When Hyundai Mobis required a reliable test solution to verify its Hybrid eCall system, the company selected Anritsu for its proven expertise in automotive communication testing.

As the automotive industry transitions from the conventional eCall emergency call system operating on 2G and 3G networks, where vehicles automatically contact emergency services in the event of an accident, to the next-generation (NG) eCall system using 4G networks, Hybrid eCall is crucial in bridging the gap.

Hyundai Mobis has adopted Hybrid eCall and overcome significant challenges, including acquiring test equipment, mastering the advanced 4G and 5G mobile protocols required for call initiation, and addressing the limitations of network simulation environments in the early stages of development.

Anritsu’s eCall Tester MX703330E and Signalling Tester MD8475B provided an effective solution to these challenges. By establishing a comprehensive test environment and using automated conformance testing and log analysis functions, Hyundai Mobis promptly identified the root causes of operational issues. Furthermore, sharing the test environment between the development and verification teams improved consistency, reliability and operational efficiency.

Hyundai Mobis integrates Hybrid eCall functionality into its data connectivity unit (DCU). Conformance testing is conducted to EU regulations and ETSI (European Telecommunications Standards Institute) standards to verify the system’s functionality across various network conditions as well as ensuring interoperability with public safety answering points (PSAPs).

In addition, Hyundai Mobis was required to design test scenarios, perform error analysis, prepare detailed test reports and develop technical verification documents necessary for certification. These processes were supported by Anritsu’s simulation and functional testing capabilities.

There were two primary reasons why the company selected Anritsu’s test solution.

First, it enables comprehensive Hybrid eCall testing with an all-in-one tester. Previously, separate testers were required to verify Hybrid eCall, NG eCall and eCall. By integrating Anritsu’s MX703330E software-based tester with the MD8475B hardware tester, all three types of eCall functionality can be tested using a single solution. This integration reduced initial investment requirements and operational workload, improving overall verification efficiency.

The second reason was enhanced collaboration and efficiency using the same test environment as the development team. This alignment facilitated accurate issue reproduction and streamlined root cause analysis. Additionally, Anritsu’s clear setup documentation contributed to more efficient software updates and debugging activities.

With Anritsu’s technical support, Hyundai Mobis teams gained early access to the MX703330E, MD8475B and beta firmware versions. This enabled them to verify Hybrid eCall‑related software updates prior to official release, and perform conformance testing during the development stage.

Anritsu’s test solution also helped Hyundai Mobis build expertise in 4G and 5G mobile communications and Session Initiation Protocol (SIP) signaling. Analyzing the operation of the SIP using the sequence log feature provided a practical understanding. Furthermore, the setup procedures were based on the provided manuals, and network simulations were repeatedly conducted with on-site support and phone consultations with Anritsu’s staff. With this support, the teams steadily acquired the knowledge of mobile communications required for eCall verification.

The teams also needed to simulate various network conditions. Using the handover and cell configuration features of the MX703330E and MD8475B, including signal strength control, ECL settings and service controls, they were able to effectively reproduce real-world network conditions. This enabled prompt and effective software verification.

Since implementing Anritsu’s test solution, compatibility between the DCU and the test environment has remained consistently high. The teams experienced no notable issues when integrating the product with existing hardware. The test environment was configured efficiently, and stable operation was achieved from the initial stage of deployment.

Hyundai Mobis has been able to conduct reliable, repeated testing in the laboratory, building a normal testing environment. It has also automated conformance testing and network simulations. Test scenarios were created using Anritsu’s SmartStudio Manager (SSM) MX847503A, which supports the generation of rapid and reliable test results, thereby contributing to improved development efficiency and product quality.

When issues arise, reviewing the sequence and message logs of the tester allows immediate determination of whether the problem is due to device settings or the hardware itself. This enables the verification team to provide accurate and timely feedback to the development team, reducing the time required for root cause analysis and problem resolution.

During the implementation process, Anritsu supported the teams from the program installation stage, which allowed them to establish the test environment smoothly. One unexpected issue was that the USIM card initially provided for the device was not compatible with performing the test eCalls required for functionality verification. Anritsu promptly provided a compatible USIM card, allowing the verification activities to continue without interruption. No additional compatibility issues were observed with the existing DCU verification setup.

Another challenge was the provision of a reporting tool, including testers’ logs. The initial conformance test reports could not be presented as objective evidence to certification bodies and relevant departments, necessitating further improvements. In response, Anritsu updated the reporting tool to create highly reliable reports that included logs from the MX703330E. As a result, verification results could be presented more clearly and convincingly.

Anritsu’s tester is stable and reliable, enabling the Hyundai Mobis teams to focus on analyzing hardware issues during the verification processes. On-site support and telephone and email communication from Anritsu – along with the manuals provided by Anritsu’s representatives – enabled the Hyundai Mobis teams to acquire the skills to operate the tester.

With Anritsu’s technical support, Hyundai Mobis plans to expand automation within its verification processes.

Beyond the eCall functions, the Anritsu test solution supports verification capabilities, including SMS transmission and throughput measurement. Although the details of these functions are still being finalized, Hyundai Mobis hopes to use them to increase the value of the equipment by broadening the scope of verification, enabling a more multifaceted analysis of product performance and, ultimately, contributing to the development of even higher-quality products.

