“TraXon 2 Hybrid delivers a clear advantage for high‑mileage operations by substantially reducing CO2 emissions while maintaining cost efficiency,” said Christian Feldhaus, vice president of transmissions and hybrids at ZF Commercial Vehicle Solutions. “Based on our ongoing discussions with vehicle manufacturers, fleet operators and industry bodies, we see hybrid technologies providing a clear and practical pathway toward significant emissions reduction in future heavy‑duty transport.”

Emissions-saving technology

The TraXon 2 Hybrid builds on the all-electric TraXon 2 platform. The hybrid system enables electric-only driving in urban zones while retaining combustion operation for long-distance transportation.

ZF test evaluations confirmed that the system supports substantial CO2 reductions in long-haul and distribution applications when operated with consistent recharging. The PHEV system can reduce CO2 emissions by up to 47% in long-haul transportation and up to 73% in distribution transportation. This supports the European fleet emissions targets for 2030 and provides flexibility for future toll and tax regulations.

The TraXon 2 Hybrid builds on ZF’s e-mobility platform, which includes electric central drives such as CeTrax 2 and AxTrax 2 e-axles, and supports applications where full electrification is not yet practical across all routes. For fleets with limited investment capacity, it also enables a gradual transition to electrification, including operational, dispatch and charging adjustments.

The hybrid platform integrates an in-house-developed electric motor and operates at 600-800V, with 190kW continuous power and higher peak output. Positioned in a P2 layout between the clutch and transmission, the electric motor enables pure electric driving up to 12th gear and supports regenerative braking for improved efficiency. The combustion engine operates according to the vehicle’s driving strategy and provides range for long-haul applications. The system is designed to improve overall efficiency and reduce CO2 emissions while retaining the range and refueling flexibility of a combustion engine. It can be combined with diesel, HVO/e-fuels, CNG/LPG and hydrogen combustion engines.

In related news, Agillence and Toyota Motor Europe partner on logistics optimization software

The new steering feel benefits driving dynamics, maneuvering and parking. With steer-by-wire, the steering effort required from the driver can be further reduced and the driver no longer needs to adjust their grip on the steering wheel when turning. Vibrations caused by uneven road surfaces, which were previously transmitted to the driver via the steering wheel, can now be eliminated.

Steer-by-wire also reshapes the interior. A flatter steering wheel rim opens up space for the driver, improving their view of the driver display and making it easier to get in, or out.

Suspension specialists have tuned the steering ratio for different driving conditions, which works in conjunction with standard rear-axle steering – at higher speeds, the rear wheels steer in the same direction as the front wheels to improve stability.

The steer-by-wire system has completed over 1,000,000km of testing (over 621,000 test miles) on test benches, test tracks and in overall vehicle validation in road traffic. To ensure it meets the brand’s strict safety standards, the design uses a redundant system architecture in addition to high-precision sensors and powerful control units. These two signal paths ensure steering capability is always guaranteed. Lateral control is also possible through rear-axle steering and targeted wheel-specific braking interventions via the ESP.

In addition to the optional steer-by-wire system, the Mercedes‑Benz EQS continues to be equipped with electromechanical steering as standard.

Airbag structure and safety standards

In the EQS, Mercedes‑Benz uses the steer-by-wire technology for a flattened, more compact steering wheel and combines it with a newly developed airbag structure. Since the airbag can no longer support itself on a closed steering wheel rim, an internal support and folding architecture takes over the controlled shaping during deployment.

The airbag’s routing, folding pattern and mounting points are designed to ensure stable and consistent deployment, even without the upper steering wheel rim. The system remains integrated into the steering wheel hub and meets the brand’s safety requirements despite the revised design.

Related news, Rivian-Volkswagen joint venture completes SDV architecture winter testing

Key updates include enhanced GUI flexibility, enabling users to switch between plane strain and axisymmetric analysis directly within the interface, even after opening an existing data file. This improves adaptability as design assumptions evolve during analysis. Workflow efficiency has been improved with support for space characters in file and directory names, simplifying file management, and the ability to delete multiple settings simultaneously in the model setting field reduces repetitive manual operations. Advanced post-processing tools feature new animation controls enabling precise adjustment of step increments and frame intervals for clearer visualization of results. A new measurement function also enables users to calculate the distance between any two selected nodes across time steps. Improved visual clarity with updated contour settings introducing overflow and underflow color controls ensures that extreme values remain clearly distinguishable during result evaluation.

