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Gibson Technology

Gibson Technology is a motorsport engineering company specializing in the design, development, and manufacture of high-performance race engines and powertrains for prototype racing categories, particularly LMP2 and classes. Based in , , it serves as the exclusive engine supplier for the LMP2 class in major international series including the (WEC), (ELMS), (AsLMS), and WeatherTech SportsCar Championship. Founded in 1981 by Bill Gibson as Zytek Engineering, the company initially focused on electronic engine management systems for , supplying its first fully electronic system to the Toleman-Hart team, which contributed to Ayrton Senna's second-place finish at the . By 1987, Zytek expanded into complete racing engine design. The company supplied engines exclusively for the Championship from 1996 to 2004 and for the series from 2005 to 2007. In 2014, following the separation of its automotive division (acquired by ), Zytek Engineering was renamed Gibson Technology Limited to honor its founder, with Bill Gibson retaining full ownership of the motorsport-focused entity. Since 2017, Gibson has been the sole LMP2 engine provider across , ELMS, AsLMS, and , with its GK428 powering 31 cars that year alone, 21 of which completed the after covering approximately 140,000 km in testing and racing. The company has secured multiple LMP2 class victories at in 2007, 2011, and 2014, and expanded into the category in 2021 with the introduction of the GL458 engine, adopted by teams such as . As of 2025, Gibson continues as the exclusive LMP2 supplier with a new announced in partnership with . Gibson Technology operates from a dedicated facility in , employing a team of experienced engineers to provide global race support, electronics, and gearshift systems, often in partnership with suppliers like Motorsport. In 2024, Mark Brittan, son-in-law of Bill Gibson, was appointed managing director, continuing the family-led leadership as the company powers teams in elite endurance events like the . Its innovations, including hybrid systems like the 2009 Zytek 10 Hybrid LMP, have earned accolades such as Race Engine Designer of the Year in 2017 for the GK428.

Corporate History

Founding and Early Years (1981–1999)

Zytek Engineering was established in 1981 by engineers Bill Gibson and in , , , with an initial focus on developing and supplying electronic engine management systems for applications. The company's early work centered on innovative control units to optimize engine performance in high-stakes racing environments, leveraging the founders' prior experience in . The firm's breakthrough came in 1984 when it provided the first fully electronic engine management system for , equipping the Toleman-Hart TG184 car driven by during his debut season. This project marked Zytek's entry into elite open-wheel racing and demonstrated the reliability of its systems under extreme conditions. In 1987, Zytek expanded its capabilities by acquiring Alan Smith Racing, a specialist in racing engine design, which enabled in-house development of complete powertrains. That same year, Zytek's fuel injection and management technology powered the prototypes, contributing to strong performances by the prototypes, which finished 4th, 5th, and 6th overall at the , Jaguar's best result there in over 30 years. Zytek's systems played a pivotal role in several major championships during the late 1980s and early 1990s. In 1989, its engine management contributed to the FIA title win for driver in a Reynard . The company achieved further success in , powering entries to the titles in 1991 (won by in a Toyota Carina E) and 1992 (won by in a ). These victories highlighted Zytek's ability to deliver consistent performance across diverse racing series. Beyond , Zytek began applying its expertise to production vehicles in the early 1990s. It supplied electronic engine management for the supercar, which entered production in 1992 with a twin-turbocharged V6 producing over 540 horsepower. During the decade, Zytek's control technology was also integrated into the high-performance V10 engine of the , bridging racing innovations with road car engineering. To support its growing operations, Zytek formalized the Zytek Group structure, establishing the Automotive division in Fradley, , for road and systems development, while the core Engineering division remained in for motorsport-focused work. In the late 1990s, the company initiated a shift toward , culminating in a class victory (LM GT1) with a at the 1998 .