Need to know

• Anritsu’s test solution enables comprehensive Hybrid eCall testing with an all-in-one tester
• Real-world network conditions can be reproduced, enabling effective software verification
• Hyundai Mobis recently sought a reliable partner to test its Hybrid eCall technology
• It chose Anritsu for the supplier’s expertise in automotive communications testing

Following a three- to four-year development project, the company created a completely redesigned tread compound and structure, producing a tire that delivers reliable performance and safety across dry, wet and winter conditions.

TTI was invited to test Apollo Tyres’ latest UHP all-season Quatrac Pro 2, and spoke with Daniele Lorenzetti, chief technology officer at Apollo Vredestein.

The Quatrac Pro 2 was developed from the ground up. Were any previous tires, models, or compounds used as inspiration during its development?

When we talk about tires, especially winter tires and all-season tires, the rubber compound plays a crucial role. In general, we don’t design a completely new compound from scratch for each individual tire. Instead, we follow a broader technology roadmap where we continuously develop and refine different compound concepts and technologies. Then, when a specific new product is being developed, we tune and adapt these existing technologies to achieve the desired performance characteristics for that tire.

The development of the Quatrac Pro 2  has been a long-term journey based on experience from previous products – what worked well in the beginning, and what may no longer be at the top level today. In a more competitive market, especially where everyone is trying to deliver strong products every season, innovation is constantly being introduced by all players.

What were the main challenges in developing the all-season compound?

Another key aspect is the use of a blend of resins, which is extremely important, especially for an all-season tire. An all-season compound must be able to perform both in cold conditions and in warm conditions. The main challenge is how to tune these resins so that the compound becomes softer at low temperatures while still maintaining sufficient stiffness at higher temperatures. Achieving this balance is always a complex task.

In this compound, we are leveraging what we call a multifiller technology. This means we also use a carefully designed blend of fillers, which works together with the resin system. This combination allows the tire to perform well both in colder conditions and in warmer summer conditions.

We decided to tune this compound toward wet performance in cold conditions. As winters are changing, there is less snow, and conditions are increasingly cold and wet rather than snowy. Therefore, our goal was to develop an all-season tire with a clear focus on wet performance in cold conditions.

To what extent do sustainability targets and regulatory requirements guide material development and selection?

When we develop a new compound for tires, we now have to take into account the content of recycled and renewable materials much more explicitly than before. For example, we have a target for 2030 to reach a total of 40% recycled and renewable materials in our products.

As a result, every time we develop a new tire, we increasingly work on integrating materials that help us achieve this target, while ensuring they do not create any performance drawbacks.

This is a key challenge: the materials must support sustainability goals, but at the same time maintain the same level of safety, grip, durability and overall tire performance. The tires should be sustainable, without compromise on performance.

What role do simulation and real-world testing play in the development and validation of the tire?

It’s a combination of both simulation and physical testing. Over the years, we have developed very advanced simulation tools that help us better understand tire mechanics and dynamics. These tools allow us to simulate performance more accurately, and we use them more and more in every new development.

Each time we develop a new tire, we can rely on tools and applications that are continuously evolving. With every project, we learn something new, which allows us to refine the models, add new features and improve the reliability of our predictions. However, physical testing is still essential. For example, when it comes to snow testing or other critical conditions, it is extremely important to validate the tire performance in real-world environments.

Typically, simulation is used first to define the development direction. Then we go through iterative loops between virtual simulations and physical testing. We learn from each step, and depending on the specific areas we want to improve, we rely more on either simulation or testing.

From a strategic point of view, it is essential to have strong tools and to continuously improve them. How we use these tools in each case is more tactical. The more we use simulation effectively, the faster we become, the more data we generate and the more we can reduce costs. That is why we strongly push the development and use of these tools.

What role has AI played in the development of simulation testing?

We are now introducing AI-based tools, and we already have some in use, while also developing additional ones. For example, one of the tools we use to help design compounds is already based on artificial intelligence. However, AI is continuously evolving, so we are constantly looking for solutions that are easier to use, more intelligent, and more reliable in terms of their outputs.

What role did AI play in assisting the development of the Appolo Tyres’ new compound?

We are currently in a hybrid situation, where part of the process is supported by AI, while other parts still rely on traditional testing and validation methods. The AI applications we are using are already helping significantly. They allow us to speed up the development process and make it more efficient and effective. Overall, they help us work faster, reduce iteration time and improve the quality of decision-making during development.

How was the tread pattern chosen to complement the compound?  

The tread pattern moves away from the traditional directional design typically used for winter and all-season tires, which are usually more purely directional in their layout.

In this case, you can see the presence of longitudinal grooves. These longitudinal grooves introduce a more hybrid concept, bringing certain characteristics that are closer to a summer tire. In particular, the combination of longitudinal grooves and a strong central rib is more typical of summer-oriented performance, as it enhances stability and high-speed behavior.

At the same time, the rest of the tread is designed with a high number of sipes and winter-oriented features to ensure grip in cold and low-traction conditions. This is our way of interpreting all-season performance: combining elements from both summer and winter philosophies.

This approach is not always present in tires tuned primarily for winter or all-season use, and it reflects a specific design direction we wanted to achieve. It also connects with the compound strategy, which is designed to remain sufficiently stiff in normal, non-cold conditions, while still performing well at lower temperatures. This helps maintain stability and responsiveness.

In addition, the central rib in the tread pattern contributes to sharper steering response and more immediate reaction to driver inputs, improving overall handling precision.

Were there any common industry challenges that other manufacturers also face, which you encountered during development and would like to highlight to a wider audience?

In general, when developing a tire, the main challenge is finding the right balance between conflicting performance requirements.