A case study with Yazaki demonstrates how digital validation using NewtonSuite eSeal can reduce rework, limit physical testing and build stakeholder confidence throughout the OEM collaboration lifecycle.

In an exclusive, Naomichi Taketa, account manager at NewtonWorks Corporation, explores what the role of the modern mechanical design engineer is in 2025

The automotive industry is moving towards the supply of passenger cars with a higher-voltage electrical system, a 48V system, rather than the traditional 12 V systems, offering thinner power supply cables and reducing wire harness weight. However, in-vehicle networks must handle higher-voltage shorts, and loss of ground (GND) is a concern. As a result, PMA sublayer components – such as PHYs, system base chips (SBCs) and standalone transceivers – must be designed to survive these conditions.

The CiA specifications will extend the existing requirements given in ISO 11898-2 (CAN) and ISO 17987-4 (LIN), and CiA will specify related test cases for 48V shorts and loss of GND.

The SIG is chaired by Marko Moch, working with Cariad, a VW Group member.

Related news, Emerson expands NI PXI platform with lower-cost, high-performance test hardware

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)

CCC defines how vehicles interact with devices and the world through standardized, secure and convenient connectivity solutions.

The event brings together automotive and technology companies to conduct real-world interoperability testing of the CCC Digital Key – the global standard for secure, smart device-based vehicle access.

Participating companies include: Accenture, Apple, Aumovio, BMW Group, Dekra Testing and Certification, Ellisys, General Motors, Google, Hyundai Motor Company, Marquardt, Mercedes-Benz, Motorola Mobility, Rivian Automotive and Volkswagen Group of America.

This Plugfest continues CCC’s effort to strengthen CCC Digital Key Version 4 interoperability and certification readiness. Throughout the week, members have been evaluating V4 implementations across both Version 3 and Version 4 devices – generating insights that will help identify potential interoperability device list (IDL) end user devices, which serve as trusted reference devices for validating conformance and interoperability.

“As demand for secure and seamless vehicle access accelerates across the vehicle and mobile industries, events like Plugfest 16 are essential to ensuring CCC Digital Key continues to meet the needs of our global membership,” said Alysia Johnson, president of CCC. “We’re also grateful to Rivian and Volkswagen Group Technologies for hosting this week’s event here in Silicon Valley, where hands-on collaboration helps advance the next phase of interoperability.”

Plugfest 16 testing activities have included CCC Digital Key V4 interoperability testing – cross-version evaluations of V4 and V3 implementations to assess real-world compatibility and identify IDL candidate devices; bluetooth LE sniffing validation – structured full-day sessions to analyze communication behavior, resolve remaining test case issues and support future certification needs; updated near-field communication (NFC) scenarios – testing refined NFC use cases based on findings from recent Plugfests, alongside passive entry and remote keyless entry test cases; ultra-wideband (UWB) tool evaluations – vendor demonstrations showing how UWB equipment can support member development and future certification processes; and authorized laboratory participation, with CCC-authorized end-to-end laboratories, including Dekra, one of the first North American labs to earn authorized test lab (ATL) status, executing published test cases with IDL devices and CCC-approved tools.

“Plugfest 16 allows members to validate CCC Digital Key V4 in real-world conditions,” said Ganesh Venkatesan, technical director for CCC. “Bluetooth LE sniffing, updated NFC evaluations, UWB tool testing and lab-led checks all help refine implementations and move the ecosystem closer to certification readiness.”

CCC’s Plugfests provide member companies with a structured environment to validate interoperability, identify implementation issues early and contribute to the refinement of technical specifications, test documents and tools.

