulations in the (BTCC). Established in 1997, AER's initial foray involved a rapid development program for Nissan's entry into the 1999 season, where the company was commissioned to refine the SR20DE inline-four engine for the Primera GT racer. This 2.0-liter naturally aspirated unit, derived from Nissan's road car block, was engineered for high-revving performance, achieving over 320 horsepower at 8,300 rpm through modifications including a reversed for better and a lubrication system. The engine's sequential and lightweight internals enabled peak revs near 8,500 rpm, contributing to Nissan's manufacturers' win that year with 13 victories from 26 races. Building on this success, AER shifted focus to the post-Super Touring era in 2001, developing a 2.0-liter version of the for MG Sport & Racing's ZS entry. Sourced from the platform, the KV6 was detuned from its 2.5-liter road car displacement to meet BTCC's production engine formula, producing approximately 270 horsepower at 8,500 rpm with and electronic engine management systems co-developed by AER and Walkinshaw Racing. Emphasis was placed on reliability for race distances exceeding 500 km, incorporating reinforced internals and advanced cooling to handle sustained high loads in close-quarters wheel-to-wheel combat. This engine powered the to multiple podiums in 2001-2003, including a third-place finish in the 2001 drivers' standings for Anthony Reid, before regulatory changes favored four-cylinder configurations. AER's touring car engines exemplified quick-turnaround adaptations, often completing development in under six months by leveraging OEM components while optimizing for BTCC's and cost controls. Power-to-weight ratios targeted around 0.25 hp/kg, aligning with the era's competitive demands for overtaking and endurance in sprint-length events. These projects highlighted AER's expertise in naturally aspirated technology, paving the way for their later dominance in prototype racing.

Endurance and Prototype Engines

Advanced Engine Research (AER) has developed several engines tailored for and racing categories, prioritizing durability, , and compliance with regulations from bodies like the (ACO). These powerplants are engineered to withstand the rigors of multi-hour events, including the , where sustained performance over distances exceeding 4,800 km is essential. Early efforts focused on turbocharged inline-four designs for LMP675 , evolving into more powerful V8 configurations for LMP1 classes in series such as the (ALMS, now part of ) and the (WEC). The P03/07, AER's first in-house clean-sheet engine, was a 2.0-liter turbocharged inline-four developed in 2000-2001 for MG's Le Mans program in the Lola EX257 chassis. Producing over 550 horsepower at 6,100 rpm through a 43 mm air restrictor and featuring a single Garrett turbocharger with DOHC and 16 valves, it emphasized compact packaging and lightweight construction at 95.5 kg dry weight. Adopted by Dyson Racing in 2003 for their Lola EX257 entries in ALMS LMP675 competition, the engine delivered reliable output during endurance stints, contributing to class victories like the 2003 12 Hours of Sebring. Its design incorporated advanced materials and electronic fuel injection to maintain efficiency under restrictor-limited conditions, marking AER's entry into prototype power for long-distance racing. Building on lessons from smaller-displacement prototypes, the P32T represented AER's shift to V8 architecture for higher-output LMP1 applications, debuting in with Dyson Racing's Lola B06/10. This 75-degree twin-turbo V8 started at 3.6 liters before increasing to 4.0 liters starting in 2008, delivering over 650 horsepower and 590 lb-ft of torque in restricted form, with intercooling systems enabling consistent power delivery during prolonged high-load phases. The engine's 32-valve DOHC setup and optional direct injection supported mandates, while its compact dimensions—510.65 mm long, 605.7 mm wide, and 588.2 mm tall—facilitated integration into diverse like the Lola B12/60. Used extensively in and Series events, the P32T powered multiple pole positions and race wins, underscoring AER's focus on balancing peak performance with thermal management for endurance demands. AER's endurance engines found broad application across global series, including the 24 Hours of Le Mans, FIA WEC, European Le Mans Series (ELMS), and IMSA's ALMS predecessor, where they equipped teams like Dyson Racing and Rebellion Racing. Designed inherently for 24-hour reliability, these units often achieved lifespans beyond 10,000 km across a season through robust construction, including titanium components and dry-sump lubrication to minimize oil degradation under extreme heat. Key innovations included variable geometry turbocharging and optimized valve train dynamics to enhance efficiency within ACO fuel flow and energy recovery restrictions, reducing consumption without sacrificing output. For instance, the P32T's intercooled twin-turbo arrangement allowed sustained operation at over 700 horsepower in unrestricted testing, vital for hybrid-era transitions. The MZ-2.0T (a variant of the MZR-R), supplied to Mazda for IMSA WeatherTech SportsCar Championship LMP2 prototypes, achieved podiums at the 2020 and 2021 Rolex 24 at Daytona and a win at the 2021 6 Hours of Watkins Glen. In the late , AER evolved its prototype lineup with the series, a 2.4-liter V6 direct-injection engine introduced in for non-hybrid LMP1 privateers like Rebellion Racing in WEC. This clean-sheet design, weighing 115 kg, prioritized fuel optimization and lightweight alloys, producing competitive outputs while adhering to tightened regs; upgrades in 2017-2018 enhanced high-pressure fuel systems and thermal mapping for better sustained reliability in events like the 6 Hours of and [Le Mans](/page/Le Mans). Although not directly hybrid-integrated, the P60's architecture laid groundwork for compatibility, reflecting AER's adaptation to the hybrid-hybrid divide in LMP1 before the class's 2021 phase-out. These advancements solidified AER's reputation for durable, regulation-compliant power in endurance prototype .