All-season tires are a good example of this. The key question is what character or focus you want to give to the tire. Some products are clearly oriented toward wet performance, others toward dry handling or hot conditions. With all-season tires, there is still room to define a kind of signature or positioning for the product, mainly since it has to suit all environments.

Historically, the all-season segment started as a niche solution mainly for small cars many years ago. Today, however, it has evolved significantly. The all-season segment is currently the only tire segment in Europe that is still growing. This makes the development challenge even more relevant, because customer expectations are increasing at the same time.

The main technical trade-off in this segment is typically between snow performance and wet performance. That is why, when presenting the tire, we emphasised that although snow performance is aligned with that of competitors, the tire is particularly strong in wet conditions.

In any product development, there are several key constraints. The first is performance. The second, as discussed earlier, is sustainability. And the third, also very important, especially in today’s market, is cost.

If there were a single tire that people could use all year, it would make much more sense… but only as long as it is also affordable.

Durability testing in the defense industry

Durability testing is critical for ensuring defense vehicles remain operational in the harshest environments. Germany’s defense force, the Bundeswehr, conducts extensive durability tests on its vehicles at its Technical Centre for Land-Based Vehicle Systems (WTD 41) in Trier, Germany. Part of the Federal Office of Bundeswehr Equipment, Information Technology and In-Service Support (BAAINBw), WTD 41’s job is to ensure Bundeswehr’s equipment is safe and fit for purpose.

The challenge

The nature of durability testing requires vehicles to be repeatedly driven over extreme surfaces, subjecting drivers to intense vibrations that can strain the entire body, particularly the spine, intervertebral discs and even internal organs. Due to the physical toll of these conditions, WTD 41 test drivers were limited to 30 minutes of testing before needing a break.

The solution

In 2011 the Bundeswehr began working with AB Dynamics and went on to adopt three of the company’s automated driverless systems. Each vehicle system includes pedal, steering and gearchange robots, a controller and a GNSS/IMU positioning device. Test vehicles are remotely managed from a base station using GTC software via an encrypted radio network. The solution enables vehicles to be driven without a driver while following a precise test course with centimeter precision.

Results

AB Dynamics’ Automated Driverless Testing solution has been successful enough that Bundeswehr has recently acquired a fourth system.

Removing the need to rotate drivers, tests could be run continuously, 24/7. According to the Bundeswehr, depending on the vehicle and the test requirement, the Automated Driverless Testing solution can significantly reduce test mileage, thanks to the precision and repeatability of the robot-controlled vehicles. This reduction in testing mileage translates to major time and cost savings. More importantly, test drivers are no longer required to be subjected to such arduous conditions, improving the health and safety of the test team. Since WTD 41 adopted its first solution, AB Dynamics has gone on to launch ABD Solutions, which extends its driverless robotic technology beyond applications solely focused on testing to automate the day-to-day operation of defense, mining and heavy industry vehicles.

This article was originally published by AB Dynamics as a highlighted case study 

Adding to its worldwide R&D network, Nexen Tire has established a new European base at UTAC Ivalo to refine winter and all-weather products. Having been a customer for over two decades, the tire maker is no stranger to the winter testing grounds – and engineers now have their very own area on which to experiment. Construction began in April 2025, with the Purple Snow Ivalo Center, as it has been named, opening in December.

The European market accounts for more than 40% of the company’s total revenue, and with major European countries including Germany, Italy, Czech Republic and Sweden now requiring the use of certified winter tires with the 3PMSF marking during winter, this new asset is vital for Nexen. As part of its multi-pronged approach to strengthening winter tire development, it has also opened a laboratory to study the surface characteristics of roads in cold weather.

“We had been talking to car manufacturers for several years, saying that we needed this kind of facility, and finally the company agreed to it,” says Brad Kim, CTO of Nexen’s R&D Center in Korea.

The Purple Snow Ivalo Center features snow handling tracks with varying gradients and curves, including a 1,400 x 600m ride and handling circuit with an 18 m difference between the lowest and highest points; a track for testing the durability of studded tires; and a large straight of 700 x 40m. Upon completion, surface variation across all tracks was just 3cm – a result of which both Nexen and UTAC are incredibly proud.

Having this permanent base is a game-changer for Nexen, boosting testing capacity and the accuracy of results. Previously, with limited time to complete all tests, there was no room for flexibility, and if analyses needed to be repeated for correlation, it simply wasn’t possible. “If we were suspicious of the test results, but only scheduled to have the facility for a certain period of time, then there could be a long queue to test again,” explains Kim. “Now we can repeat a test as many times as we want until we are confident of the reliability [of the results].”

Out with the old, in with the new

Last August, the Korean auto industry’s first highly dynamic motion simulator began operating at Nexen’s tech center in Seoul, which will work in tandem with the Lapland base. This close connection between virtual and physical testing has become essential. Performance predictions can now be immediately cross-validated through on-snow driving tests, reducing the disparity between the real and digital worlds.

It’s no surprise that Kim’s team places a strong emphasis on virtual evaluation, aiming ultimately to need only one physical tire per program for validation. The Ansible Motion driving simulator is the starting point for transforming the company’s entire development process, which, Kim candidly told ATTI, is still largely done the traditional way. “We do virtual tire development pretty much the conventional way. We are currently judging whether we can integrate virtual testing methods into our conventional foundation phases.”