Read more about the hidden challenges of backend validation and interoperability in digital key ecosystems, which were explored at CCC Plugfest Europe late last year

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The cooperation covers testing of mechanical coupling devices such as fifth-wheel couplings, tow balls and tow eyes in accordance with UN ECE Regulation No. 55, including handling of the type approval process with German authority Kraftfahrt-Bundesamt (KBA). Durability testing of homologation-relevant vehicle modifications for national type approval, such as suspension springs or increased towable masses, is also included in the partnership.

The ThyssenKrupp Automotive Systems Test Center in Essen has been performing durability testing from planning through execution and documentation for many years. Since 2006, the Test Center has been accredited as a testing laboratory according to DIN EN ISO/IEC 17025 for mechanical-technological examinations of vehicle components and systems, including servohydraulic test equipment and durability analyses using actuation and load tests.

“With the ThyssenKrupp Automotive Systems Test Center, we are expanding our partner network to include a laboratory with exceptional experience in durability testing,” said Stefano Mastrogiovanni, the MD of ALEE. “The partnership enables us to conduct type approval procedures more efficiently and with the highest technical quality.”

Dr Jan Kurzok, head of the ThyssenKrupp tech hub, added, “Through the collaboration with ALEE, we can directly integrate our test results into approval processes and support customers in the homologation of components in a targeted manner.”

In the March 2025 issue of ATTI, a selection of industry professionals were asked their top durability test tips 

Among the disruptive forces that are reshaping the automotive industry, electrification is entrenched and unrelenting. Market demands as well as safety and environmental legislation are calling for all cars – from entry-level to premium models – to become smarter, more assistive, more connected and sustainability conscious. To deliver these values, car makers are adding more sensors, computing power and communication capabilities, and electrifying more subsystems, from water pumps and power steering to the entire drivetrain.

It’s a trend that presents opportunities for electronic component manufacturers and assembly builders in the automotive supply chain. Among the challenges, the industry’s high-quality expectations and unit-volume demands call for test capabilities that are fast and extremely accurate, and able to correctly identify good units and any that have defects. This needs to be accomplished with minimal errors or time-consuming rechecking to rectify false NG results.

Improving tests of advanced electronics  

Contact test solutions for advanced equipment using probes could prevent suppliers from meeting their objectives, as test contact points are becoming smaller, more closely spaced and more difficult to reach with conventional sprung test probes (Figure 1).

Furthermore, connecting with the DUT at a single point creates an unreliable solution. All types of electronic devices are affected, from semiconductor wafers to ECU modules, as component geometries are being reduced and PCB assemblies are more densely populated. Also, intricately designed vibration-proof connectors used within the automotive industry present difficulties for probes to achieve contact when placed on the test fixture (Figure 2).

Problems with sprung test probes or pogo pins are already common. The pins often fail to make proper contact with the test point. Based on actual research, only 80% of occasions when tests are performed using standard pogo pins result in the DUT being correctly classified. Such errors result in high false NG rates that require investigation and re-testing. In addition, the typical lifetime of a pogo pin can be about 100,000 cycles. At automotive mass-production volumes, this can demand frequent stoppages for replacement. Inaccurate results and frequent stoppages both impair productivity and cause delivery delays.

Also, the contact resistance due to conventional pogo pin structure can be inconsistent and is not usually less than 70mΩ, which can prevent testing of assemblies where contact resistance needs to be low. A generally accepted practicable minimum diameter for conventional sprung pins is about 0.35mm. Reducing the size can prevent reliable contact with test points as the probes can become fragile, leading to more frequent malfunctions and breakages. And yet, smaller test pins are required to meet future demands. An alternative is needed to ensure efficient, fast and accurate contact testing.

Pin limitations

Conventional pogo pins are carefully designed to possess compliance that allows tolerance for a small amount of positioning error, as well as spring force to press against the DUT test point and ensure a robust electrical connection with low ohmic resistance. However, the mechanism adds complexity to the design and seizing or other malfunctions are possible as the DUT is placed on the test fixture. The pin can break or the spring may fail if positioning error or force is excessive. Further reducing the mechanism size to permit closer positioning needed to test densely populated boards results in the pin being more fragile and more easily broken.