Ownership Changes and Rebranding (2000–2014)

In 2000, Motorola's Automotive and Industrial Electronics Group entered into an alliance with the Zytek Group to develop electronic control systems for automotive applications, acquiring a 19% stake in the process. This partnership highlighted Zytek's growing expertise in automotive electronics, building on its earlier successes in motorsport engineering during the 1980s and 1990s. By 2006, acquired Motorola's worldwide automotive electronics business for approximately $1 billion, which included the 19% stake in Zytek; subsequently increased its ownership in to 50%, forming a focused on advanced automotive technologies. This move integrated into broader portfolio, emphasizing hybrid and electric drive systems while allowing Zytek Engineering to maintain its independence under founder Bill Gibson. In February 2014, completed the acquisition of the remaining 50% stake in , achieving full ownership of the division based in Fradley, . Later that year, on October 1, Zytek Engineering—retained wholly by Bill Gibson—rebranded to Gibson Technology Limited to underscore its distinct identity and specialized focus on high-performance powertrains. The separation enabled Gibson Technology to concentrate on racing engine development and endurance solutions, while , under , expanded into wider commercial automotive innovations, including systems.

Modern Era and Leadership (2015–present)

Following its rebranding from Zytek Engineering in 2014, Gibson Technology specialized in the design and manufacture of high-performance powertrains, with a primary emphasis on supplying standardized engines for the LMP2 class across major endurance racing series. The company provides its GK428 V8 engines to all competing teams in the (WEC), (ELMS), , and WeatherTech SportsCar Championship, ensuring reliable and competitive performance in these global competitions. Gibson Technology maintains its headquarters at a dedicated engineering, product development, and manufacturing facility on Main Street in , , , where it conducts advanced testing, assembly, and quality control for engines and associated energy recovery systems. This state-of-the-art site supports end-to-end operations, from component fabrication to dyno testing under simulated race conditions, enabling the company to meet the stringent demands of international regulations. In May 2024, Mark Brittan was appointed as Managing Director of Gibson Technology, succeeding in leadership roles while building on the legacy of founder Bill Gibson, to whom Brittan is related by . Under Brittan's guidance, the company has prioritized ongoing innovation in race-proven technologies, including enhancements to reliability and efficiency for endurance events. From 2023 to 2025, Gibson Technology solidified its position as a global leader in engine supply, securing a contract extension in October 2023 to remain the exclusive LMP2 power unit provider through the 2030 season. The period marked significant business expansion through strategic partnerships, notably with NISMO, Xtrac, and Motorsport in August 2025, to develop a next-generation 3.4-liter V6 featuring advanced energy recovery systems for introduction in 2028. These collaborations underscore Gibson's shift toward more efficient technologies, adapting its expertise to evolving sustainable racing standards. With approximately 100 staff members, Gibson Technology emphasizes tailored to extreme operational environments, such as the , where its powertrains must withstand prolonged high-stress conditions while optimizing and power output. This R&D focus drives continuous improvements in materials and systems, positioning the company at the forefront of engineering innovation.

Motorsport Involvement

Early Championships and Engine Development (1980s–2000s)

In the 1980s, Zytek Engineering, founded in 1981 by Bill Gibson, initially specialized in engine management systems and quickly made inroads into electronics. The company developed the first fully electronic engine management system for , supplying it to the Toleman-Hart team for their car driven by in 1984, marking a significant advancement in electronic control units (ECUs) for high-performance racing. This technology extended to prototypes, where Zytek's ECUs enhanced and for improved reliability under endurance conditions. In 1987, Zytek acquired the British Alan Smith Racing team to bolster its racing operations. Entering the 1990s, Zytek shifted focus toward complete engine development, producing reliable V8 powerplants for various series. The company's Zytek-Judd KV V8 engine dominated the International Formula 3000 Championship, powering Jean Alesi's car to the 1989 title and securing multiple wins over the decade, with Zytek supplying standardized 3.0-liter units emphasizing high-revving performance up to 10,500 rpm for over 1.5 million miles of racing. These engines prioritized reliability in single-make formats, featuring detuned designs from Judd for cost control while delivering around 450-520 horsepower. Zytek also pioneered hybrid technology in racing, debuting the Zytek Hybrid system in the Panoz Esperante GTR-1, which earned a 3rd-place podium in the GT1 class at the 1998 Petit Le Mans, showcasing early integration of electric motors with internal combustion for supplemental power. The 2000s saw Zytek expand into prototype racing and broader engine supply contracts. In 2001, Zytek partnered with on a hybrid development program for a concept truck, leveraging its motorsport expertise to electrify drive systems for improved fuel efficiency in commercial applications. Zytek entered the Series with the Zytek 04S , powered by a 3.4-liter ZG348 tuned for endurance, achieving 2nd place overall in the 2005 LMP2 class standings with two victories that season, including a dominant win at Jarama. The ZG348, derived from earlier 4.0-liter designs for prototypes in the late 1990s, emphasized lightweight construction at 120 kg while producing up to 450 horsepower, proving its high-rev reliability in prototypes and touring cars. Additionally, Zytek supplied the ZA1348 3.4-liter s for the entire A1GP series from 2005 to 2008, powering chassis to over 550 horsepower in a global one-make format. These V8 and V10 variants, including adaptations for touring cars, underscored Zytek's focus on scalable, rev-happy designs for diverse high-stakes applications.