Kim describes this approach: “We build a tire and then test it. If we are not satisfied, we go back, adjust the compound or the construction, and then do more vehicle tests. Everything is well-established for virtual tire development, because we have many projects, so we just continue with the conventional approach.”

With one engineer often working on multiple projects at the same time – one product line may have as many as 140 sizes, and last year Nexen developed 600 additional sizes in the replacement market – it’s easy to see why the company has invested so substantially in new testing infrastructure. “In terms of productivity, I think we are top-notch – one engineer could be working on 10-20 different projects,” Kim proudly states.

“Some things you can estimate or judge on a single tire, like rolling resistance or spring constant. But what we need is to equip these tires on a specific vehicle, and we’re not there yet,” he adds. “We’re pushing in that direction; that’s why we installed the driving simulator. It’s about subjective feeling; it’s very difficult to objectively judge whether this tire fits this vehicle.”

It’s early days in Nexen Tire’s simulator journey, but the team is cracking on with getting up to speed and commissioning the system. “We’re in the middle of the conditioning stage, but at the same time we have started to do some tests with the machine. Our drivers should feel as if they are really driving, so we are tweaking the mechanics together with our simulator supplier. If there’s a way of tweaking parameters in the software, then we can do it.”

Another facet of the company’s digital analysis is the continued development of AI. Engineers have created a unique artificial intelligence tool, which they say has revolutionized analysis. For example, developers can input multiple parameters and have it predict rolling resistance. “The speed improvement is incredible. For a typical simulation, it could take about one day to give you the result; AI can take five minutes to get the same result, so it’s like a competition between simulation and AI.”

Working together, AI and simulation can be used to predict a tire’s footprint, for example.

Softly does it

Kim emphasizes that Nexen Tire does not limit its pool of suppliers and encourages proposals from potential new partners. It works with many of the major suppliers – Synthos, KKPC, LG Chem, Arlanxeo – as well some Japanese synthetic polymer suppliers.

He reveals that tire maker is currently “testing new concepts of compounds that remain flexible in low temperatures, with good handling and braking performance,” adding that it is also assessing novel construction concepts, especially in the replacement tire arena.

Middle man

Step by step, Nexen is performing correlation activities to refine the driving simulator, learning along the way. The engineers are clearly enjoying playing with their shiny new toy, but they’re not afraid to admit that they’re still getting to grips with it. “We need to learn from it. We know how to use it, but still the whole industry is in a learning phase,” comments vehicle dynamics expert Yannic Grassmuck.

In the replacement market, the sim could save a fortune, since changing a mold mid-project is not cost-effective. This is especially true in the winter tire segment, where molds are expensive and take longer to produce due to the sipes.

One of Grassmuck’s primary responsibilities is to translate OEM feedback for the engineers. Feedback is recorded in writing and then shared with the relevant team. Occasionally, joint tests are conducted with both Nexen and the OEM’s drivers, “which is very important because every OEM has small differences in the maneuvers that they drive, and the drivers need to be aligned on the expectations,” Grassmuck says.

According to Grassmuck, it’s common for an auto maker to allow three attempts at a virtual prototype, followed by only one or two real test loops.

The sticking point on every digital program remains the same as always: obtaining a vehicle model from the OEM. Companies have become more willing to provide these over the past year or two, says Grassmuck, but “it’s difficult. Some are willing to, some can officially provide [the model] but the internal process takes too long and it’s not very productive, so they give other options; there’s a workaround, let’s say.”

Who knows, maybe in the future Nexen Tire’s experts could have a smaller simulator in Europe, adds Grassmuck, but for now, they’re not getting ahead of themselves. It is a major financial investment, and they first need to maximize the potential of the simulator in Korea.

More on UTAC’s facilities in the November 2025 edition of ATTI

Read more about Nexen’s AI tire performance prediction tool

Nexen first announced it was to install a driving simulator in 2024. Find the full story on the TTI website here

As electrification continues to transform the automotive sector, developers are under increasing pressure to validate systems that must operate reliably across a broad spectrum of conditions. The rapid expansion of electric mobility is driven by technological advances, global CO₂ reduction goals and supportive regulatory frameworks. Charging infrastructures are scaling, vehicle architectures are evolving, and OEMs are compressing development timelines. With this acceleration come engineering challenges that differ fundamentally from those of combustion engine platforms, ranging from high-voltage safety to the integration of complex power electronics.

At the center of these challenges lies thermal management. Batteries, power electronics and electric motors are highly sensitive to temperature fluctuations. Their efficiency, durability and safety depend on precisely regulated heat flows. Cabin climate control also becomes a strategic efficiency factor because electric vehicles do not generate waste heat from an internal combustion engine. Alternative heating concepts must therefore maintain comfort while preserving driving range. As a result, testing technology for thermal management components has become a pivotal enabler for innovation across the EV sector.

Poppe + Potthoff Maschinenbau, a Germany-based company, develops modular test benches designed to reproduce thermal and hydraulic conditions encountered in electric vehicle applications. The systems are built to support comprehensive testing methodologies that address efficiency, reliability and safety requirements. Integrated measurement and control technologies allow detailed analysis during development and validation processes.

The growing demand for robust thermal management testing

The shift toward electric vehicles has elevated thermal management to a defining performance factor. Batteries must remain within a narrow thermal window to ensure longevity and safety. Inverters and power electronics require cooling to maintain efficiency. High-performance traction motors generate significant heat during dynamic loads. At the same time, growing variability increases the overall validation workload. Each cooling circuit comes with its own media requirements and operating patterns that must be reproduced with high fidelity. Test systems therefore need not only faster reconfiguration but also precise calibration to the functional profile of each module. This reinforces the importance of modular test architectures capable of covering multiple cooling variants within a single infrastructure, thereby shortening development timelines and improving overall test efficiency.

