The agenda covered simulation, data management, diagnostics and test automation, with discussions underscoring interoperability, simulation credibility and data‑centric development. These themes emerged across sessions on ASAM standards OpenDrive, OpenScenario, OSI, ODS, SOVD, XIL, OTX, CMP, and digital‑twin integration through the Asset Administration Shell (AAS).

Cross-standard harmonization and the need to align toolchains across domains, suppliers and development stages remain priorities, with speakers citing inconsistent interpretations of ASAM specifications as a cause of fragmentation. Updates included co‑simulation workflows, higher‑fidelity OpenX modeling, interoperable data management, modular measurement architectures, digital‑twin concepts, ODD taxonomies and simulation‑quality assessment.

Regional updates and roadmap

Updates from ASAM’s ambassadors in China, Korea, Japan and the USA were shared by CATARC technical director Bolin Zhou, IVH CEO Daeoh Kang and ASAM Japan representative Yoshiaki Shoi. Priorities included co-simulation and merging standards in China; sensor simulation and ASAM SOVD in Japan; and study groups in South Korea supporting global application of standards, such as ASAM OpenDrive.

BMW IT specialist Michael Schwarzbach outlined the 2026 Technical Steering Committee roadmap, highlighting ODD-based testing, collaboration improvements, harmonized standards and a common ontology.

OpenX updates

ASAM technology managers Ahmed Sadek and Yash Shah (below) presented ASAM OpenX updates. Previous OpenX models defined traffic participants independently, creating toolchain inconsistencies. New concepts for ASAM’s simulation standards include combining ASAM OpenDrive with the Quantifying Simulation Quality (QSQ) initiative, and ASAM OSI adding high-fidelity sensor simulation support, such as spectral irradiance and radar waveforms. “No standard is developed in a silo,” Shah said. “We think feature-based, then collect standards experts for harmonization.”

Simulation integration

Clemens Linnhoff, founder and CTO at Persival, demonstrated co-simulation between Scenario Player and Sensor Model, with all assets linked in ASAM OpenScenario as a single source of truth.

ASAM ODS, MDF, CMP and digital twins

Technica Engineering technical fellow and head of media relations Lars Völker outlined Capture Module Protocol (ASAM CMP) improvements. “Before 2022, in‑vehicle DAQ was vendor‑specific and non‑modular. CMP 1.0 introduced modular DAQ and support for heterogeneous technologies. New use cases support raw Ethernet and define message transport across the vehicle system. Scaling HIL and test setups enables an elastic measurement infrastructure.”

Using slides from the Industrial Digital Twin Association (IDTA), Stefan Romainczyk, senior product manager at Peak Solution, said, “Today’s digital twins are proprietary and one lifecycle element, whereas future twins have a complete lifecycle with efficient scaling. With ASAM ODS, AAS can create a comprehensive data profile for digital twins – standardized interoperability improves predictive maintenance, time and cost.”

SDV diagnostics updates

Following the launch of ASAM SOVD 1.2 in February with 29 global OEMs and suppliers, Vector Informatik manager Tobias Weidmann presented at the seminar the latest activities in the development of the standard. ISO 17978-4 Remote Access covers how to access vehicle information via authorization and defining the access path; possibilities include functional communication, new access methods to log information via a streaming interface, and large file handling via third-party service providers.

ODD taxonomy and AV deployment

Andreas Richter (below), engineering program manager – Operational Design Domains, Volkswagen Commercial Vehicles, outlined ASAM OpenODD implementation within MOIA America, VW’s autonomous‑mobility affiliate, formerly known as ADMT. VW Commercial Vehicles is the first group brand to introduce SAE Level 4 autonomous driving using the ID Buzz platform with integrated third‑party automated‑driving systems. Testing is underway in Hamburg and Munich in Germany, Oslo in Norway, and in Austin, Texas.

Richter noted that the industry is not always clear on ‘ODD’, ‘taxonomy’, ‘service area’ and ‘scenarios’. “To bring autonomous driving to life, we have to agree on the same terms,” he said, calling for ODD definitions that are unambiguously readable by humans and machines, supported by geodata analysis and enterprise‑ready tools for ODD and scenario management.

“ASAM OpenODD offers a taxonomy-agnostic, modular model to represent ODDs in different technical formats, [and] support development, storage and processing in a machine and human-readable way,” he explained. “Originally intended for scenario-based testing, ODD definition is now required in more process steps for developing, testing, approving and operating ADS. The ODD as a single point of knowledge ensures OEMs and authorities share definitions.”

VW’s internal elaborated ODD taxonomy demonstrates how modular definitions support understanding across organizations and regulators. The ODD management toolchain validates taxonomies and module definitions, supports multilingual concepts and connects to scenario‑creation and requirements‑management workflows. Using STIEF (scenario-accompanied, text-base, iterative evaluation of automated driving functions), engineers can preload scenario definitions via natural‑language inputs, while geodata analysis identifies new operational areas and generates challenging test routes.

Simulation credibility

In an ASAM QSQ update, Automotive Artificial Intelligence’s general manager Basit Khan highlighted the challenge of trusting simulation for virtual homologation.

“No standardized quality metrics exist for simulation frameworks, especially ADAS/AD sensors,” he said. “Many contributors – OEMs, suppliers, research and tool vendors – have different priorities and vocabulary. Through working groups spanning use cases, camera, lidar, radar and vehicle dynamics, our goal is to drive cross-sector innovation by building a unified standard upon proven, existing components. By harmonizing established concepts, we can create a practical framework that ensures simulation reliability without reinventing the wheel.”

Research and collaborations

Fraunhofer IOSB’s research group leader Jens Ziehn reported on how ASAM helps scale R&D results, for example where ASAM’s OpenDrive, OpenLabel and OpenScenario are used to deliver interoperability and reusable data across diverse acquisition sources in the AVEAS Brave10K project to scale automated driving in public transportation.

SAE’s Ed Straub outlined ASAM’s collaboration with SAE J3259 (ODD taxonomy), while ASCS’s Alexander Walsh emphasized the complementary role of ASCS and ASAM in simulation, AI and HPC.

Industry collaboration continues at Vehicle Tech Week Europe

Vehicle Tech Week Europe, represented by ADAS & Autonomous Vehicle International, Automotive Testing Technology International and Automotive Interiors World, served as ASAM’s media partner.

Launching this June in Stuttgart, Germany, the three-day ‘festival of engineering’ will unite the full vehicle‑technology ecosystem – from EV and battery testing to autonomous‑vehicle development, UX/HMI, materials engineering and in‑cabin innovation – creating cross‑disciplinary value at a time when the industry faces intense technological and regulatory pressure.

ASAM is an association partner of Vehicle Tech Week Europe, and Yash Shah and Andreas Richter will continue their discussions about ASAM OpenX evolution and ODDs at the event.

Learn about Vehicle Tech Week’s partnerships here.

Find out more about ASAM’s International Conference, which will take place on November 4 and 5, 2026.

Related news, EXPO REVIEW: Automotive Testing Expo Korea 2026

Set against a backdrop of accelerated AI-driven development, automation and simulation in the USA, ASAM’s meeting reflected how global standards are adjusting to regional needs. The emphasis was on shared data formats, languages, data models and interfaces for AI-based testing and validation methods, integrating simulation workflows across tools and domains, software-defined vehicles (SDV), diagnostics and OTA updates.

For the first time, the one-day regional meeting held training sessions on ASAM standard implementations for service-oriented vehicle diagnostics (ASAM SOVD) and ASAM OpenX standards for virtual development and validation. Alongside this, OEMs and tool suppliers shared real-world use cases on how standardization can help businesses. ASAM also discussed projects in 2025 and beyond. Speakers included General Motors, AVL, Deepen AI and Sibros, among others.