Open-Wheel Racing Engines

Advanced Engine Research (AER) has played a pivotal role in open-wheel racing by developing and supplying spec engines that emphasize reliability, parity, and cost efficiency for developmental series. The company's primary contribution in this domain is the Mazda-badged MZR-R engine, a turbocharged 2.0-liter inline-4 powerplant originally derived from Mazda's endurance racing efforts and refined by AER for single-seater applications. Introduced in 2015 for the Dallara IL-15 chassis in the Indy Lights series (now known as Indy NXT), the MZR-R ensures all competitors use identical units to maintain competitive balance across the field. The development of the MZR-R for open-wheel racing stemmed from a close collaboration between AER and , building on the engine's initial use in LMP2 prototypes during the . In 2013, AER was selected as the engine supplier for Indy Lights, with upgrades focused on adapting the unit to the lighter, more agile IL-15 chassis while prioritizing durability for a full season without rebuilds. This partnership leveraged 's production-derived components, such as the block and head, combined with AER's racing-specific modifications including a Garrett turbocharger and advanced , to achieve a and longevity suitable for spec-series demands. The engine's design allows consistent output optimized for both oval and road course configurations, with and integrated systems enabling precise monitoring and adjustments during races. Key variants of the MZR-R family include the P41 and P70, which powered LMP2 prototypes with outputs exceeding 500 horsepower under restricted conditions, while the P90 variant was specifically tuned for Indy Lights to deliver approximately 450 horsepower at baseline, supplemented by a driver-activated system adding up to 50 horsepower for . With a rev limit of 9,000 rpm, the P90 emphasizes cost control through its robust DOHC architecture and water-cooled turbo, ensuring equitable performance without the need for frequent overhauls. This setup has supported the series' growth, providing young drivers with a reliable platform that bridges junior formulas and . Beyond Indy Lights, AER explored and secured supply contracts for other open-wheel categories, notably providing V6 engines for the starting in 2013 to meet the category's naturally aspirated requirements. However, the enduring focus remains on the Indy Lights program, where the MZR-R contract extends through at least 2025, underscoring AER's expertise in turbocharged technologies adapted for high-revving, parity-driven racing.