Creating an alternative that overcomes these limitations while also supporting the drive toward smaller geometries is not easy or trivial. A suitable pin must provide adequate compliance to let the pin find its place against the test point as well as ensuring adequate and consistent contact force. At the same time, durability needs to be improved to minimize stoppages to replace broken pins and prevent false NG results that can result from poor electrical contact and inconsistent contact resistance.

A new type of test pin made with a specially developed electroformed (EFC) metal alloy and fabrication process now presents a solution to meet these demands. The custom material provides mechanical properties comparable to 304-grade stainless steel (SUS304/SS304) and meantime electrical properties achieving great conductivity at copper level. The combination of alloy properties and dedicated pin design (Figure 3) enable one-piece pins that eliminate the size restrictions and potential for seizing associated with the conventional spring mechanism.

Optimized electrical parameters 

The pins enable test engineers to create high-reliability test fixtures with a pitch down to 0.175mm. Because the pins have been shown to make proper contact with the test point on over 99.8% of test operations, the risk of false NG results from poor pin contact is greatly reduced. Also, with a lifetime easily reaching 500,000 cycles depending on application and design, their longevity improves efficiency and reduces stoppage time. The one-piece design ensures consistent electrical parameters and extremely low-contact resistance, typically about 30mΩ, which is suitable for testing products like OLED panels. Moreover, flexibility to optimize all aspects of the pin size, shape and tip design mean the pin properties can be adapted for a wide variety of applications.

EFC pins are suited to pin blocks and complete custom sockets for board-level testing and are also used in optimized fixtures for IC and other component testing, or even device test. They have been designed for testing high-end modules with high transmission speeds, as well as high-power electronics at levels much above 2A per pin for unique bundle structure, meantime reaching the highest testing durability.

There is also an off-the-shelf product. The unique test socket for USB Type-C connections combines EFC pins with resin pin tips and a special floating head mechanism that enables 1° of tolerance in X-Y positioning (Figure 4). The floating head ensures fast and faultless insertion to avoid stoppages when used in test equipment while the special internal pin structure extends the endurance of testing sockets compared to existing means.

Conclusion

Pogo pins have a long and distinguished record in the history of electronics testing and can continue delivering high levels of performance in many applications. At the cutting edge, however, the geometries of the latest components and assemblies are becoming too small for conventional pins.

Creating a suitable solution has demanded innovation both in materials science and electroforming production processes. New one-piece EFC pins allow test-point spacing as small as 0.175mm, with lower contact resistance than pogo pins, and enhance positional accuracy, resilience and reliability. Using custom shapes and tip profiles, these pins can reach difficult areas such as inside complex connectors, and can meet demanding applications such as high-frequency or high-current testing. Product manufacturers can experience fewer false NG calls and fixture repairs, raising efficiency, productivity and delivery performance.

Look out for a feature in the November issue of ATTI on how Stellantis ensures the robustness, reliability and compliance of EE components and systems through systematic validation and virtualization. Read the September edition for FREE here

“When we made the plans for this new testing center here, it was clear we needed a country road that is dark during the day and night-time,” said Stefan Töpfer, head of light systems. “It was clear we need a country road that is dark during the day and night time.”

That simple goal – to recreate a stretch of unlit countryside inside a building – drove every design decision that followed in the development of the new facility. At 135m long and 14m wide, the tunnel is large enough to replicate the full beam reach of a vehicle’s headlights, enabling engineers to study how light behaves at different heights, angles and intensities.

“The range of a low beam light distribution is between 65m and 80m, depending on the mounting of the headlamp,” explained Töpfer. “The higher the headlamp, the more the range – this is due to legislation. For motorway use, we go up to roughly 135m. That’s why we chose that exact length for the building because we need to be able to evaluate the entire beam.”

Asphalt that pretends to be old

At first glance, the road surface looks standard. But beneath the tires lies one of the tunnel’s most unusual engineering challenges.

“It looks like normal asphalt, but there are two very special things about it,” Töpfer said. “It’s harder than normal asphalt to avoid sink marks. The downside is that it’s not frost-resistant. The second thing – and this was more challenging – is that new asphalt is deep black and absorbs nearly everything that comes from the light, so you can’t use it for evaluation. So, the goal was to build a used road within a completely new building.”