Testing these systems under controlled conditions is crucial to validate long-term functionality. Components such as hose assemblies, valves, cooling plates, heat exchangers, electric pumps, pressure vessels and entire cooling loops must tolerate thousands of load cycles, temperature shifts and flow variations over the typical 10- to 15-year service life of an electric vehicle.

Poppe + Potthoff Maschinenbau’s portfolio addresses this need with dedicated solutions for dynamic pressure cycling, static pressure holding, flow measurement, burst pressure testing and functional testing of live components. These test benches replicate the thermal, mechanical and electrical stresses that occur during daily operation, enabling engineers to detect weak points early and optimize materials, joining processes and overall system architecture.

Dynamic pressure cycling: simulating lifetime stress in accelerated time

A central application is the simulation of pressure fluctuations in cooling and heating circuits. Components are placed inside the test chamber and exposed to load profiles that mirror real driving conditions. Depending on the system, the test medium is circulated at temperatures between -40°C and +140°C. Water-glycol mixtures such as Glysantin G40, G44 or G48 are commonly used.

Cooling circuits are tested between -40°C and +20°C, while heating circuits undergo thermal cycling from +20°C up to +140°C. Many components must withstand more than 100,000 load changes during their lifetime, and these conditions can be reproduced in the laboratory within only a few weeks. The system’s programmable pressure waveforms, either sinusoidal or trapezoidal, run at frequencies between 0.2Hz and 2Hz or higher. Flow rates range from 1 to 50 liters per minute at pressures between 0.2 and 12 bar or more. This level of control makes it possible to test plastics, metals, composites and sealing materials under consistent and reproducible conditions.

Test standards evolve continuously. Poppe + Potthoff test benches can be configured to meet specifications such as MBN 10306, VW 8000, GS 95024 3 1 and GMW 14193. Climate chamber integration enables combined environmental and functional stress testing, including tests with overpressure and underpressure, if required.

Identifying weak points and optimizing system design

Material transitions such as weld seams, press fits and adhesive bonds often represent sources of fatigue. By exposing components to realistic pressure and temperature cycles, engineers can identify early-stage cracking, swelling, deformation and leakage. These insights help refine design choices, improve production quality and stabilize system performance long before large-scale manufacturing begins. Throughout the test, inlet and outlet temperatures, flow rates, pressure drops, current and voltage for active components and ambient conditions are measured continuously. Thermal sensors placed on the test object highlight areas of energy loss or potential overheating, contributing valuable information for further optimization.

Accelerated durability testing for long-term reliability

Long-term tests generally run for 20 to 30 days, depending on the chosen load frequency. Ambient and media temperatures vary according to the test specification, and all key parameters are logged continuously. This accelerated method simulates several years of operation within a matter of weeks. It reveals aging behavior, degradation patterns and the effects of repeated thermal and mechanical stress on component performance. The data supports predictive maintenance approaches, extended warranty assessments and material qualification.

Functional testing under realistic electrical loads

Efficiency is a decisive performance factor in electric vehicles, since every watt drawn by thermal management components affects vehicle range. Poppe + Potthoff Maschinenbau therefore offers functional test benches that evaluate performance and energy consumption under low- and high-voltage conditions.

Cooling and heating units, control valves and pumps can be operated at voltages between 0 and 24V DC or up to 1,500V DC and 150A to simulate onboard battery or traction battery operation. Tests are carried out across a thermal spectrum from -40°C to +100°C, with optional climate chamber integration extending the ambient range to +140°C. Comparing measurements before and after a durability test shows how components degrade over time. These insights are essential for planning service intervals, improving efficiency and safeguarding long-term system stability.

Safety, usability and digital integration

Safety is an integral part of every system. Test chambers are built from welded stainless steel and equipped with high-strength laminated safety glass. A closed medium circuit prevents the formation of hazardous vapors. Operation is streamlined through recipe management, which enables predefined test sequences to be selected via PC or handheld scanner. National Instruments’ LabView platform provides comprehensive data visualization and acquisition. All test data is stored automatically and can be exported for further analysis. The open software architecture makes it possible to integrate additional sensors and custom data channels whenever needed.

Enabling the next generation of electric mobility

As electrification advances, precise and adaptable testing solutions are essential for validating new concepts and ensuring safe, efficient and durable electric vehicles. By reproducing the interaction of temperature, pressure, flow and electrical load, the test setups provide engineers with data that can support the design and assessment of components across the full service life of an electric vehicle. This contributes to a more detailed understanding of thermal management behavior within modern electric mobility.

More and more OEMs are introducing the digital key as standard equipment. Whoever controls ‘the key’ also controls user data and customer relationships. However, with increasing adoption, pressure is mounting: the potential consequences of any malfunctions are enormous.

At the same time, the market remains highly complex. New vehicle and mobile device models are constantly entering the ecosystem – making interoperability the greatest technical challenge of the digital key, while ensuring both security and a consistent customer experience across all platforms.

CCC Plugfest: Reality check for the digital key

Major vehicle OEMs, mobile device manufacturers, hardware producers and software providers have recognized this and formed a globally unique industry consortium: the Car Connectivity Consortium (CCC). They have agreed on a unified standard for the digital vehicle key – the CCC Digital Key. This ensures a high degree of interoperability: interfaces are standardized to such an extent that complexity is significantly reduced.

