Automotive development is evolving as software-defined vehicle programs introduce faster feature cycles and more complex system interactions while meeting strict requirements for safety, reliability and long-term maintainability. Gen AI is now part of engineering workflows. It can help increase development speed, but its non-deterministic behavior, lack of physics awareness and limited traceability make it difficult to apply directly to safety-critical systems. These characteristics make verification, certification and traceability challenging when outputs generated by Gen AI are introduced without constraints.

Model-based design addresses these issues through deterministic execution, executable specifications and physics-based simulation. MathWorks is bringing these strengths together by integrating Gen AI assistance directly into model-based design tooling, enabling engineers to benefit from accelerated workflows while preserving the rigor required for long-term reliability and certification of automotive software.

Simulation as the foundation of trust

Simulation is the foundation of trust in engineering workflows assisted by Gen AI. It provides a controlled environment where system behavior can be verified early and repeatedly. Model‑based design enables closed‑loop simulation within continuous development pipelines, enabling Gen AI‑assisted artifacts to be validated continuously in virtual environments long before software reaches hardware. Closed-loop simulation uncovers defects that emerge only from real‑time interaction between software, hardware and physical dynamics, such as instability, timing issues, saturation and integration errors. Unlike regular software tests that validate code logic in isolation, simulation validates system behavior against requirements under realistic operating conditions, catching safety‑ and performance‑critical issues much earlier.

In leading organizations, ‘shift left’ is not a one-time activity; virtual verification is embedded directly into continuous integration/continuous development (CI/CD) pipelines. Every change triggers automated builds and simulation runs, exercising models against representative scenarios and acceptance criteria. Verification becomes continuous, not episodic.

Scalable development for evolving E/E architectures

Automotive E/E architectures are transitioning from ECU-centric networks to zonal and centralized computing platforms. Software is no longer bound to specific hardware configurations but must now operate reliably across heterogeneous compute targets while remaining portable and scalable, from small controllers to high-performance vehicle computers.

Model-based design supports this requirement by separating system behavior and software intent from hardware implementation. Engineers develop executable models that serve as stable sources of truth. The models can generate production-ready code for a wide range of processors and operating systems, including platforms incorporating AI inference engines and hardware accelerators such as GPUs, DSPs and NPUs. This approach enables the development and validation of AI-enabled functions (e.g. virtual sensors) at the system level, reduces the need to reengineer algorithms for each target, and improves efficiency and consistency across platforms.

Improving collaboration through model-based design

Engineering organizations must transform their collaboration models to keep pace with increased complexity. Integrating simulation, virtualization and automated verification directly into CI/CD workflows supports rapid iteration across software, AI models and hardware acceleration strategies. This model-centric approach helps organizations operate more quickly while preserving robustness, safety and long-term maintainability in the era of software-defined and AI-driven vehicles.

Integrating AI into deterministic engineering workflows

AI is most effective in automotive development when embedded within a deterministic modeling framework. Within model-based design tools, GenAI-generated content is automatically tied to established interfaces, data definitions and architectural constraints. Model Context Protocol (MCP) capabilities empower engineers with AI assistance while preserving the rigor, repeatability and certification readiness.

Long-term maintainability and certification readiness require deterministic behavior, transparent audit trails and verification evidence that accumulates throughout the lifecycle. Model-based design naturally supports these goals by linking requirements, models, test suites and generated code. Continuous simulation produces verification data throughout development rather than only at the end of a program. When artifacts generated by Gen AI follow the same workflows, they inherit this structure. This ensures that productivity gains do not come at the cost of safety, quality or compliance, and that Gen AI can be adopted at scale.

Conclusion

Gen AI and model-based design offer a structured path to accelerate automotive software development while maintaining trust, safety and engineering rigor. Model-based design provides determinism, physics-based validation and traceability. Gen AI adds efficiency and supports faster iteration when integrated within these boundaries.

This combination enables earlier insight into system behavior and deployment across diverse hardware architectures. The model-centric approach ensures consistent collaboration across engineering teams, and promotes reuse and consistency across global programs. Gen AI-enabled model-based design provides a scalable and reliable foundation for developing robust and certifiable automotive systems.

In the September 2024 edition of ATTI, Secondmind’s chief product officer, Morgan Jenkins, discusses the power and limitations of AI

In related news, Agentic AI transforms McLaren Automotive’s entire engineering process

Oliver Blume, CEO of the Volkswagen Group, said, “We are accelerating toward the future. With the successful completion of the winter tests, our joint venture once again demonstrates the speed and precision of its work. The close integration between the joint venture, our brands and the group follows a clear objective: to excite people with products and technologies that set new standards. This is how we are driving development forward across the Volkswagen Group – with the ambition to become the global automotive tech driver.”