Setting the scene

Armin Rupalla, ASAM board member, opened the meeting by detailing the ICE and BEV powertrain revival and acceleration of AI and AVs. He discussed ASAM’s support of regulation fulfilment and the organization’s SDV-related activities, including virtual twin experience and real-world evidence such as test drives, safety and security compliance.

Trainings – ASAM SOVD

While Dr Philipp Rosenberger, CEO, Persival, presented a deep dive into ASAM’s OpenX simulation standards, Aneesh Bhir, group product manager, Sibros, and Bernd Wenzel, senior technical consultant at ASAM, discussed a new approach to automotive diagnostics and vehicle data access, ‘ASAM SOVD – Diagnostic API for software-defined vehicles’.

Wenzel introduced a SOVD training workshop. “It [SOVD] can support next-generation software architectures through uniform diagnostics of HPCs and continuous updates with new configurations. The vehicle as an ‘IOT device’ can analyze software during operation and support interactive diagnostics,” he said.

According to Wenzel, use scenarios beyond diagnostics include service-defined data access for fleet management, predictive maintenance and consumer applications. “There are consistent capability descriptions with identical offline and online formats, based on OpenAPI,” he said. “SOVD-to-service also allows access to commercial and agricultural vehicles, not just passenger vehicles.”

Wenzel and Bhir shared how Open Test Sequence eXchange format (OTX) and ASAM SOVD work together. “First published by ISO and extended by ASAM beyond traditional vehicle diagnostics, OTX is a domain-specific programming language (DSL) to describe test logic, ensuring it is executed on any system at any time,” Bihr explained. “The ASAM OTX extension SOVD executes diagnostic operations via ASAM SOVD API, based on JSON extension. There is no automotive-specific stack on the client-side, and there is support through all lifecycle phases. ASAM SOVD gives access to legal diagnostics by enabling tagging of entities and resources ahead of 2026 requirements.”

He revealed that ASAM SOVD is being transferred to ISO next year for adoption in future international regulations. Whereas ISO focuses on extended vehicle and web interface, ASAM addresses SOVD API and is not restricted to ISO 17978-2 use cases. November 2025 was the kick-off for ASAM SOVD 1.2.0, with a release in March 2028.

Testing

Wenzel then presented the ASAM TestSpecification project, showing how users can go from efficient testing to successful validation. “With SDVs and autonomous driving functions increasing testing complexity, collaborative efforts must focus on efficient development and test case execution,” he said.

Analyzing scenario-based testing workflows, Wenzel said interoperability is missing between established industry standards, with there being no standardized approach. He recommended harmonization, including the ASAM XIL generic simulator interface that connects test automation tools and enables test case reuse across systems.

Richard Romano, staff researcher – vehicle systems at GM, then explored the role of driving simulators and human-centered vehicle design; while Brunilda Caushi, strategy business development, AWS, shared insights on agentic AI for faster, better embedded development and testing.

Validation

Following this, Joshua Orlando, a project engineer at AVL, gave a presentation titled ‘From road to simulation’, focusing on data-driven testing and validation, and Mohammad Musa, CEO and founder of Deepen AI, spoke on ‘Sensor calibration – a new idea for a PTI-related ASAM standardization’.

Musa argued that there is no unified approach to calibration across OEMs, suppliers and service centers. “A lack of industry standards for validating calibration quality risks poor health insight throughout vehicle lifecycles and inconsistent measurements across modalities: lidar, camera, radar and IMU,” he warned.

To establish industry-wide calibration standards and ensure safety and consistency for ADAS/AV systems, Musa proposed different foundational alignment phases, contextual calibration and lifecycle integration.

Rachael Ayotte, business development manager at Vector Informatik USA, then shared how Vector realized SDV diagnostics through SOVD, both through in-vehicle software, which can communicate with the cloud and proximity server, and hardware tools. She said the vehicle becomes one REST server, using modern protocols HTTPS and OpenAI, with data exchanged physically via JSON.

Following Ayotte’s presentation, Mark Singer, director of marketing at Excelfore Corporation (a founding member of the eSync Alliance, which aims to standardize cloud-to-edge connectivity), highlighted how different approaches from OEMs, Tier 1s and software and cloud vendors risk innovation paralysis. To combat this, he shared the Hero MotoCorp connected vehicle platform, an OEM-first implementation of eSync OTA integrated with ASAM SOVD remote diagnostics and repair. Initial results have showed operational efficiency, enhanced driver experience, improved safety and security compliance.

With software affecting ride quality, cabin acoustics, lighting, smart HVAC and infotainment, and with customer expectations of technological innovation and digital life continuity, Omkar Karve, senior application engineer ADAS at MathWorks, proposed creating strategic customer value with rapid and robust development via collaboration through standards.

The future of ASAM standards

ASAM CEO Marius Dupuis concluded proceedings with a discussion of the organization’s active and planned projects. “Trends and activities include SDV/diagnostics, data for AI, driver monitoring systems, beyond automotive, simulation quality and global cooperation, such as with our Korea meeting in November, he said. “We have development partnerships with IEEE, ISO and SAE; research projects with AVEAS and projects with eSync Alliance.”

Musa added that Deepen AI is working on ASAM OpenX standards in off-road applications, led by University of Mississippi professor Daniel Carruth, eSync Alliance and open-source AD stack specialist Autoware (owned by L4 Japanese company Tier IV). Deepen AI is developing a data platform with Autoware and ASAM next year for DevOps.

The meeting was sponsored by Sibros and AVL alongside media partners Automotive Testing Technology International and ADAS & Autonomous Vehicle International. It was co-located with Automotive Testing Expo North America, where ASAM was a speaker, VIP sponsor and association partner.

Visit ASAM’s website for more information.

EXPLORE: Q&A – AI-enabled test optimization with Nissan and Monolith

Read on to find out which presentations, product launches and trends are helping OEMs and suppliers reduce development cycles and enhance product quality.

The Future of Automotive Testing Conference

Today’s free-to-attend conference opened with a welcome from ATTI, followed by an onstage interview with PG Mobility Analysis’s Partha Goswami on the softwarization of the automotive industry.

Presentations by Frost & Sullivan’s Shyam Raman, Stoyan Nikolov from Bosch and Venkat Adusumalli from Stellantis also piqued visitors’ interest.

The one-day conference carries an overarching software theme, and a panel discussion on this topic – moderated by Goswami – concluded the morning. Fresh from the stage, Goswami commented, “The focus of the conference is testing and validation, but also how to make that more relevant in the new age of software-centric vehicle development. Yes, there’s still a traditional component, but we’re having various conversations to bring in this new element that’s emerging today.”

Read more on the fascinating content being presented at The Future of Automotive Testing Conference  here.

Exhibition highlights

Göpel’s new, configurable battery test bench enables cost-efficient EV testing

In response to the need for increasingly customized systems, Göpel is highlighting its new, quickly configurable battery test bench for safety and functional testing of automotive high-voltage batteries. This enables cost-efficient electric car battery testing, offering a power range up to 500kW and voltage tests up to 1,000V DC with test currents of up to 800A DC. The system’s energy recovery capability means it is highly energy efficient. Services include safety tests and functional tests. “This year, Göpel Electronic is focusing on test systems for infotainment, battery systems and seat testing,” explained David Kalaidjian, sales development manager for North America. “We appreciate the diversity of visitors at Automotive Testing Expo and look forward to many new ideas.” Find out more at Booth 3034.

mm-lab shows its modern safety and planning solution for automotive proving grounds

mm-lab is showcasing its system that enables maximum safety for test drivers while ensuring optimal operational planning for proving ground operators. It offers comprehensive situational awareness, real-time communication and automated planning capabilities, designed to streamline testing activities and minimize risk in all vehicle testing environments. The ability to manage and control robots, traffic lights, traffic signs and info boards strengthens the overall solution. Managing director Steffen Firchau said, “The show enables us to interact directly with the automotive community, discuss emerging requirements for safe and optimized testing, and demonstrate how our system supports North American proving grounds in achieving higher safety and efficiency. We aim to implement our solution at several additional proving grounds, emphasizing and ensuring safety within automotive testing environments.” Meet the team at Booth 10056.