Racing Achievements

British Touring Car Championship

Advanced Engine Research (AER) played a pivotal role in the (BTCC) during the late Super Touring era, particularly through its engine development for 's competitive resurgence. Established in 1998, AER was quickly commissioned by to create high-performance SR20 engines for the Primera GT, with the project completed in just six months—a testament to the company's efficient engineering processes. This collaboration powered the Racing team, built by RML, to significant success in the 1998 and 1999 seasons, where the cars demonstrated superior reliability and speed on circuits like and . The SR20, a 2.0-liter inline-four with modifications for over 300 horsepower, featured advanced tuning for the series' naturally aspirated regulations, enabling consistent top finishes. In 1999, AER's engines propelled to a clean sweep of the major titles, including the Manufacturers' championship, Drivers' crown for , and Team honors. Aïello's campaign included 10 race victories, contributing to the team's overall tally of 13 wins from 26 rounds, often outpacing rivals like and in outright pace and strategy. This dominance marked Nissan's revival after mid-pack results in prior years, with AER's and dyno testing credited for optimizing the SR20's power delivery and durability under race conditions. Key events, such as double wins at Thruxton and , highlighted the engines' edge in the high-stakes format. Nissan withdrew its factory BTCC program at the end of 1999, but AER provided partial engine supply to independent teams in 2000, sustaining the Primera's presence amid the series' transition. AER's involvement in BTCC efforts continued into the early 2000s. The company's contributions underscored its expertise in adapting road-derived blocks for competitive racing, influencing subsequent engine designs beyond BTCC.

American Le Mans Series and Endurance Racing

Advanced Engine Research (AER) engines powered Dyson Racing's Lola prototypes to numerous victories in the () from 2003 to 2011, particularly in the LMP675 and LMP2 classes. The AER P07 2.0-liter turbocharged inline-four engine debuted with a historic overall win and at Sonoma in 2003, marking the first time an LMP675 car triumphed over the more powerful LMP900 prototypes. This success highlighted the engine's efficiency and power delivery under fuel-restricted rules, contributing to Dyson's multiple class wins that season, including at and . Between 2004 and 2006, AER engines dominated the LMP675/LMP2 category in , adapting effectively to evolving regulations that emphasized and strategy over raw power. Dyson Racing secured several class victories, such as the 2004 win at and the 2006 triumph at Lime Rock, where the team's Lola B06/10 with AER P07 outpaced competitors through superior reliability during long stints. These results underscored AER's focus on durable turbocharging , enabling consistent performance in multi-hour races without excessive wear. In 2011, AER's P1-spec 3.0-liter propelled Dyson Racing's Lola B11/80 to the LMP1 Drivers' and Teams' Championships, clinched with a race to spare at Raceway . Drivers Chris Dyson and Guy Smith won five of ten races, including Sebring and Long Beach, while AER contributed to the Manufacturers' Engine title alongside branding. This championship capped a decade of AER's involvement in , with over a dozen class wins attributed to their prototypes. AER's influence extended to the , where their engines achieved two LMP675 class victories: in 2000 with a V6-powered Multimatic Lola B2K/40 and in 2001 with the MG Lola EX257. These successes demonstrated AER's capability in balancing high-revving performance with 24-hour durability under ACO regulations. In the (WEC), (ELMS), and , AER engines delivered consistent podium finishes pre-2019. Rebellion Racing adopted AER's 2.4-liter V6 turbo for their LMP1 program starting in 2015, securing multiple podiums in the LMP1 class. In IMSA, the 2019 season featured AER-developed 2.0-liter turbocharged inline-four engines in Mazda's RT24-P prototypes, powering the team to three overall wins at Watkins Glen, Mosport, and , plus a second-place finish at the 10-hour . Overall, AER engines contributed to more than 20 class victories in major endurance events through 2019, spanning , , WEC, ELMS, and , with their designs emphasizing and reliability for prototype racing.