LMP and Hybrid Innovations (2010s)

In the late 2000s, Zytek Engineering achieved significant success in (LMP) racing, culminating in 2009 when the Ginetta-Zytek GZ09S/2 secured the LMP2 Team and Drivers' Championships in the Le Mans Series for the Quifel ASM team, driven by Miguel Amaral and , with two class victories. This marked a high point for Zytek's prototype chassis development, building on earlier entries in the series during the 2000s. Zytek's advancements extended to hybrid technology, with the introduction of the Zytek Q10 integrated into a chassis that debuted at the 2009 American Le Mans Series round at , achieving a finish in the LMP class and marking the first such result for a -powered in a major . The Q10 system focused on mechanisms, capturing under braking to supplement the , which laid groundwork for applications in racing by improving and sustainability without compromising performance. The chassis further solidified Zytek's LMP2 dominance in the 2010s, powering to victory in the LMP2 class at the , where the #41 entry led the category for the final 137 laps. In 2014, Sport's #35 repeated the feat, winning LMP2 at and contributing to the model's three championship titles across various series during its production run from 2011 to 2016. Following the 2014 separation of the Zytek Group—where was acquired by Engineering Services, while Zytek Engineering remained under founder Bill Gibson and rebranded as Gibson Technology—the company continued its LMP projects seamlessly under the new name. This transition enabled Gibson to capitalize on Zytek-era innovations, notably by introducing the GK428 4.2-liter in 2017 as the standardized powerplant for all LMP2 prototypes in the (WEC), (ELMS), IMSA WeatherTech SportsCar Championship, and the , producing approximately 600 horsepower and emphasizing reliability for multi-hour endurance events. Gibson's engine expertise peaked in LMP1 with the 2018 debut of the GL458 4.5-liter V8, an evolution of the GK428 design, which powered Racing's Oreca-built R13 chassis to third and fourth overall finishes at the , the best results for a non-hybrid entry that year. These achievements underscored Gibson's leadership in the LMP2 market, supplying engines and components that dominated the category through standardized regulations.

Recent Endurance Racing and Future Projects (2020s)