Methodica Technologies showcases AI-powered testing and HIL solutions to accelerate automotive development

To reflect the evolution toward smarter, connected and autonomous systems and the critical need for rapid validation and digital transformation, Methodica Technologies is in Novi to demonstrate how its innovative tools and expertise help OEMs and suppliers reduce development cycles, enhance product quality and integrate AI-driven efficiency into every stage of the engineering process. The company is highlighting its capabilities in rapid and cost-effective HIL system development, AI-driven test automation, custom hardware engineering and end-to-end embedded software and hardware development – all aimed at improving validation speed, system reliability and cost-efficiency. “We’re eager to connect with system engineers, testing engineers and technology leaders who are passionate about leveraging AI, automation and digital engineering to address the next generation of automotive challenges,” said digital growth and transformation manager Ayushi Lekhwani. Find out more at Booth 8016.

Intuitive closed-loop controller from Redex offers compact solution for load simulations

The DG-Block closed-loop controller is the star of Redex’s display this year. The all-in-one solution features a built-in precision amplifier, PID regulation algorithm, built-in power supply, integrated real-time data acquisition and modular design for versatile configurations. Advantages include faster and more accurate testing, improved reliability, reduced development cycles and compliance with the latest automotive standards. Redex is seeking insights on testing challenges across vehicle types and integration with existing workflows, and suggestions for additional features or automation that could enhance testing efficiency. “We’re excited to showcase Redex mechatronic solutions to demonstrate different, faster, more precise testing for next-generation vehicles, said Jean Baptiste Barruel, Merobel senior product manager at Redex USA. “We look forward to meeting engineers and innovators driving automotive innovation.” See the closed-loop controller at Booth 10052.

New sensor from Sensoric Solutions combines optical method with an IMU

Visitors to Sensoric Solutions’ booth are experiencing the company’s OMS Race and OMS 7 optical sensors, which combine the optical method with an IMU, offering angle accuracy better than 0.1° and speeds better than 0.1%. They boast easy handling, and work well under all conditions. Fabrice Martini, sales manager for the USA, noted, “The biggest change is in the field of electromobility and the associated requirements. Anyone who is not represented there has a problem!” Meet the team at Booth 8044.

Innkeeper highlights product performance and characterization tools

Innkeeper is at the expo to show visitors its InnControl platform, which supports the integration of lab equipment and allows for a broad range of hardware and software interfaces. Space and budget rarely allow for single-purpose test stands so the company says it makes good sense to use multifunctional and multipurpose equipment. InnControl allows users to build modular test stands with cost-effective components, define data acquisition as required for each test, modify test cycles using dropdown menus and modify logic as needed, operate with increased freedom and flexibility throughout the lab, and retrofit older equipment to boost safety, flexibility and performance. “Our InnControl test platform supplies the electrical and physical information to boost test productivity and possibly reduce the number of platforms needed to maintain a healthy performance/QA lab,” commented a company representative. Find out more at Booth 9018.

Voith showcases portfolio for drive system components and fluid power solutions

Voith is showing visitors its extensive portfolio for the testing sector, including highly flexible couplings to dampen torsional vibrations and torque shocks, thus safeguarding driveline components and extending their lifespan; torque-limiting couplings, with capacities from 1-20,000kNm; universal joint shafts, capable of transmitting power in drives with offset shafts, with torque capacities exceeding 20,000kNm; connection couplings to facilitate torque transmission across driveline joints without backlash; and hydraulic systems and self-contained servo drives for diverse applications. Todd Lehman, senior sales manager and engineer for coupling and drive technologies, said, “These products exemplify how Voith validates modern, high-grade machines. We want expo visitors to benefit from our decades of experience as a trusted partner for drive system components and fluid power solutions in the test engineering sector.” See the portfolio at Booth 9032.

CME Technology highlights high-energy battery shock test system
Front and center on CME Technology’s display is the KRD12 Series high-energy battery shock test system. With a high-strength and hardness cast-aluminum table, it features a Windows-based control system, pneumatic drive technology, multiple waveforms and automatic control of shock speed. Overseas sales assistant Ellie Ding said, “We are looking for visitors’ feedback on the system’s performance, usability and integration flexibility, especially in terms of how it can support their specific test requirements.” Find out more at Booth 11022.

Still to come tomorrow…

The Innovation Showcase returns for a final day of insight, trends and concepts

Highlights include Calspan’s presentation titled Crash testing meets CAE: Faster compliance, lower risk, global readiness; and Lumiloop’s CEO presenting Speed up your EMC measurements: Closed-loop e-field control in reverberation chambers. 12^th Wonder will present Digitally traceable, ISO 17025-ready test labs through unified lifecycle approach and Kyowa Americas reveal an Innovative wireless measurement system for strain, temperature and voltage testing.

Find out more on the Automotive Testing Expo website.

Click here to book your free expo pass to Automotive Testing Expo North America, which continues on Thursday. Alternatively, passes can be acquired on-site. Please visit the registration desk or organizer’s office to find out more

The exhibition

Pacific Power Source shows complete EV test solutions from vehicle to grid
The stars of Pacific Power Source’s display are the company’s AC and DC regenerative test solutions, featuring grid simulators, regenerative loads, battery test systems and battery emulators. As V2X technologies, fast charging and renewable integration advance, the need for versatile, grid-aware testing solutions continues to grow. Pacific Power Source’s systems were designed in response this and to the North American test and validation sector’s rapid adoption of regenerative, high-efficiency test platforms that combine AC and DC capability. Tom Ribaudo, national sales manager at Pacific Power Source, said, “We’re here to connect with engineers and developers who need flexible, real-world test solutions that accelerate validation of the next generation of electric vehicles, charging infrastructure and energy storage systems.” The company is also seeking input on automation and evolving standards shaping future requirements.

See the AC and DC regenerative test solutions at Booth 10046.

Chroma shows real-power validation of battery pack behavior before vehicle integration
At this year’s expo, Chroma is displaying its 8610 Battery Pack Power HIL Testbed, built for EV developers who need real-power validation of battery pack behavior before vehicle integration. The HIL platform unifies real-time simulation with high-power hardware, allowing engineers to replicate real-world EV operating conditions safely. Advantages include modular architecture from cell-level BMS validation to full-pack and inverter testing, supporting CAN, LIN and ethernet communications. Chroma is at the show to learn where EV developers position HIL testing within their validation processes and what challenges remain in integrating power-level simulation into lab workflows. Jonathan McCallie, ATE sales director, said, “Our goal is to help labs modernize with modular, energy-efficient platforms that unify software simulation and hardware testing. It’s about cutting time-to-market while improving confidence in every subsystem we validate.”

Find out more at Booth 8000.

Photron debuts new high-speed cameras to help auto makers meet IIHS and NHTSA safety standards
The new Fastcam Mini W5 and Fastcam Mini W2 high-speed cameras are center stage on Photron’s booth. They feature high resolution (1920×1080 pixels) at high frame rates (to 5,000 full fps) to cover fast-moving events within large fields of view (e.g. offboard vehicle impact tests). Advantages include high light sensitivity to provide good image quality and effective depth of field. The cameras are also rugged to 100g to survive onboard vehicle impact tests. Photron’s high-resolution cameras are ideal for increasingly challenging IIHS and NHTSA physical tests. Tim Callenbach, director of sales and marketing at Photron, said, “We have attended Automotive Testing Expo for many years as it is the premier event for interfacing with the automotive testing engineers responsible for ensuring that automobiles meet the appropriate safety standards.”