The CCC specification defines standards for multiple hardware technologies, including NFC for convenience access, BLE for standard connectivity and UWB for precision positioning. The consortium offers certification pathways for these hardware implementations as well as for end-to-end use cases across the ecosystem.

The CCC standard is tested at so-called Plugfests, regularly hosted by consortium members. Here, the digital key implementations of OEMs are rigorously tested; new features and evolving standards are trialed and refined. These events also provide invaluable opportunities for industry exchange and mutual understanding of technical challenges. With the Plugfests now in their 15th edition, they have evolved into the industry’s most established real-world testing laboratories for digital vehicle access.

Inside the industry’s most comprehensive test laboratory

Last year’s European CCC Plugfest took place from November 10 to 14, in Friedrichshafen on Lake Constance in Germany. It was a week-long intensive testing environment with a focus on interoperability, new features and future hardware standards. What made this particular event noteworthy was that it was hosted by mid-sized software company doubleSlash, the first back-end provider ever to host a CCC Plugfest, underscoring the growing importance of back-end infrastructure in the digital key ecosystem.

“We have participated in five Plugfests over the past two years,” explained Manuel Teufel, product manager digital key at doubleSlash. “Hosting a Plugfest as a vehicle OEM server provider is quite unusual, but we really see the value in all sitting together and understanding the complex end-to-end chain.”

A successful Plugfest requires careful orchestration: confidential test spaces to protect pre-release technologies, short travel and communication paths between testing stations, and a tightly defined schedule. After 15 editions, the format has matured into a well-oiled process where all participants share the same objective – a productive test week that strengthens solutions for future customers.

Last year’s Plugfest highlighted the challenges currently faced by the digital key community. With vehicle platforms, mobile operating systems and hardware technologies evolving at different speeds, ensuring stable end-to-end interoperability has become increasingly complex. Beyond validating new features, the focus lay on improving system robustness, handling edge cases and validating non-functional requirements such as availability, performance and security under real-world conditions.

The back end as the invisible backbone of the digital key

The core challenge of the digital key lies in connecting two complex and self-contained ecosystems: automotive and mobile communications. The back end links both worlds. It manages communication, security, access rights and key tracking. Without the back end, there is no interface – and without that, no interaction between vehicle and device.

Beyond pure functional correctness, the back end is also tested against non-functional requirements such as availability, system response times, disaster recovery scenarios and security stress tests – factors that ultimately determine whether a digital key solution is viable at scale. It was precisely these requirements that led doubleSlash to develop a white-label cloud solution years ago, long before the digital key became a mass-market feature.

The selection of a back-end provider as Plugfest host signals that the often-overlooked infrastructure layer can determine whether OEM implementations pass or fail interoperability requirements – while also enabling thorough end-to-end testing and rapid issue analysis across the entire digital keychain.

Validating a three-way ecosystem

One of the main challenges at the Plugfest is how to validate a three-way ecosystem – vehicle, back end and mobile device – when all three components are continuously evolving?

When the global automotive elite met tech giants at Lake Constance, OEMs tested vehicles both indoors and outdoors, while device manufacturers rotated between vehicle cabins to validate digital key functions in direct interaction with existing smartphones or new models to come.

“Testing under such conditions is like acting as a real end customer journey while facing real potential issues – but with immediate bug fixes and improvements,” Teufel reported. “The atmosphere is very positive and productive for each participant.”

To complement live testing, doubleSlash has developed its own simulation environment that emulates smartphone and vehicle requests and is integrated into the CI/CD pipeline. “Our so-called ‘simulator’ is executed in each deployment to ensure that the back end runs as expected in an end-to-end solution,” Teufel explained.

The back end must not only handle standard cases correctly but also cope with functional edge cases – for instance, when the vehicle connection is unstable or when messages get stuck in the vehicle hardware. Detailed logging of every interaction enables fast debugging and continuous sequence optimization during testing.

The software behind tomorrow’s vehicle key

doubleSlash has been developing back-end systems for automotive OEMs for more than 25 years and has already implemented the digital key for several brands. The doubleSlash digital key solution follows an API-first, hardware-agnostic architecture – a direct response to the interoperability challenges observed at CCC Plugfests.

The solution supports OEM-specific infrastructures while meeting the non-functional requirements tested at Plugfests, including availability, performance and security. doubleSlash has submitted its vehicle OEM server for official CCC certification – a pioneering step that would make it the first certified solution of its kind, following multiple successful production deployments.

Read about the latest Plugfest, which took place last week at CCC’s Palo Alto facility in the US, hosted by Rivian and Volkswagen Group Technologies (RV Tech)

As electric vehicles remove the masking effect of an internal combustion engine, the cabin’s true acoustic signature becomes far more noticeable. Drivers suddenly hear it all: tire and aerodynamic noise, the hum of auxiliary systems, the rumble of drivetrain components, and the high-frequency tonal ‘whines’ produced by electric motors and inverters. These tones occur at very low sound pressure levels, yet they significantly affect overall sound quality. The shift raises a fundamental challenge for NVH testing engineers: how do you measure extremely low sound pressure level (SPL) at high frequencies without the microphone itself introducing distortion?