In the late 2010s, Gibson Technology's GK428 4.2-liter powered numerous LMP2 podium finishes across major endurance series, marking a strong transition into the . At the 2017 , two Gibson-powered prototypes achieved second and third overall positions, with the #38 and #37 entries from also securing first and second in the LMP2 class, respectively. This debut performance for the GK428 highlighted its reliability, as 21 of 25 Gibson-equipped LMP2 cars finished the race, covering a collective 143,440 km. Similar success continued through 2020, with additional LMP2 podiums at in 2018 and consistent top finishes in series events, contributing to Gibson's tally of 44 LMP2 class victories by the end of the era. Entering the 2020s, the GK428 remained the spec engine for LMP2 prototypes in prominent endurance championships, including the (WEC), (ELMS), , and WeatherTech SportsCar Championship. This widespread adoption underscored Gibson's role in standardizing high-performance powertrains, with the engine accumulating over 5 million kilometers of racing by 2023. Customer teams powered by the GK428 secured race wins and championships, such as Algarve Pro Racing's LMP2 title in the 2024-2025 aboard an 07-Gibson. In the ELMS, Gibson engines delivered victories like VDS Racing's overall win at the 2024 round and AF Corse's LMP2 triumph at the 2025 opener. In 2025, Gibson secured the exclusive FIA/ACO tender to supply the LMP2 powertrain starting in 2028, extending its spec supplier role through 2032. The new unit features a 3.4-liter twin-turbocharged V6 engine, developed in collaboration with NISMO (Nissan's motorsport division), incorporating direct fuel injection for enhanced efficiency and performance in line with sustainable racing goals. Announced in August 2025, the project includes partnerships with Bosch Motorsport for electronics, including the ECU, wiring harness, and a custom steering wheel, and Xtrac for a transverse gearbox, bellhousing, and gearshift system. These advancements build on Gibson's ongoing development of hybrid and energy recovery systems, adapting automotive efficiency technologies to endurance racing demands.

Technology and Products

Racing Powertrains and Engines

Gibson Technology's racing powertrains are renowned for their reliability and performance in endurance motorsport, particularly in the (LMP) categories of the (WEC) and WeatherTech SportsCar Championship. The company's core offerings include naturally aspirated V8 engines designed specifically for LMP2 and LMP1 regulations, emphasizing construction, high-revving , and seamless with systems. These powertrains are engineered to withstand the demands of 24-hour races like the 24 Hours, prioritizing consistent torque delivery and over peak power alone. The GK428, introduced in 2017 as the standardized engine for the LMP2 class, is a 4.2-liter naturally aspirated V8 featuring a 90-degree V-angle and lubrication with a staged oil pump. Weighing 135 kg, it delivers 600 brake horsepower at a maximum of 9,000 rpm and 410 ft-lb of , enabling LMP2 prototypes to achieve competitive lap times in series such as the , (ELMS), and . Produced entirely in-house at Gibson's Repton facility in , , the GK428 has accumulated over 5 million kilometers in racing since its debut, powering multiple class victories at and underscoring its durability through rigorous dyno-based endurance testing that simulates race conditions. Building on the GK428 architecture, the GL458 was developed in 2018 for the LMP1 class, serving as a 4.5-liter naturally aspirated V8 with a 90-degree configuration and reduced weight of 127 kg to enhance overall vehicle agility in endurance events. Supplied to the Rebellion Racing and teams in partnership with and BR Engineering chassis constructors, the GL458 powered the prototype through the 2018 and 2019 seasons, including entries at , where its design focused on broad torque characteristics for sustained high-speed performance and fuel efficiency under non-hybrid LMP1 rules. Although exact power and torque figures remain proprietary, the engine's evolution from the LMP2 unit incorporated and calibration for higher outputs, contributing to Rebellion's podium finishes despite competing against hybrid factory efforts. The GL458 has also been adapted for applications. In addition to internal combustion engines, Gibson Technology has pioneered systems integrated into racing powertrains, drawing from its heritage in electronic control and hybrid development to comply with regulations. These KERS-style setups, often employing battery or flywheel-based storage, recover during braking to boost acceleration, with Gibson recognized as a global leader in such technologies for applications. The company's systems have been deployed in series like , where they secured the first Energy Recovery System (ERS) victory in the GT300 class in 2013, enhancing efficiency without compromising the raw power of V8 units like the Nissan-derived VK45DE. Manufacturing processes at the facility emphasize precision assembly and in-house dyno validation, ensuring engines like the GK428 and GL458 operate reliably at rev limits approaching 9,000 rpm while incorporating lightweight components for optimal power-to-weight ratios. Gibson's customization capabilities extend to tailored electronic control units () and gearboxes, often in collaboration with partners like for electronics and Xtrac for transmissions, adapting for diverse regulations including those in . These bespoke solutions allow teams to fine-tune torque mapping and shift strategies, as seen in applications where Gibson-derived systems balanced high-revving performance with endurance demands. Some racing technologies, such as advanced ECU mapping, have been adapted for road car hybrid prototypes to improve efficiency. In August 2025, Gibson announced a partnership with , , and Xtrac to develop a next-generation LMP2 V6 turbocharged for introduction in 2028.