See the new Fastcam Mini W5 and Fastcam Mini W2 at Booth 6050.

OXTS shows its most advanced GNSS/INS system for ADAS and autonomous vehicle testing
The RT3000 v4 is catching visitors eyes at OXTS’s booth. It features quad-constellation GNSS, real-time RTK and enhanced inertial performance, and delivers centimeter-level accuracy in GNSS-challenged areas. It’s compact, quick to warm up and integrates easily into existing test setups. With OXTS’s trade-in offer, users upgrading from the RT3000 v3 gain faster setup, and improved data quality and software features – making it a smart, cost-effective step forward in vehicle testing. Patrick Fletchall, North American sales manager, said, “Showcasing the RT3000 v4 and our trade-in scheme is a fantastic opportunity for RT3000 v3 users to upgrade and experience the latest in GNSS/INS technology. We’re here to meet the engineers and innovators driving the future of vehicle safety and autonomy, and to explore how our solutions can support their testing goals.”

See the RT3000 v4 at Booth 14016.

End-to-end V&V solution from Tracetronic integrates with CI/CD pipelines to manage SDV complexity
Tracetronic is showing its CI/CD with flow kits in Novi, featuring a fully automated and customizable test process from software delivery to release. The company is keen to identify what challenges companies are facing to ensure that its product provides an answer, particularly as companies look to integrate AI as part of their testing strategies. General manager Felix Mueller explained, “As all OEMs are struggling to manage SDV complexity and software quality, we want to present a full end-to-end solution for their verification and validation process that integrates with existing CI/CD pipelines. The best moment is when a visitor leaves the booth saying, ‘I had no idea what I just saw was possible until today’.”

Meet the team at Booth 10026.

openDAQ demo vehicle showcases interoperability between sensors from different vendors
openDAQ is displaying a vehicle equipped with sensors streaming measurements through DAQ devices from different manufacturers, highlighting the interoperability of the company’s systems. openDAQ enables seamless connectivity between measurement devices and software, reducing integration time and cost while giving users freedom to choose the most fitting products for their applications. The company says there is growing industry demand for openness, modularity and shared standards, with the shift away from closed ecosystems gaining momentum. “It’s great to be at ATE North America again, showing how openDAQ helps connect the test and measurement world,” enthused product manager Dušan Žibrat Kalanj, openDAQ. “We’re here to meet established companies and innovative startups wanting to make their products truly plug and play. The energy and curiosity at this event are what keep us moving forward.”

Experience the demo at Booth 10010.

Tactun’s AI-controller and no-code platform accelerates design and deployment of smart testing machines
Tactun is displaying its controller and no-code software builder that enable rapid design and deployment of smart testing machines. Tactun has integrated FPGA-based real-time control with a cloud-connected, no-code app builder. Manufacturers can configure I/O, define test logic and generate white-labeled Windows apps for their equipment, without writing code. This reduces R&D costs by up to 80% and cuts lead time from months to days, all while delivering ten times greater precision. CTO and co-founder Arev Hambardzumyan said, “Our goal is to help machine builders shorten development cycles and create smarter testing systems without software complexity. Automotive Testing Expo is a perfect place to meet equipment manufacturers and R&D leaders shaping the future of intelligent testing.”

See the AI controller and no-code platform at Booth 11042.

Huber demos latest eco-driven thermal systems for next-gen testing
In the spotlight on Huber’s booth is the company’s Unimotive 915W, capable of controlling temperature down to -90°C. Visitors can see two live application examples: a CC-902 freezing an engine block and a CC-K6 freezing the Huber logo, demonstrating the system’s power and control. Key advantages include fast response, wide temperature ranges, plug-and-play simplicity and natural refrigerants, including automotive-specific products that use CO₂ refrigerant technology, supporting high performance and environmental responsibility. With the North American test and validation shift toward electrification, tighter tolerances and sustainability, precise, eco-friendly thermal control is essential. “We’re so excited that we received our first Green Line Unimotives on US soil,” said Sam Hudson, Midwest/Southeast sales manager. “It’s proof that precision and sustainability can power the next generation of automotive innovation.”

Find out more at Booth 15004.

Innovation Showcase

The free-to-attend Innovation Showcase is taking place on the expo floor on October 21 and 23. Speakers are presenting innovative concepts, prototypes and future trends in automotive testing, and include representatives from dSPACE, Calspan, openDAQ, Vibration Research, NI and Emerson. Presentations will cover software-in-the-loop testing; virtual testing and AI; durability testing; and more.

Future of Automotive Testing Conference

The one-day Future of Automotive Testing Conference will take place tomorrow, October 22, offering strategic insights into the future of automotive testing, with perspectives from OEMs, suppliers, testing laboratories, research institutions and regulatory bodies. Companies presenting include Goodyear, Ford, Stellantis, Mahindra, Tata Technologies, ASAM, Bosch, AVL and FISITA.

Click here to book your free expo pass to Automotive Testing Expo North America 2025, which continues tomorrow and Thursday. Alternatively, passes can be acquired on-site. Please visit the registration desk or organizer’s office to find out more

Among the highlights this year are The Future of Automotive Testing Conference (October 22), where experts will discuss the latest strategies, tools and challenges in the evolving testing landscape, and the Innovation Showcase, spotlighting the most advanced solutions and technologies transforming the industry.

With years of experience covering the evolution of automotive testing, Automotive Testing Technology International editor Rachel Evans shares which sessions she’s most looking forward to at the conference, the technologies reshaping conventional testing and validation workflows, and what makes a successful test strategy.

What’s your role in this year’s conference?
My main involvement in the conference will be an onstage interview with ATTI‘s regular columnist, Jon M Quigley. Jon has a wealth of experience within vehicle testing and has worked with OEMs both in-house and as a consultant providing services through his business, Value Transformation. We will be discussing transparency in testing. Jon will share examples from his career when transparency was lacking and what the impact was, his thoughts on reporting structures, tools and processes that can be used to support better communication, and much more.

What challenges is the automotive test and development industry in North America currently facing?
Although they do not directly influence testing, the tariffs earlier this year threw a spanner in the works for everybody, causing a ripple down effect – and we recognize the additional pressure the tariffs have placed on the whole sector.

How has the landscape changed in the USA, or globally, while you’ve been ATTI editor?
One clear trend we’ve seen globally in the last 2-5 years is a sharp increase in the uptake of simulation, and the integration of virtual and physical testing when these two components used to be very separate. That said, within the simulation sphere, there is still fragmentation in processes, so that’s one area I’m keen to see evolve.

Automation and remote monitoring are being used more heavily in various areas, with new capabilities being introduced by suppliers – and it’ll be interesting to hear how developers are getting to grips with these new capabilities.

Another notable trend is the development of resources that bring evaluation traditionally done on roads into the lab. Primary examples are DNW’s Automotive Test Section, which enables WLTP coastdown testing for large vehicles in the wind tunnel; Arctic Falls’ Indoor 3 for automotive and tire analysis; and Mercedes-Benz’s new light testing tunnel. These facilities streamline testing by simulating hard-to-find geographical features and conditions in a controlled and flexible environment.

Which conference sessions are you particularly looking forward to?
The presentation from Stoyan Nikolov at Bosch – The future of automotive testing: integrated, predictive and scalable to millions of cases – has caught my eye. Stoyan will address the need for embedded testing throughout development, specifically how embedding scalable, intelligent, data-driven testing directly into the development lifecycle can be achieved. While developers are well aware that a move away from traditional downstream testing is necessary, making the transition is a tough, intricate task.