Winter endurance testing

The program consisted of two phases. In Arizona, engineering teams from the brands and the joint venture worked together to finalize key software functions and prepare the reference vehicles for the winter tests in Europe. In Sweden, the systems were then subjected to stress testing under extreme weather conditions with snow and ice. The teams examined, among other things, the interaction between hardware and software for functions such as all-wheel drive, traction control and driving performance. Over-the-air (OTA) functionality was also validated. In total, the joint venture and brands conducted hundreds of tests and validation cycles. Individual approval drives in Germany and Sweden, led by the brands’ development teams, marked the completion of the winter testing program.

The results show the SDV architecture operates reliably in harsh winter and dynamic driving conditions. This milestone also lays the foundation for the next development phases across the joint venture and individual group brands. The Volkswagen Group will deploy this SDV architecture in electric vehicles across Western Hemisphere markets, delivering highly automated driving features and advanced infotainment, with continuous updates delivered over the air.

Qualification program

In parallel, the Volkswagen Group brands are strengthening their software capabilities for the SDV. Volkswagen Passenger Cars is expected to rapidly launch a long‑planned qualification program at the beginning of May where software specialists will spend several months at RV Tech locations, including Palo Alto, California, to deepen their knowledge of the joint venture’s architecture and code. Upon returning to Wolfsburg, these specialists will serve as internal experts and bring this expertise back into their development departments as multipliers. This will help to integrate brand-specific functions more quickly into future production models. Audi and Porsche are also preparing to launch similar training programs.

Related news, Voluntary safety assessment by Einride published for cab-less autonomous heavy-duty trucks

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 at Volkswagen, 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 storage, processing, [and] machine and human-readability,” 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 ODD taxonomy – e.g. motorway, autobahn, highway – demonstrates how modular definitions support understanding across organizations and regulators. The ODD management tool validates taxonomies, 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.

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The analysis covered Mazda vehicles from model years 2015 to 2023, examining six ADAS bundles and four standalone systems. Technologies assessed included automatic emergency braking, lane departure prevention, high beam assist and driver monitoring systems.

According to HLDI, larger bundles of safety features, typically incorporating newer-generation systems, were associated with greater reductions in claim frequency.

The most basic bundle, which includes front AEB with forward collision warning, reduced property damage liability (PDL) claims by 13% and bodily injury liability (BIL) claims by 9%. The most comprehensive bundle, adding features such as pedestrian detection, adaptive cruise control, rear AEB and driver attention alert, reduced PDL claims by 39% and BIL claims by 21%, although the latter was not statistically significant.

Two systems, front AEB with pedestrian detection and rear AEB, delivered the most notable additional reductions: updated AEB systems improved prevention of vehicle-to-vehicle crashes, while rear AEB was particularly effective in reducing low-speed parking collisions.

Standalone systems also showed a measurable impact. Blind spot monitoring combined with rear cross-traffic alert reduced PDL claim frequency by nearly 10% and BIL claims by 13%. Other features, including curve-adaptive headlights and head-up displays, were linked to smaller reductions. Traffic sign recognition did not show clear benefits in this dataset, which HLDI attributed to system limitations or lower adoption rates.

While some ADAS features were associated with increased claim severity due to the cost of replacing sensors, overall losses, combining claim frequency and severity, were generally lower for vehicles equipped with Mazda’s safety systems.

“Another important factor is that crash avoidance systems primarily eliminate crashes that occur at slower speeds,” said Matt Moore, chief insurance operations officer at HLDI and the Insurance Institute for Highway Safety. “That takes low-dollar claims out of the equation and skews the average cost upward.”

Mazda said the findings support its approach to integrating multiple safety technologies across its vehicle line-up.

“As this independent analysis demonstrates, continual improvement of driver assistance technologies has real world impact,” said Jennifer Morrison, director of vehicle safety strategy at Mazda North American Operations. “We remain committed to advancing both the performance and availability of these systems in our pursuit of zero fatal crashes.”

The study highlights the role of bundled and continuously updated ADAS features in improving real-world safety outcomes.

Related news, Mercedes-AMG leverages Track Sport Concept for next-gen GT3 and Black Series

The VSSA is intended to support transparency and regulatory engagement as Einride expands commercial operations. The company said it continues to work with the US Department of Transportation, National Highway Traffic Safety Administration and international authorities.