Automotive and Hybrid Systems

Gibson Technology, originally established as Zytek Engineering, expanded its expertise from into road car applications in the late 1980s and 1990s, supplying engine components and management systems to prestigious OEMs. The company provided electronic engine management for the supercar launched in 1992. Similarly, Zytek collaborated with , Rolls-Royce, and on performance engine development, integrating advanced electronic control systems tailored for luxury and sports vehicles. Building on these foundations, Gibson advanced into and electric technologies for road applications. The company's innovations extended to electric drivetrains, notably through the of over 100 vehicles into fully electric models in , which underwent real-world trials in the UK from 2007 to 2009 to evaluate urban performance and battery management. These efforts emphasized compact, high-power-density motors and inverters derived from racing engine adaptations, enabling seamless road car integration. In broader automotive collaborations, Gibson supplied engine management systems for various production vehicles, partnering with OEMs to optimize and in internal engines. Today, the company transfers its knowledge from —such as recovery principles—to low-emission road systems, supporting powertrains that reduce CO2 output without relying on full electrification. This ongoing focus positions Gibson as a key player in sustainable for passenger cars.

Zytek Automotive

Origins and Separation

Zytek Automotive was established in 1981 as a division of the newly formed Zytek Group, founded by Bill Gibson, with its base in Fradley, , . The division initially concentrated on developing electronic systems for road car engines, complementing the motorsport-oriented efforts of its sister division, Zytek Engineering, which shared resources within the group during the 1980s. Prior to 2014, played a key role in advancing engine control technologies for original equipment manufacturers (OEMs), including collaborations with on projects such as the XJ220 , where it supplied integrated fuel and ignition management systems. These efforts involved joint R&D with Zytek Engineering to create robust electronic solutions for high-performance road vehicles, leveraging synergies in electronics that benefited both divisions. In 2014, separated from the Zytek Group following its full acquisition by , which bought out the remaining 50% stake held by Bill Gibson on February 3, after having owned the other half since 2008. This transaction rendered Zytek Automotive independent from what would become Gibson Technology, allowing it to operate as a wholly owned of . Post-separation, the company retained the Zytek name under Continental's umbrella, redirecting its expertise toward advanced driver assistance systems (ADAS) and technologies for conventional, , and electric powertrains.

Key Projects and Current Role

Following its acquisition by in 2014, has concentrated on advancing () technologies, particularly in sustainable mobility solutions for urban applications. A flagship project was the 2010 T.27 electric city car, developed in collaboration with Design, which received £4.5 million in funding from the government's Technology Strategy Board to support low-carbon vehicle innovation. The T.27 featured a iStream carbon tub weighing under 180 , paired with a Zytek-developed 25 kW electric and 12 kWh , achieving a range of 80-100 miles and CO2 emissions as low as 28 g/km in urban driving. Zytek's electric expertise extended to high-power-density motors and systems tailored for compact , emphasizing and . These systems were designed for seamless replacement of conventional engines, as demonstrated in prototypes that prioritized and thermal management for extended range in city conditions. Under , Zytek's drivetrains have been integrated into broader architectures, supporting advanced driver assistance systems (ADAS) through compatible electronic controls that enhance vehicle autonomy and safety in platforms. A notable achievement was Zytek's contribution to the Electric Drive (ED) program, where it supplied an integrated rear-wheel with a 30 kW motor, enabling a 60 mph top speed and efficient performance in over 100 production units tested from 2007 onward. As of 2025, operates as part of 's powertrain division within Engineering Services, focusing on scalable components such as specialized high-performance motors for series production in passenger and commercial vehicles. This role emphasizes sustainable electrification without direct involvement in activities previously associated with the original Zytek entity. Prototypes developed under have undergone extensive efficiency testing, validating low-energy consumption and durability for real-world deployment in electric mobility solutions.

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