Selecting the right microphone typically involves weighing competing performance factors. Measuring low SPL demands high sensitivity and a very low noise floor – conditions traditionally met only by a ½in microphone. However, a microphone of that size introduces substantial diffraction errors at high frequencies. Diffraction, or interference in a sound field, becomes problematic when the microphone diameter approaches the wavelength of sound – a condition that occurs increasingly as frequency rises. These errors depend on the characteristics of the sound field, the size and orientation of the microphone and the frequency of interest. Even small deviations from the ideal alignment can cause significant measurement inaccuracies.

To minimize diffraction-related errors, microphones are engineered for specific sound fields: pressure, random incidence (diffuse) and free field. Each design aims to maintain constant sensitivity or a flat frequency response when the microphone is aligned correctly. For free-field microphones, this means pointing directly at the sound source in an environment free of reflections. When the microphone is oriented away from 0° incidence, sensitivity at high frequencies is reduced. This is where the physics becomes limiting for traditional NVH tools.

A ½in free-field microphone such as PCB model 378B02 is a highly dependable acoustic measurement sensor, with low-power ICP (integrated electronics piezo-electric [IEPE]) operation, excellent stability, a low noise floor and 50mV/Pa sensitivity. Its larger size, however, makes it susceptible to diffraction and orientation errors at higher frequencies. In an effort to reduce diffraction, engineers may opt for a smaller ¼in free-field microphone such as the PCB model 378C01. However, its higher 42dB(A) SPL typical noise floor and lower 2mV/Pa sensitivity limit its ability to capture the low-level tonal noise that EVs reveal so clearly.

This long-standing compromise between accuracy and noise performance is exactly what PCB’s new model 378A08 was developed to overcome. With a noise floor of just 22dB(A), it is the quietest ¼in measurement microphone in the world. Its compact size dramatically reduces diffraction errors, while its high sensitivity enables accurate capture of low SPL at high frequencies. The microphone also retains all the advantages of ICP technology, including low-power two-wire connectivity and the environmental stability that PCB microphones are known for.

The benefits of this design become clear when examining how ¼in and ½in microphones behave in different acoustic conditions. In Figure 1, the deviation of microphone sensitivity from its calibrated value is shown for several orientations. This deviation represents measurement error. Both microphone sizes exhibit some attenuation in sensitivity as frequency increases, depending on orientation, but the reduction is far more pronounced for the ½in microphone. The ¼in microphone maintains much more consistent sensitivity, making it a more reliable choice when the sound field or microphone direction cannot be perfectly controlled.

The noise floor behavior shows a similar pattern. A microphone’s free-field noise specification is published for 0° incidence, but in real applications, microphones often operate at different angles or in mixed field types. Larger microphones experience an increase in noise floor under these conditions due to diffraction. As shown in Figure 2, the small diameter of the 378A08 allows it to maintain a low noise floor even when oriented away from 0°. Remarkably, at 120° incidence and frequencies above 13.5kHz, its noise is actually lower than that of a ½in microphone.

Together, these results position the 378A08 as a practical solution for applications that require both reliable high-frequency accuracy and exceptionally low noise, particularly in the low-level tonal environments now common in EV NVH testing.

How do slip and camber angle variations in rolling resistance testing affect the evaluation of passenger car and light truck tires?

In actual driving conditions, tire performance is significantly influenced by non-linear operating parameters that are not captured during standard straight-line, steady-state testing. Tires on both passenger cars (PC) and light trucks (LT) routinely operate under dynamic slip and camber angles. These angles arise from routine factors such as wheel alignment settings, cornering maneuvers, lane changes, changes in vehicle attitude (e.g., pitch and roll) and external forces (e.g., crosswinds and sloped roads).

The incremental resistance under these non-linear conditions is greater than the resistance observed under laboratory-based, straight-line conditions. This fundamental difference means that more can be learned about actual RR performance when these new laboratory tests are applied.

Why is high- and low-temperature rolling resistance testing important for truck and bus radial (TBR) tires, and how does it relate to vehicle range in winter conditions? 

Theoretically, temperature exerts a notable influence on the rolling resistance (RR) of all tires. This concept has been empirically supported by our prior work on high- and low-temperature RR testing for passenger car radial tires (PCR) and LT tires (testing began in 2022; see the ‘Effect of Temperature on Tire Rolling Resistance‘ white paper for detailed data). Further evidence has been provided by some original equipment manufacturers (OEMs) who have conducted vehicle testing confirming this effect on TBR tires. With fuel being the largest variable cost for trucking fleets, successfully achieving improvements in low-temperature RR could provide a positive impact on fuel efficiency and operational cost savings.

How does including chassis components in rolling resistance testing help tire manufacturers understand the tire’s contribution to overall vehicle resistance and optimize tire performance? 

Current laboratory testing to internationally recognized standards only yields the tire’s rolling resistance coefficient (RRC). This singular value fails to represent real-world vehicle operation where tire resistance exists as part of a complex, coupled system that includes frictional, deformation and aerodynamic resistance from the entire tire-chassis assembly (including shock absorbers, hubs, bearings, brake calipers and driveshafts).

To address this, the proposed testing methodology involves measuring the comprehensive resistance of the integrated tire-chassis system. By comparing this full-system test with the baseline tire-only test, we can more accurately separate the tire’s contribution from the additional resistance due to the chassis components.

This inclusive testing of chassis components provides OEMs and chassis component suppliers with a better understanding of resistance from a complete system perspective, moving beyond the isolated tire perspective, to drive true energy efficiency gains.

How does Smithers’ approach to replicating real-world driving conditions in a laboratory setting improve the accuracy and relevance of rolling resistance data for tire and vehicle performance? 