What trends and products should visitors look out for this year?
I think now more than ever, developers have an open mindset when it comes to testing processes and tools – they are willing and ready to try new things. For example, ZF Test Systems’ new Road Belt Tester force and moment rig is rewriting what’s possible in terms of vehicle performance simulation and has been extremely well received by companies across the world. The machine is also another example of how developers are increasing their use of simulation.

And WOM’s Wheel Orientation Measurement device that was built from scratch to capture tire data in real-world settings, and which overcomes common difficulties in on-vehicle tire characterization – this too takes an entirely fresh approach to a testing task that’s always been done a certain way.

What is your view on future testing best practices and the increasing pressures of decision-making in high-stakes environments?
Generally I’d say that in today’s data-driven environment, the most successful test strategies should integrate automation, digitalization and collaboration.

Hear from Rachel on October 22 at The Future of Automotive Testing Conference, where she will be joined by engineering experts and thought leaders from Ford, Stellantis, Bosch, Tata Technologies, and Goodyear, among others.

Automotive Testing Expo North America website will take place at the Suburban Collection Showplace in Novi, Michigan, on October 22-23. Visit the expo website to register for your free expo pass.

In this interview ahead of his presentation at The Future of Automotive Testing Conference in Novi, Michigan, on October 22, 2025, ASAM CEO Marius Dupuis shares how the organization is adapting its standards to new testing requirements and how its holistic view on test specification can enable the same language across all stages of testing.

How are SDVs, AVs and AI changing the requirements for testing the vehicle and its functions?

SDVs change the architecture, AVs the scope of operation and AI the entire safety argumentation.

AI is a great tool that achieves functionality faster, but unknowns in reasoning mean we must test AI-based systems extensively, yet reasonably, across the operational design domain (ODD). AI can create test cases and virtual environments at scale, lowering entry barriers for engineers by giving natural-language input means.

SDVs, with their new architecture and zoning of functionality, shift the testing task from dedicated, independent and moderately integrated components to centralized, highly integrated hardware. Discussions in our standardization projects will likely focus on streamlining access to parts of a central compute device, rather than individual devices. This requires clear APIs and access mechanisms based on, for example, credentials. It will be interesting to see how testing zoned architecture changes at component and system levels.

Finally, AVs are evolving along constraints of (cheaper) sensor technology and regulation. They must be tested on a massive scale to achieve sufficient ODD and scenario coverage. The only thing missing is a universal, clear definition of “sufficient testing”.

ASAM is looking from a use-case perspective. We initiated the ASAM TestSpecification project to match test methods with environments, and our standards to artifacts from test definition, execution and the collection and management of test data and results, for better harmonization.

Why is deployment becoming a continuous process?

No software is ever finished. Today’s vehicles are equipped with many sensors and hardware whose use may evolve, even without a setup change. New functions may be deployed and existing ones optimized. This requires updates beyond typical (bi-)annual technical inspections. As vehicles become ‘computers on wheels’ – connected to other devices – security patches, similar to smartphones, will be necessary. During a presentation at CES 2024, an OEM was asked when the functionality they were showcasing would be available. The answer was, “That will be OTA’d”.

How are existing methodologies evolving in response?

For vehicle diagnostics, testing methodologies are evolving from an on-premises activity to a remotely executed option. This affects calibration tasks – the values of parameters; and diagnostics tasks, such as reading parameters and variables.

With continuous deployment, interaction possibilities are almost unlimited, so we must depart from fixed-signal specifications and “ask” the vehicle for its capabilities and what it is “willing” to reveal. The decision about what is available lies with the stakeholder that implemented the software or functionality, typically the OEM.

These principles and capabilities are included in ASAM SOVD (service-oriented vehicle diagnostics), soon to be published by ISO.

Why is it important to speak the same language across all stages of testing?

The entire functionality of a system is tested in different stages, environments and methods. Early testing will be mostly software-based, and then later hardware. If test artifacts cannot be reused, time is wasted and identical test content not guaranteed. In test scenarios, a cut-in maneuver remains whether in simulation, proving ground or on a real road. The execution is not necessarily identical, but the description must be. Without standards, there is no single language to describe tests identically across environments, risking error.

What test methods and environments will you speak about at the conference?

My background is simulation. I’ve been involved in massive parallel software-in-the-loop testing, vehicle-in-the-loop testing on proving grounds, in driver-in-the-loop and hardware-in-the-loop testing. As such, I will present the “SiL to HiL” chain as well as implications for cyber-physical testing to ensure testing the right things in the right environments, and the artifacts evolving within and across respective environments.

How do test data, test specification and test execution interact?

The specification influences the execution, which affects ingoing and outgoing data. It’s data – how you generate it, what you inject, and what you make from the results. The test specification consists of data: instructions to specify and send to a test instance in the right sequence; the data from the test automation software to the test bench. It’s also protocols and APIs – a single language everyone needs to speak. Standards are mandatory for a seamless transition between test instances and test tools.

What is ASAM’s standardization landscape for testing?

We do not have one single standard or domain, but a variety of standards within different domains. All standards fulfil different testing roles. I will focus on ASAM OTX Extensions (OTX = Open Test Sequence Exchange Format), for the definition, documentation and exchange of test sequences. They are based on ISO 13209 (OTX) and extends it for 25 technologies, including the standard ASAM SOVD, and scenario descriptions in ASAM OpenScenario XML/DSL. They define concrete, logical and abstract scenarios – influenced by a systems ODD, defined in ASAM OpenODD.

The test automation front-end talks to the backend using the ASAM XIL protocol. Data is recorded in ASAM MDF (measurement data format), made available in a structured way on servers using ASAM ODS (Open Data Services).

These standards are addressed in our holistic TestSpecification project.

How is ASAM adapting its standards to new testing requirements?

We start with use cases, then review existing and emerging technologies, testing philosophies, methods and environments. Most importantly, we listen to experts who test all variants. The engineers know what works, what doesn’t and what needs to be changed; our TestSpecification project includes those who will implement and conduct the tests. Adapting standards requires a mix of experts who know our standards and have new ideas and technologies. Consistent member engagement makes ASAM strong.

How did ASAM choose the topic it will speak on at The Future of Automotive Testing Conference, and who are you hoping to meet at the event?

It is coincidence and intention: our Regional Meeting North America on October 23 is co-located with the Testing Expo. In our meeting, we will speak broadly about our portfolio and members will present their solutions, complemented by trainings on ASAM OpenX standards and ASAM SOVD.

The Future of Automotive Testing Conference is very attractive due to its focus on a single aspect. Testing is ever-evolving, so ASAM is adapting to new requirements while involving stakeholders.

Aligning our portfolio is a challenge and necessity. Our ASAM TestSpecification project enables test engineers and product managers to see our systematic approach, the strength of our portfolio and the benefits of being part of our association.

See the The Future of Automotive Testing Conference program online.

Visit ASAM’s website for more information on its Regional Meeting North America

FISITA’s World Mobility Conference (WMC) 2025 was held at the Palau de Congressos de Catalunya on June 3-5, delivering insight, strategy and technical discussions. Co-located with EuroBrake, it covered the future of technology in mobility, industry disruption, sustainability, regulations, trust, public acceptance and human factors. CEOs from Hyundai Motor Company, VinFast and Chery contributed keynote addresses, while technical sessions focused on model-based system engineering; AI and automation in product development; innovations in vehicle simulation and durability testing, and more.

During The Future of Automotive Testing Conference on October 22 at this year’s Automotive Testing Expo North America (October 21-23), FISITA’s North America ambassador, Scott Craig, will lead a panel discussion titled, Driving validation: The nexus of physical testing, digital twins and global data in the age of SDVs and electrification.

Conference highlights

Jose Manuel Barrios, FISITA executive board member, STA president and head of innovation at Applus Idiada, gave the opening address on a new mobility era marked by electrification, digitalization and automated driving capabilities through connected solutions: “We must balance tradition with innovation, developing holistic intelligence, digital and sustainable solutions, prioritizing user experience and data driven services.”