The document details the safety framework underpinning Einride’s autonomous technology platform, which combines its AI-based optimization software, Saga AI, with its in-house autonomous driving system, Einride Driver. These systems support the company’s Freight capacity as a Service and technology licensing offerings.

At the core of the VSSA is Einride’s cab-less, cargo-only electric truck, designed specifically for driverless operation. The vehicle incorporates redundancy across steering, braking, power, sensing and compute systems to enable fail-safe and fail-operational performance.

Einride’s safety approach is based on a documented safety case aligned with industry standards, including UL 4600, ISO 26262 and ISO/PAS 21448. This framework defines the vehicle’s operational design domain (ODD), performance requirements, fallback strategies and lifecycle safety processes.

The company states that its autonomous system combines machine learning-based driving with an independent deterministic safety layer. It also uses a redundant sensor suite including cameras, radar and lidar, alongside high-definition mapping.

The VSSA outlines procedures for minimal risk maneuvers and safe-state transitions when system or environmental limits are reached. Validation methods include simulation, hardware- and vehicle-in-the-loop testing, proving-ground trials and site acceptance testing prior to deployment.

Einride also describes its safety management system (SMS), which draws on practices from aviation and defense sectors. The system governs risk management, safety assurance, continuous monitoring and includes a fleet-wide grounding policy overseen by an independent safety and security function.

Additional areas covered in the assessment include cybersecurity and data protection aligned with ISO 21434 and ISO 27001, crashworthiness and post-crash behavior, event data recording, emergency response planning, and first-responder training.

In related news, eFreight Autonomous secures funding to explore the feasibility of autonomous HGVs on UK roads

“We are developing the most extreme Black Series ever,” said Michael Schiebe, a member of the board of management for production, quality and supply chain management at Mercedes-Benz Group AG, and chairman of the board of management of Mercedes-AMG. “At the same time, we want to set the next record-breaker in motorsport with the future GT3. The foundation for this is the Concept AMG GT Track Sport – a technology demonstrator that was more than just a concept from the very start. It is our unambiguous commitment to maximum performance, a promise for the racetrack and the road alike. At AMG, we develop vehicles to exceed expectations. And that is exactly what the future Black Series and the new GT3 will do.”

Uncompromising performance

The road-legal variant of the concept car serves as a homologation model for the GT3 successor.

Since October 2025, the prototype has been undergoing extensive dynamic testing on test tracks and racetracks. In addition to the in-house development track in Immendingen, this has included Bilster Berg, Portimão and Monteblanco. With the start of testing on the Nürburgring Nordschleife, the next stage of development is now underway.

The next generation in customer racing

The Mercedes-AMG GT3 is the latest step in Mercedes-AMG’s customer racing program, which began in 2010 and first competed in 2011 with the SLS AMG GT3. The current GT3 model, introduced in 2016 and updated in 2020, has continued that program.

A successor is now in development, led by Affalterbach Racing, a subsidiary of Mercedes-AMG, in collaboration with Mercedes-AMG Motorsport. The new GT3 is undergoing testing, with a focus on performance, safety and competitiveness.

“With the unveiling of the concept, we can now officially name the new Mercedes-AMG GT3, with which we aim to continue the success story in customer racing for Mercedes-AMG Motorsport,” said Christoph Sagemüller, head of Mercedes-AMG Motorsport. “Our goal is to once again present a vehicle that sets the benchmark. We have already gained important insights from the initial tests. We are now entering the next phase of development and will also be testing on racetracks relevant to GT Sport.”

From track to road

The Mercedes-AMG’s Black Series models – a designation introduced in 2006 – represent the highest-performance variants in the company’s range. The concept builds on AMG’s origins in motorsport. The company was founded in 1967 by Hans Werner Aufrecht and Erhard Melcher, with a focus on applying racing-derived technology to road cars.

The Mercedes-Benz SLK 55 AMG played a key role in this development. Its use as an FIA Formula 1 safety car and its adaptation for a racing series helped shape the track-focused approach that led to the first SLK 55 AMG Black Series.

This motorsport-to-road philosophy continues with newer concepts such as the AMG GT Track Sport, and underpins the development of future models, including the next AMG GT3 and AMG GT Black Series.