OEMs have identified notable gaps between actual real-world energy consumption figures and simulation results based on conventional RR testing, driving the need for a new approach. The primary value of simulating or replicating real-world vehicle conditions (including diverse operating temperatures and driving scenarios) in a laboratory setting is to reduce this deviation by ensuring that the resulting RR data not only reflects the tire’s inherent characteristics but also quantifies its true performance within the entire vehicle system.

Leveraging this more accurate data for component selection, optimization and energy consumption prediction allows both OEMs and tire manufacturers to effectively reduce the risk of inconsistencies between pre-production laboratory data and the actual vehicle performance. This can simultaneously mitigate the high costs and uncertainties inherent in traditional on-vehicle tests, thereby shortening the test cycle and providing more reliable technical support for crucial product development and market validation decisions.

How are advanced rolling resistance testing methods, such as angle, temperature and chassis-inclusive tests, shaping tire design and performance standards across the automotive industry? 

As noted, these advanced testing methods can more accurately simulate and replicate real-world vehicle operation, offering higher practical value than conventional testing. By utilizing more realistic data, OEMs and suppliers can better pinpoint product development improvement areas, shorten development cycles and reduce unnecessary waste. These methods establish a new set of tools for energy consumption modeling and performance optimization.

Explore: Master Euro NCAP 2026

With the release of the new protocol from Euro NCAP, engineering teams across the automotive industry are facing one of the most significant safety shifts in recent years. The new framework broadens the assessment far beyond impact performance, demanding proof of prevention, protection and recovery under a wide range of real-world conditions. As manufacturers redefine their validation strategies, a clear understanding of what is changing – and what it takes to earn five stars – is becoming essential.

New era of safety evaluation

Euro NCAP 2026 marks a decisive evolution in how vehicle safety is measured. What was once a collection of primarily crash-focused tests has become a comprehensive lifecycle assessment. Vehicles are now evaluated before a crash, during impact and after a collision.

For manufacturers, this shift means that safety performance can no longer be treated as a set of isolated technical achievements. Instead, development and validation must reflect the interactions between systems, environments and driver behavior.

From functions to interactions

The expanded protocol widens the focus from individual ADAS functions to the way they behave collectively in realistic conditions. Under Euro NCAP 2026, advanced driver assistance features are tested in a much broader range of scenarios, including motorcyclist detection, turning and junction maneuvers, reverse operations, and varying light, weather and road geometries.

Safe driving evaluations now consider how effectively a vehicle keeps drivers attentive, engaged and supported during everyday operation. Driver monitoring, speed limit recognition over extended road distances, and adaptive cruise control performance all contribute to these assessments.

Crash protection introduces more detailed structural testing, far-side impact evaluations and additional requirements for vulnerable road users. Post-crash safety examines whether functions such as eCall, hazard activation and EV battery isolation remain reliable even after intense structural deformation.

Together, these changes mark a shift from evaluating what systems can do to assessing how consistently they perform when conditions deviate from ideal assumptions.

Increasing demands for validation

The expanded scope significantly increases the volume and complexity of required validation. Euro NCAP 2026 formally accepts virtual testing in ADAS and active safety assessments, enabling manufacturers to explore scenario variations that would be impractical to reproduce physically. At the same time, physical proving ground tests remain indispensable for confirming behavior under controlled yet realistic conditions.

Validation is expected to demonstrate robustness across various scenarios. Speed limit information functions require thousands of kilometers of road verification, while lane support and adaptive cruise control must show stability across higher speeds, different road geometries, and transitions between driver-controlled and assisted states. As systems become more interconnected, the margin for isolated weaknesses diminishes and consistency across domains becomes a decisive factor.

Why manufacturers must act now

Traditional, late-phase validation workflows are no longer sufficient. The 2026 update demands earlier planning, broader scenario coverage and tightly coordinated testing strategies. Ensuring alignment across simulation, public road assessment and proving ground execution is more essential than ever to avoid bottlenecks, misinterpretations and costly redesigns late in development.

While the new requirements present clear challenges, they also give manufacturers the opportunity to showcase leadership in safety – a key differentiator for consumers and regulators alike.

A clear path forward

To help organizations prepare, AVL has published a practical white paper that breaks down the Euro NCAP 2026 protocol and provides a structured approach to achieving five-star performance. The paper explains how to interpret the most influential requirements, manage cross-domain interactions and build scalable validation workflows that combine virtual testing, road assessments and proving ground execution. It also outlines how teams can prioritize the functions that have the greatest impact on scoring, avoid common pitfalls and establish a safety framework that can adapt to future protocol revisions.

Preparing with confidence

Euro NCAP 2026 represents a major step forward for vehicle safety. The new protocol demands broad, consistent performance across prevention, impact protection and post-crash support – and rewards manufacturers who treat safety as a connected, lifecycle-driven discipline. As requirements expand, development teams will increasingly rely on solutions that automate evaluation steps, interpret protocol logic correctly and deliver traceable results under tight testing schedules.

AVL supports this transition with engineering expertise and tools designed specifically for the demands of Euro NCAP 2026. Among them, the Smart ADAS Analyzer provides automated, protocol-aligned assessment and standardized reporting, helping teams run complex proving-ground campaigns efficiently and with confidence. By combining precise data handling with up-to-date evaluation logic, such solutions help manufacturers manage the growing test volume and build a reliable path toward five-star performance.

Download the Euro NCAP 2026 paper and learn more

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