Recreating that “used” look meant simulating years of sunlight, rainfall and vehicle wear, without ever driving cars through the tunnel. “We did many investigations,” he continued. “Normally outside you have sun exposure, you have rain, and you have hundreds or thousands of vehicles traveling the road every day. We couldn’t just open this facility and drive back and forth to age it naturally.”

Instead, engineers performed dozens of trials, testing different artificial aging methods. “Finally what we came up with was a grinding machine,” he said. “We took off the upper layer of this completely new asphalt so the small stones became visible, and it’s no longer deepest black – it gets this grey, used look. That’s what we need for light evaluation.”

Aligning the light

Precision is everything inside the tunnel – down to the degree, or more precisely, the hundredth of a degree.

“It’s really important that we have the adjustment of the headlights,” said Töpfer. “This is a process normally done in production. The headlamps can be moved up and down, vertically and horizontally. Here we’re often mounting and dismounting headlamps, so we have to be sure they’re perfect.”

A dedicated alignment system lifts the rear axle with pneumatic pressure, ensuring the car sits exactly in position. “The accuracy of this measurement system is 0.01°,” he said. “That means a deviation of less than 2cm over a distance of 100m – a really high precision machine.”

Using mirrors attached to the rear wheels, red sensors track alignment. On a monitor above, a green light confirms when everything is perfectly positioned. Only then does testing begin.

The cut-off line

A new GLC with the company’s second-generation digital light technology was used as a demonstration.

“I want to draw your attention to the so-called ‘cut-off line’. It’s always interesting to see how much light accumulates in the area directly below that line, because this defines the range of the beam.”

According to Töpfer, the team also studies the beam’s width – a crucial factor for detecting pedestrians or obstacles at the road’s edges. “Homogeneity is always a big topic for a lighting system,” he said. “We need a very even illumination without dark spots or bright areas. That’s what makes driving at night comfortable.”

Adaptive intelligence 

Modern headlamps are more than static beams; they are intelligent systems that adjust shape and intensity on the fly.

“In a city, you’re not driving fast, so the range is less important, but width matters because there might be pedestrians,” Töpfer commented. “Then when we go back to a country road, range becomes key. We also have a special light distribution for the motorway. For this, we use the full 135m of the light center.”

“One projection creates a light carpet about as wide as the vehicle, including the mirrors,” he explained. “Imagine you’re driving on a motorway through a construction zone – this helps you navigate the narrow space. From the driver’s seat, it looks like a perfectly proportioned arrow, but if you stand to the side, the shape appears distorted. We optimize these projections for the driver’s viewpoint.”

The moveable reflective booth enables engineers to test different materials and geometries without stepping outside.

The new light testing tunnel enables projects to be completed far more quickly – an invaluable advantage for the development team. “Planning is far easier,” said Töpfer. “We used to have to cancel testing if it started raining.”

A feature exploring Mercedes-Benz’s Immendingen initiative and its latest testing innovations will appear in the November edition of ATTI.

More on the facility in, Mercedes-Benz opens €10.5m light testing facility in Immendingen

With more than 250 solution providers, The Future of Automotive Testing Conference and the Innovation Showcase, it’s the ideal place to discover new solutions, share ideas and build valuable connections.

There will truly be something for everyone, whether you’re an NVH specialist seeking new acoustics testing tools, an EV engineer in need of high-voltage test equipment, an ADAS expert looking for the latest lab systems, or a simulation specialist in need of a tool or a test driver searching for a new vehicle rental partner.

The Innovation Showcase will take place on day one and day three, enabling visitors to learn more about some of the latest technologies on display. Its interactive format is always a big hit. On day two, ATTI will host The Future of Automotive Testing Conference, beginning at 9:55am with an onstage interview featuring ATTI columnist Jon M Quigley, and with a program that features a wealth of influential industry figures.

Serving as the testing sector’s foremost communications platform, ATTI will also report live news throughout the show and gather intelligence for upcoming magazine issues. Don’t hesitate to share your ideas or news with ATTI.

For a comprehensive preview, see the September edition of Automotive Testing Technology International magazine.

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