Indy Lights and Other Open-Wheel Series

Advanced Engine Research (AER) debuted its involvement in Indy Lights in 2015 by developing the MZR-R engine for the IL-15 chassis, serving as the spec powerplant in the Road to Indy developmental ladder. This 2.0-liter turbocharged four-cylinder engine delivers approximately 425 horsepower, with an additional 50 horsepower available via , emphasizing reliability and cost efficiency for emerging drivers. AER's design incorporated endurance racing heritage from prior programs, ensuring durability over a full season with up to 6,000 miles between major rebuilds. AER's engines powered multiple championship successes in Indy Lights from 2016 to 2018, contributing to consistent wins for teams including Andretti Autosport and others. In 2016, Ed Jones secured the title with Carlin Racing, followed by Kyle Kaiser's 2017 championship for Juncos Racing, and Patricio O'Ward's 2018 crown with Andretti Autosport, which included a $1 million scholarship to . These victories highlighted the MZR-R's balanced performance, supporting driver development while maintaining parity across the field through AER's engine leasing and maintenance program. Beyond Indy Lights, AER had limited involvement in other open-wheel series, notably supplying a 3.4-liter naturally aspirated for the from 2013 to 2015, producing around 400 horsepower for the GP3/13 chassis. Following the 2019 season, AER renewed its supply agreement, transitioning to direct provision of the engine (branded under AER from 2019 onward) as the series rebranded to in 2023 and continues through 2025. This ongoing commitment has bolstered series stability, with the engine's proven reliability—rooted in low-maintenance design—enabling cost-controlled competition and preparing talents for . As of 2025, AER remains the exclusive engine supplier for .

Recent Developments

Post-2019 Activities

Following the rebranding of the series to by Firestone in 2023, Advanced Engine Research (AER) has continued to serve as the exclusive engine supplier, providing the Mazda-sourced AER P63 2.0-liter turbocharged inline-four engine for all competitors through the 2025 season. This engine, rated at approximately 450 horsepower, emphasizes durability, with design features enabling it to complete a full season—up to 5,000 miles—without requiring a major rebuild, supporting cost-effective operations for teams. Reliability enhancements implemented in recent years have focused on maintaining performance parity across the grid. In endurance racing, AER's involvement post-2019 has been limited primarily to rather than high-profile programs. The company continued providing engine maintenance and upgrades for Mazda's RT24-P (DPi) entries in the WeatherTech SportsCar Championship through the 2021 season, after which Mazda terminated its DPi effort. There have been no publicly documented returns to the (WEC) or major entries since their last major entry in 2018, though AER has offered technical assistance to teams in LMP2 and similar categories, reflecting a shift toward sustained, lower-visibility support amid evolving regulations favoring hybrid prototypes. As a registered in the , AER remains active, with its most recent confirmation statement filed on 17 August 2025 confirming ongoing operations from its headquarters. Social media presence on platforms like and highlights continued grid support, including full-season engine servicing for teams. Throughout 2020–2025, AER has maintained steady operations centered on open-wheel applications without securing major championships, while navigating challenges such as the motorsport industry's push toward —exemplified by INDYCAR's 2024 hybrid introduction—which necessitates adaptations in for hybrid compatibility and efficiency.

Ongoing Projects and Future Outlook

As of 2025, Advanced Engine Research (AER) continues its longstanding contract as the exclusive engine supplier for the by Firestone series, providing the Mazda-sourced AER P63 2.0-liter turbocharged inline-four engine that powers all IL-15 chassis in the series, which serves as the primary developmental pathway to the NTT . This ongoing role involves maintenance and periodic upgrades to enhance reliability and performance, ensuring the engines support emerging talent in open-wheel without requiring mid-season rebuilds. AER also supports historic racing engines and is developing new projects as of 2025. While AER maintains a low public profile on specific emerging projects, the company is aligned with broader industry shifts toward sustainable technologies, including exploration of hybrid powertrains and e-fuels to meet World Endurance Championship (WEC) regulations on systems and low-carbon fuels. Potential collaborations with original equipment manufacturers (OEMs) could further integrate AER's expertise in compact, efficient V6 and inline-four designs into hybrid applications. Looking ahead, AER's future directions emphasize low-carbon innovations, such as fuel-efficient engines compatible with synthetic e-fuels, in line with the FIA's Environmental 2020-2030, which targets net-zero carbon emissions across by 2030 through reduced fuel consumption and integration. The company's outlook remains centered on , high-performance solutions tailored to client needs, with increased reliance on digital simulation tools for and optimization to accelerate development cycles. Public disclosures on AER's involvement in from 2020 to 2025 remain limited, pointing to substantial behind-the-scenes efforts focused on next-generation propulsion technologies.

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