He emphasized cross-border collaboration to address shared environmental challenges and broader access to technologically advanced products in short vehicle development timelines. He was joined by Xavier Roca Ramon, general director for industry at the government of Catalonia, who said, “The next few years will be decisive for the future of Europe’s industry. Sustainability challenges are an opportunity for energy and electronics manufacturers to enter the automotive sector, and for local companies to supply this new value chain. We should engage with Chinese and Korean companies as we have with American and Japanese. In an unpredictable economic climate, Catalonia offers stability by hosting key players in development, validation and integration of EV components and battery production.”

The plenary session featured Hyundai Motor Company’s president and CEO, José Munoz, who gave the principal speaker presentation on the future of mobility. Like other OEMs, Hyundai is aiming to be carbon neutral by 2045.

Mehdi Ferhan, Volvo Group’s senior vice president – powertrain engineering, participated in a panel discussion titled Managing change: OEMs and the evolution of mobility. In an on-site interview, Ferhan said that a change of mindset is needed within the company when it comes to simulation: “We are working on improving simulation confidence levels in our engineering population, taking advantage of data acquisition and knowledge. Data is the new oil. Thanks to connectivity solutions, we have the capacity with compute power and AI to better perform validation on long test profiles.”

He wouldn’t comment on the swift development cycles from Chinese OEMs, but said, “It’s great to see similarities and differences in product life cycle approaches at WMC. The commitment to sustainability and electrification are very similar.”

And when asked about the area of development and testing he feels most pressure, he said, “In my core powertrain expertise, there is pressure on pollutants and CO₂. Most tests we perform are to be compliant and ensure the organization lowers carbon emissions.”

Jin Shang, assistant president of Chery Auto and CEO and CTO of Kaiyang Laboratory, also presented a keynote on the safety and security of artificial intelligence in AI+ vehicles, including AI safety in models, training, data privacy, regulations and ethics. He encouraged building an in-depth defense system and enhancing quantum-resistant capabilities in cybersecurity, but said the big challenge is cost.

Read ATTI‘s interview with Ferhan at Volvo Group. 

Technical sessions

Within the Digitalisation and AI – model-based system engineering session, Steve Miller, a consultant who has worked for Amazon and GM, presented large language solutions for automotive SW quality improvements. He demonstrated that a two-stage prompt engineering approach can deliver high-quality code refactoring results that speed up workflows by many hours, and discussed how this could advance the field with improvements in CLI-based agentic coding.

There was also a presentation from Jose-Manuel Rodriguez-Fortun, R&D engineer at the Aragon Institute of Technology, on the XILforEV project for distributed co-simulation for designing electric vehicles and its future use for software-defined vehicles in the framework of the Code4EV project. Results were evaluated on three use cases: data-driven EV optimization, EV health monitoring and predictive maintenance, and smart motion control. Rodriguez-Fortun said the project seeks to define a toolchain for complete development and operation process and that a DevOps approach enables continuous functionality improvement (software) and deployment.

In the Artificial intelligence and automation in product development session, Dr Núria Mata, head of department at Fraunhofer IKS, presented APIKS – a modular framework for rapid prototyping and validation of automated driving systems. Integrated with the CARLA (Car Learning to Act) simulator, APIKS offers a simplified framework for small-scale vehicle integration of AD functions. Bridging academia and industry and focusing on pre-development, Fraunhofer can create corner cases and provide proof-of-concept results using heuristics and machine learning.

On automated driving development challenges, Dr Mata said ML relies on data and is often unpredictable: “Algorithms and systems need to be developed to predict real-world conditions, interpret vast amounts of data and ensure simulation covers diverse environmental conditions.”

A keynote session on the role of AI in CAE featured a panel discussion in which moderator Dr Jose Serras-Pereira, mobility advisory director at Frost & Sullivan, emphasized the need to demystify AI for engineers. Morgan Jenkins, chief product officer at Secondmind.ai, echoed this, stating, “It’s just another software tool – in CAE, AI can be ML and optimization. Engineers are inquisitive but held to account, so they need to trust the tools. Proof of concepts are great, but the real test comes in deployment. It’s about repeatability and trust.”

Exhibition highlights

The V4Safety project presented demonstrations on the effective use of simulation. Sytze Kalisvaart, StreetWise project manager at TNO, said, “Many simulation claims focus selectively on positive outcomes, but things can still go wrong. The main challenge for the industry is that regulatory bodies often don’t know how to critically assess simulation results. OEMs address these limitations through extensive real-world testing, yet they remain eager to accelerate their development cycles by improving virtual testing. It’s about more than marketing how realistic a simulation looks – high-quality rendering is most valuable, for example, when assessing safety and camera perception. You can’t compare data you don’t understand, so we help organizations choose the right simulation provider for their specific needs.”

Applus Idiada also presented its new Iris system, an AI-based automotive regulatory knowledge database for certifying products for different markets. Monthly regulatory monitoring reports give companies more time to update a product to fulfil new requirements. By receiving these updates before new regulations take effect, companies gain extra lead time to make necessary changes or improvements to their products.

Hear from FISITA’s Craig at 2:45pm at The Future of Automotive Testing Conference in Novi, Michigan, on October 22. 

Visit the Automotive Testing Expo North America website to find out more about this year’s event and to secure your attendance.

Visit the FISITA website to learn more about its work and upcoming events. 

During the Future of Automotive Testing Conference on October 22, Adusumalli will reveal how Stellantis is using AI to accelerate E/E system testing and validation workflows. ATTI speaks with him to find out more.

Why are legacy standards like Autosar struggling to keep pace with the complexity of software-defined vehicles?
Autosar has been instrumental in standardizing development across diverse teams and suppliers, but its methodology produces a large volume of configuration artifacts. This creates dependencies on multiple toolchains and environments, and the handoffs between teams often lead to rework and delays. In practice, much engineering effort is consumed in producing compliance evidence rather than in finding and fixing defects early. As SDV complexity grows, these inefficiencies become more pronounced, turning testing into a major bottleneck.

How is AI accelerating E/E system testing and validation workflows?
Large language models (LLMs) and AI-assisted tools can transform structured requirements, Autosar XML files (ARXMLs) and even code stubs directly into executable test cases. AI also enables prioritization of high-impact scenarios: the recurring problem areas that consume significant validation effort. By automatically generating tests that maximize coverage in these scenarios, AI accelerates validation cycles and allows engineering teams to focus on analyzing results rather than writing scripts.

What are some of the ways to automate test-case generation and regression testing?
Automation can be applied at several layers of the testing stack. In ARXML validation, generated Autosar XML configurations can be testing automatically to ensure correctness. In unit and interface testing, tests can be automated at the ECU level, including communication and interface validation. In coverage testing, there can be automation of safety-critical metrics such as modified condition/decision coverage (MC/DC), which is required under ISO 26262. And in requirements-based testing, structured requirements can be mapped directly into executable tests for HIL or SIL environments.

What practical steps can companies take to adopt AI-powered testing in automotive projects?
Identify pain points such as repetitive failures or time-consuming test design activities. Pilot AI on use cases, such as ARXML validation or regression subset selection. Integrate with existing frameworks so teams don’t have to abandon established toolchains. Ensure compliance and traceability to meet standards like ISO 26262, ASPICE and tool qualification requirements. Iterate and refine – the quality of generated code, ARXMLs and test scripts improves as feedback loops mature.

Are there any real-world examples of improved testing speed and coverage that you can share?
In our pilot work with ARXML generation and testing, we saw test cycle times drop from weeks to just a few hours. Perhaps even more impactful, the OEM-supplier rework loops in ARXML handovers were reduced from roughly seven cycles down to two in some cases, simply by regenerating correct ARXML configurations from structured requirements and a meta-model. This not only improved speed but also reduced friction across the supply chain.