In related news, Mercedes-AMG Petronas F1 to use Microsoft cloud and enterprise AI technologies to enhance racing performance

Lucid developed the Gravity’s AR HUD hardware, feature set, user experience (UX) and user interface (UI) internally. Basemark engineers used Rocksolid Studio to implement Lucid’s specifications. Rocksolid Studio is a low-code toolkit that allows efficient development of immersive automotive AR and human-machine interface (HMI) applications. Its interconnected AR SDK supports the computational needs specific to automotive AR.

“We are extremely proud to have been chosen by Lucid to help them develop their new AR HUD experience for the amazing Lucid Gravity,” said Tero Sarkkinen, the CEO and founder of Basemark. “The car is brilliant and continues to win industry awards, and Basemark is thrilled to be a part of this great story. Lucid’s commitment to innovation and design excellence aligns perfectly with our mission to bring safe, high-performance AR to production vehicles.”

The project marks an expansion of Basemark’s presence among next-generation electric vehicle manufacturers, and reinforces Rocksolid’s position as a leading embedded AR platform for automotive series production.

The AR HUD will be available in the Lucid Gravity, with additional features planned for delivery through future software updates.

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The R&D center will focus on developing processing technologies, including rubber compounds, materials and composite design, as well as evaluating raw materials. It will use the on-site proving ground next to the Serbia factory to support development through vehicle testing, improving efficiency and reducing time-to-market.

Satoru Moriya, director, corporate officer, and vice president at the R&D headquarters, said, “We are excited about the potential of the Serbian R&D Center to refine cutting-edge processing technology from the ground up and to establish a European operational model that coordinates R&D, production and sales functions, thereby boosting the competitive advantages of the Proxes brand, among others. We expect this R&D Center to serve as a core hub for the development of advanced technologies, bolstering Toyo Tires’ global competitiveness through collaboration with its counterparts in Japan and the United States.”

President Vučić of the Republic of Serbia, added, “Today is a special day on which Toyo Tires, a Japanese friend of Serbia, sees its production base evolve into a strategic hub. This demonstrates that Serbia possesses the human resources, infrastructure and determination required to support advanced technological development, a fact of which I am very proud. Through investment and job creation, I look forward to building a strong future in partnership.”

With the opening of an R&D center in Germany in 2019, Toyo Tires established a global R&D framework alongside its tire technical centers in Japan and North America. To strengthen its competitiveness in Europe, the company has decided to consolidate its European R&D functions in Serbia, where its plant and sales operations are situated. The Serbian R&D Center is scheduled to become operational in January 2027.

In related news, Apollo Tyres opens dedicated outdoor tire testing facility in Finland

Download the Automotive Testing Technology International App NOW to read the latest issue! The App is free and gives you access to a library of back issues.

The March 2026 issue is now available online! Packed full of news, interviews and features, including:

COVER STORY – SITE VISIT: Geely Group’s recently opened safety and wind tunnel hub has broken five world records

TECH INSIDER: TAPG REJUVENATES CIRCUIT PORTFOLIO: An insight into the upgrades at Toyota’s Arizona site, which will sharpen testing for the OEM and its third-party clients

DIGITAL PROVING GROUNDS: In the virtual facility realm, technology is advancing rapidly as developers find inventive ways to replicate winter conditions

COMBINING SUBJECTIVE & OBJECTIVE DATA: As objective data comes more into focus, how does subjective feel come into play, and how are the two combined to create desirable vehicles?

R&D PARADIGMS IN 2026: Specialists discuss the developments they’re working on, from more representative suspension testing to the adoption of AI in aero analysis

TRANSMISSION SIMULATION: One of the latest techniques being harnessed in new ways is meshless CFD, as ATTI discovers

Note to iPad and iPhone readers: to view this digital edition with the latest interactive features, please ensure you have upgraded your tablet or iPhone to at least the iOS 5 Operating System.

Note to Android tablet and Android phone readers: to view this digital edition with the latest interactive features, please ensure you have upgraded your tablet or Android phone to at least the Version 4.0 Operating System.

As the automotive industry accelerates toward electrified, autonomous and software-defined vehicles, the exhibition highlighted the growing importance of advanced testing technologies, simulation tools and integrated validation strategies. Across the show floor, companies presented solutions covering the full development cycle – from early-stage simulation and virtualization to component testing, durability evaluation and full-vehicle validation.

Automation, digital engineering workflows and data-driven development environments emerged as key themes as manufacturers seek to shorten development cycles while maintaining safety, reliability and regulatory compliance.

The accompanying conference program provided technical insight into emerging topics including autonomous driving technologies and electric vehicle safety evaluation, reinforcing the event’s role as a platform for both technology demonstration and industry knowledge exchange.