What are some of the challenges that SDVs pose for conventional testing and validation, and how can they be solved?
The key challenge we face is integration. Testing must ensure seamless interaction of various software systems running in different environments. Another challenge is scale, where validating distributed architectures makes full coverage extremely difficult. Complying with standards like functional safety and ASPICE in every iteration of software release is also a challenge. Some proposed solutions are to use virtual environments for validation that can provide high test coverage, and the use of AI/ML for test generation to speed up testing. Another option is having continuous validation pipelines to ensure regression testing on every iteration of software release.

Why did Stellantis choose to speak on this topic at The Future of Automotive Testing Conference?

It addresses a top pain point for OEM/Tier 1s. We have measured wins on piloted use cases. We want to catalyze an industry move toward AI-accelerated validation, and hope to meet Tier 1s or startups working in AI-accelerated testing, test analytics and traceability.

Hear from Adusumalli at 11:30am during the Future of Automotive Testing Conference on October 22. Visit the Automotive Testing Expo North America website to find out more about this year’s event and to secure your attendance.

During The Future of Automotive Testing Conference on October 22, Prasad Kulkarni, manager of body structures engineering at Mahindra North America, will contribute to the critical dialogue on EV safety and its evolving testing landscape through his presentation, ‘Engineering and testing safer EV structures: the next frontier in body-in-white design’.

ATTI spoke with Kulkarni to find out how Mahindra approaches engineering safety through advanced testing methodologies – from high-fidelity CAE simulations to rigorous physical validation.

How does body-in-white (BIW) design underpin crash energy management, stiffness, weight efficiency and compliance with evolving global safety standards?

As an experienced automotive structural engineer, I see the BIW as the foundation of a vehicle’s performance. It’s the primary load-bearing structure that enables all core functions.

BIW design is the cornerstone of crash energy management. Through meticulous CAE, we strategically design load paths and crumple zones (typically in the front and rear) to deform in a predictable, controlled manner, absorbing kinetic energy before it reaches the occupant cell. Conversely, the passenger safety cage is engineered for maximum rigidity, utilizing high-strength steel (HSS), press-hardened steel (PHS) and, increasingly, aluminum and carbon-fiber composites to preserve survival space. This same structural integrity directly translates to global stiffness (torsional and bending), which is critical for vehicle dynamics, handling precision, refinement (NVH) and the effective deployment of ADAS that rely on precise sensor alignment.

We achieve weight efficiency using a systems engineering approach. This involves optimizing geometries, using multimaterial strategies and employing advanced joining techniques like flow-drill screws and structural adhesives.

Finally, compliance with global safety standards – from Euro NCAP and China’s C-NCAP to the US IIHS small overlap protocol – is integrated into the BIW’s architecture from the start. We are now designing BIW structures that are safe for occupants and pedestrians, including features like active hoods, while also addressing the unique safety requirements of electric vehicle battery packs.

Why does BIW matter in EVs?

The BIW is the single most critical system for holistic crash safety, as its purpose expands beyond protecting occupants to also safeguarding the high-voltage battery system, which can fail in unique and severe ways.

The BIW forms an essential protective fortress around the battery pack. In a side collision, for example, the BIW’s rocker sections and crossmembers must be engineered to prevent intrusion far more aggressively than in an ICE vehicle. A breach could lead to a catastrophic short-circuit, thermal runaway and fire.

The immense weight of the battery pack also drastically changes crash dynamics. The BIW must manage this added mass and prevent excessive deceleration from reaching the occupants. The structure itself is different; the rigid battery pack is often integrated as a stressed member, which significantly boosts overall torsional stiffness. This requires new design approaches, such as aluminum casting nodes, which reduce part count and create more predictable load paths.

The BIW must manage crash energy without compromising the battery’s integrity. This often means creating strengthened load paths around the pack using ultra-high-strength steel crossmembers to absorb impact. The structure must also provide secure, protected mounting for all other high-voltage components, preventing post-crash electrical hazards, coolant leaks or fires. In short, the EV BIW is a holistic safety system whose design dictates the vehicle’s performance and its ability to meet the most stringent safety protocols.

How do you prevent battery intrusion?

Preventing battery pack intrusion is the top priority for an EV’s BIW in a crash. We achieve this with a multilayered defense strategy.

Reinforced side sills are the first line of defense in a side impact. They are now a combination of ultra-high-strength steel and aluminum extrusions, sometimes filled with structural foam. This creates a massive, strong barrier against pole or barrier impacts.

Staged crush zones in the front and rear are calibrated through CAE to collapse in a specific sequence. This managed deformation absorbs the majority of the crash energy before forces can propagate inward toward the rigid safety cell and the battery.

Finally, seamless load paths are continuous networks of high-strength materials that channel these immense forces around the battery compartment, diverting them into the rockers, A-pillars and floor crossmembers. The synergy of these three elements ensures that crash loads are managed and dissipated by the BIW structure itself, leaving the battery pack isolated and intact.

How do crash regulations across the US, Europe and Asia drive BIW design choices and compliance challenges?

Navigating the global regulatory landscape is one of the most complex aspects of BIW design. It often requires a ‘design-for-all’ approach that incorporates the strictest requirements from each region.

The US (IIHS and NHTSA) drives innovation with extreme test protocols like the small overlap frontal test. These tests require robust lateral load paths at the outermost edges of the vehicle’s front end, which directly influences the design of the front rails and A-pillars. FMVSS 305 also specifically mandates electrical system integrity after an EV crash.

Europe (Euro NCAP) focuses on occupant and pedestrian safety. Its emphasis on side-impact protection, including far-side impact, drives the reinforcement of B-pillars, door structures and center consoles. Its strict pedestrian protection protocols also influence the design of the front end and the integration of active hood systems.

Asia, including India’s Bharat-NCAP and China’s C-NCAP, often adopts and sometimes anticipates European protocols. It also adds unique elements like whiplash testing and rigorous EV-specific safety checks. The challenge is that a BIW designed for one region may not perform well in another. Therefore, the industry trend is to design a global BIW platform that is over-engineered to meet the highest standards of all these regions. This adds complexity and mass, making weight efficiency even more critical to achieve.

How do you balance strength and weight?

The modern EV BIW is a masterclass in multimaterial design, where we use the right material in the right place with the right joining technology to optimize strength, weight and safety.

Advanced high-strength steel (AHSS/UHSS/PHS) remains the workhorse for the passenger safety cage and critical impact zones. The latest generations, such as press-hardened steel (PHS) with strengths up to 2,000MPa, are essential for A- and B-pillars and roof rails – areas where maximum strength and minimal deformation are required. Their high strength-to-weight ratio and low cost make them ideal for protecting occupants and the battery in a side intrusion.

Aluminum alloys are favored for their excellent strength-to-weight ratio and are used in large, energy-absorbing components. High-pressure die-castings, like Tesla’s giga-castings, reduce the number of parts and create incredibly rigid nodes. Aluminum extrusions are perfect for crash management systems and battery enclosure sides, as their complex cross-sections can be designed for optimal energy absorption.

The hybrid structure is where the real engineering happens. We join these dissimilar materials using self-piercing rivets, flow drill screws and structural adhesives. This balance is achieved by using steel for the highest-strength components and aluminum for larger, stiffness-critical or crushable zones. This approach lowers the vehicle’s center of gravity and achieves the required stiffness and safety performance, ultimately extending range without sacrificing occupant protection.

Which BIW design trends are shaping the future of EV safety?

We are entering a new era of BIW design, driven by manufacturing and a proactive approach to safety.

Functional integration and giga-casting: The trend toward massive, single-piece castings for the front and rear is revolutionary. By reducing the number of components and joints, we create more predictable and robust load paths. This enhances torsional stiffness and improves crashworthiness by eliminating potential failure points.

The battery as a stressed member: We are moving beyond simply protecting the battery to fully integrating it into the vehicle’s structure. Technologies like cell-to-chassis (CTC) embed battery cells directly into a platform that becomes a fundamental stress-bearing element of the BIW. This eliminates redundant mass and significantly boosts overall rigidity.

AI-driven topology optimization: The design process itself is evolving. We now use AI and machine learning to run millions of simulations, creating organic, lightweight structures that meet all stiffness and safety targets with minimal material. This allows us to design structures that were previously impossible to conceive or manufacture.

Proactive safety integration: The future BIW will be a ‘smart structure.’ This involves designing mounting points for sensors that can detect an imminent crash (e.g. radar/lidar) and prepare the structure accordingly. Imagine a BIW that can tension seatbelts and adjust airbag deployment parameters milliseconds before impact, moving us from passive to predictive safety. This deep integration of active and passive safety systems is the ultimate frontier for vehicle safety.

Why did Mahindra Automotive North America choose to speak on this topic at The Future of Automotive Testing Conference?

We want to contribute to the critical dialogue on EV safety and its evolving testing landscape. By presenting our advanced testing methodologies – from high-fidelity CAE simulations to rigorous physical validation – we aim to showcase how a global OEM engineers safety from the ground up.

Ultimately, our presence here is a statement of intent. It signals that Mahindra is not just observing the global EV transition; we are actively shaping it with world-class engineered products. By sharing our insights, we aim to forge the partnerships necessary to successfully launch our next generation of global EVs.

Prasad Kulkarni is the manager of body structures at Mahindra Automotive North America, with over 25 years of experience in body-in-white (BIW) structural design. His expertise includes crashworthiness, lightweighting and advanced manufacturing for passenger and electric vehicles. He has led programs across the vehicle development cycle, supporting platforms aligned with Bharat NCAP, Euro NCAP and FMVSS standards, and has pioneered the use of hot-stamped steels, aluminum and AI-driven optimization in structural topology.

Hear from Kulkarni at 1:55pm during The Future of Automotive Testing Conference on October 22. Visit the Automotive Testing Expo North America website to find out more about this year’s event and to secure your attendance.

How are you prioritizing testing resources within the current regulatory and cost landscape? 

Testing is a very important and strategic resource in our organization, especially when talking to engineers and engineering groups. It is one of the specificities of the commercial vehicle industry, where the trucks are used by a lot of customers. Maybe one of the main differences with the passenger car industry, where you have 5-10% utilization, is in the truck industry you have 80-85%, so the reliability of the truck is very important.

In that regard, we have full-blown test campaigns, including seasonal expeditions. We do summer expeditions in the south of Spain where we get very hot conditions. The best camps for winter expeditions are in the north of Sweden, where we test in harsh winter conditions such as -20°C or -25°C. This is a very extreme testing condition.

But we also have a lot of test beds and different laboratories where we test and develop all the components before they are introduced industrially. We start with single components, which can be electronics modules, engines, e-axles, that are tested in our different facilities. Full trucks are tested on rolling benches.

Which of these are better performed as real-world tests rather than in simulation? 

The end-user features are very difficult to get to through the digital world – so this is where we put ourselves in the shoes of real customers by driving the trucks.

In the session (‘Managing change: OEMs and the evolution of mobility’) we discussed driving several thousand kilometers in Europe as a truck driver to test the full product and see the features, performance, noise and the feeling that you are going to find in the cabin or behind the steering wheel. This is the perception that the market would get of our product, so we are paying a lot of attention to those very tiny details that are most of the time unnoticeable by real drivers. Our experts really put themselves in the shoes of real truck drivers.

Regarding digitization and simulation, it’s a hot topic. Right now, we are putting a lot of effort on improving the simulation confidence levels in our organization across the entire engineering division, taking advantage of the data, data acquisition and data knowledge which are more and more available. Thanks to connectivity solutions, for instance, and we also now have the capacity with compute power and artificial intelligence to manage development; create connections and new functions and services; and perform validation on long test profiles with other software user types of components where the physical part is left to the latter stage in the development cycle.

I like how you keep the human-in-the-loop element with the drivers. What are your thoughts on autonomous vehicle technology without a driver? 

Having a real driver involved during the entire development process is key to ensuring the customer chooses us instead of our competitors. However, we have partners in the autonomous value chain. We see that autonomous transport will be needed in the long run given the increased demand for transport and we are already delivering in this direction.

When you are driving a long-haul truck, particularly in harsh conditions with traffic, there are a lot of issues with visibility, weather and climate. On highways we are using a virtual driver together with a safety driver until we feel it is safe and reliable enough to remove the safety driver. We are partnering with Aurora, which recently began driverless trucking in Texas without a safety operator.

The technology is progressing fast, but it’s not just about the technology, it’s also about the ecosystem and regulation and what to do with this tool that cannot be used for all use cases. The existing technology is valuable for extreme operating fields, and one of the very intensive use cases we have today is our closed operation mining in Norway, where we handle the full technology in a controlled environment. Those trucks are operating 24/7 – we are generating a lot of data and learning about it [the technology].

Interest will take time. The need for commercial vehicles in logistics is forecast to increase greatly and there won’t be enough human drivers to perform the extra miles.

In which areas of development and testing do you feel most pressure?

In my core experience, which is with powertrains, there is definitely pressure on pollutants and CO2. Most of the tests we perform are to ensure we are fully compliant and to anticipate the future, reducing carbon and pollutant emissions by adhering to Euro 7 regulation.

If you look at the past few years, Volvo Group has been very committed to sustainability and becoming carbon neutral by 2040. A few months ago, we passed a very important milestone of 5,000 battery electric trucks delivered to customers in 50 countries, which puts us in a leadership position, and so we continue to invest in R&D to develop the technology further. We are one of the most advanced companies in the world at generating real-data mileage accumulation to prepare for the next generation of electric vehicles. Next year, we will offer a unique chassis architecture that enables us to reach 600km of range, which combats range anxiety.

Our strategy now is to focus on three main technology areas for sustainable mobility, and to reach customer satisfaction we have very specific activities that address customer demands. This is why we believe in a three-path approach, where we develop battery electric trucks, hydrogen combustion trucks and fuel cell electric trucks for certain markets, as well as conventional commercial trucks with low-carbon fuel, which will be fit for certain areas of operation.

Hydrogen is still at the very beginning of its engineering journey, whereas diesel has more than a century of good engine development, so we are learning a lot from internal combustion engines. It’s about using the existing and digital technology, developing the technology for energy production and then for hydrogen progression.

For electric trucks in very demanding conditions, as well as e-axle technology we are also developing battery solutions – calibrating and using the truck’s mileage accumulation as a knowledge source to improve the next generation. By enhancing the next generation of products, we ensure our competitive advantage.

If we step back and look at the entire commercial vehicle industry, safety is more and more important, especially so in the truck business. For example, last year Euro NCAP launched its truck safety ratings, and Volvo Group took all three podium places. It was a huge recognition for our engineering efforts over the past few years in active and passive safety.

What are the key benefits for auto makers of FISITA WMC? 

Being at FISITA WMC is a great opportunity to take the pulse of the industry and look at the similarities and areas where companies diverge, particularly on our approaches to the product lifecycle.

However, the commitment to sustainability and electrification, for instance, is very similar, so it’s good here to see not only the OEMs but also the suppliers from different markets, including from Southeast Asia, China, Japan and Korea, and many other regions of the world. We see that it’s a global industry in transformation.

FURTHER READING: Volvo Cars is using AI-generated virtual environments to improve the development of its safety software, including advanced driver assistance systems (ADAS)