Exhibition highlights

The exhibition floor showcased a wide range of technologies supporting the development and validation of next-generation vehicles.

Seoul Industrial Engineering highlighted its thermal management testing technologies designed for modern electrified vehicle systems. The company develops test equipment used to evaluate cooling and heating performance across key components including batteries, motors and inverters.

The growing importance of thermal management reflects the industry’s transition toward electrified powertrains. Sang-Taek Oh, CEO and head of the R&D Center at Seoul Industry Engineering, noted that the shift from combustion engines to electric vehicles has significantly increased the role of thermal management in vehicle development.

“As electrification advances, thermal management for batteries, motors and power electronics is becoming critical for vehicle performance and driving range,” he said.

With more than three decades of experience developing automotive test equipment, the company continues to expand its portfolio to support emerging requirements in energy management and electric powertrain validation.

GeneSys Elektronik showcased its ADMA GNSS-aided inertial measurement systems, widely used for vehicle dynamics testing, ADAS development and validation.

The company also introduced SensorX, a detector designed to identify audiovisual warning signals inside vehicle cabins. Such technologies support the testing and validation of increasingly sophisticated driver assistance and safety systems.

GeneSys highlighted Korea as an important market for advanced vehicle testing technologies and emphasized the value of engaging directly with OEMs, Tier 1 suppliers and engineering specialists during the exhibition.

Elsewhere on the show floor, companies including Vector Korea, Hioki Korea, Innosimulation, Suresoft Technologies, Autocrypt, Tosun, imc Korea, ETAS Korea and dSPACE Korea presented technologies supporting ADAS and autonomous vehicle testing, electrified powertrain development, NVH and durability analysis, as well as simulation and digital twin platforms.

Together, the exhibits reflected the increasing complexity of modern vehicle systems and the growing demand for integrated testing and validation tools capable of supporting both hardware and software development.

Conference insights

The Automotive Testing Expo Korea conference delivered a series of technical discussions addressing the evolving challenges of vehicle testing and development.

In a keynote presentation, Dr Jeong Dan Choi from the Electronics and Telecommunications Research Institute explored the evolution of autonomous driving technologies. She highlighted how the industry is moving away from isolated functional modules toward large-scale AI models and end-to-end architectures trained on extensive real-world datasets.

According to Choi, the next stage of autonomous driving development will depend heavily on access to large-scale data and open ecosystems that allow companies and research institutions to collaborate on model development and real-world validation.

Lee Eundok, research fellow at the Korea Automotive Testing and Research Institute (KATRI), presented the latest developments in the KNCAP safety evaluation framework for electric vehicles.

With EV adoption continuing to grow under Korea’s Electric Vehicle Distribution and Promotion Policy, Lee emphasized that safety evaluation frameworks must evolve alongside new vehicle technologies.

“As electric vehicle sales continue to increase, improving safety remains essential,” Eundok explained. “The evaluation strategies introduced through KNCAP aim to strengthen vehicle safety in Korea and contribute to safer vehicles globally.”

He also noted that technical forums such as Automotive Testing Expo Korea provide valuable opportunities for engineers, regulators and industry leaders to exchange ideas and collaborate on improving vehicle safety standards.

Visitor feedback

Visitors from OEMs and Tier 1 suppliers highlighted the value of the event in providing access to both new technologies and expert knowledge.

An engineer from BMW Korea working on cybersecurity certification said the conference sessions and exhibition were particularly relevant to current industry challenges: “With increasing requirements related to cybersecurity and autonomous driving technologies, we were interested in the seminar sessions organized during the expo,” he said. “There are many relevant companies here, and we were able to gain useful insights and explore solutions that support our work.”

Meanwhile, a thermal management engineer from Hyundai Mobis noted that the exhibition provided an opportunity to explore new testing approaches and measurement technologies: “Many of the systems on display are more advanced than the equipment we currently use,” he said. “It was valuable to see a wider range of technologies and consider solutions that could improve our testing and development processes.”

Looking ahead

Automotive Testing Expo Korea 2026 highlighted the rapid evolution of vehicle testing and validation technologies as the automotive industry continues its transition toward electrification, autonomy and software-defined vehicle architectures.

Across both the exhibition and conference program, the event demonstrated how simulation tools, integrated measurement systems and automated validation environments are becoming essential components of modern vehicle development.

Information about the next edition of the event will be announced on the Automotive Testing Expo Korea website