For autonomous platforms built without a steering wheel or traditional foot controls, the mandate for a physical cabin interface disappears. Crucially, however, the physical stopping distances that vehicle dynamics and computer-aided engineering (CAE) teams validate against remain entirely unaltered. For testing departments, the challenge is structural: while the physical targets haven’t moved, the actuation command, data instrumentation and type-approval certification package must be completely reengineered.

Bridging the legacy gap

First issued in 1995, FMVSS No. 135 defines stopping distance as the exact interval between the moment force is applied to the physical brake control, to the point at which the vehicle comes to a complete stop. The historic framework relies on that force originating from a foot-operated control. Although this works seamlessly for driver-operated setups, it introduces severe engineering anomalies for ADS platforms where braking commands manifest as electronic controller area network (CAN) packets routed to a linear actuator.

Furthermore, NHTSA acknowledges that for fully autonomous robotaxis, a physical pedal assembly represents an active cabin safety hazard. An occupant accidentally or intentionally depressing a legacy pedal during automated operations could induce severe systemic conflicts, overriding or corrupting the safety logic of the automated driving system.

Evolving definitions of actuation

The new NPRM restricts traditional foot-pedal and manual parking brake rules strictly to vehicles maintaining physical controls. For purpose-built ADS vehicles, the service and parking brakes must be triggered exclusively by onboard computing architectures, with external remote command signals strictly precluded.

To bridge the engineering gap, the proposal introduces a broader definition of a ‘service brake control.’ For pedal-less designs, this includes any physical or solid-state component that translates an incoming electronic command into mechanical input for the hydraulic or brake-by-wire system. Track testing and laboratory procedures will be modified accordingly: standard pedal-force requirements will be set aside in favor of manufacturer-provided specifications defining baseline control inputs. Additionally, the traditional dashboard warning telltale must be engineered to be clearly visible from any designated seating position inside the cabin.

The physical limits of braking performance remain untouched. A pedal-less robotaxi must continue to demonstrate a cold-effective stopping distance of 70m or less from an initial velocity of 100km/h. Thermal fade requirements remain equally rigid, demanding that at least one of two consecutive hot stops from 100km/h registers at 89m or less. Wheel lockup constraints remain capped at 0.1 seconds above speeds of 15km/h, and manual anti-lock braking system (ABS) override controls remain strictly banned.

The data instrumentation challenge

While the physical performance dimensions of the NPRM are unambiguous, establishing compliant verification procedures introduces serious friction for track-test engineers. Legacy testing protocols rely heavily on a calibrated load cell mounted directly to a physical pedal to measure normalized occupant force. In an ADS vehicle, that physical force is replaced by a decentralized network command, be it a target deceleration rate, a specific torque request sent directly to a brake-by-wire module, or a positional target for a master-cylinder actuator.

Currently, there is no standardized industry consensus identifying which digital bus signal represents the definitive equivalent of a human ‘panic stop’ application. In response, NHTSA has opted to defer to individual OEM specifications. While this approach maintains strict technology neutrality, it shifts a substantial engineering burden onto the regulatory certification package. Homologation teams must clearly define a ‘maximum input’ condition that aggressively stresses the hydraulic lines, document all underlying signal architectures, and satisfy compliance auditors that the chosen software state genuinely simulates a worst-case emergency stop. Consequently, third-party compliance testing facilities will require comprehensive access to proprietary signal dictionaries to inject these explicit commands directly onto the vehicle network bus alongside existing deceleration and wheel-speed data acquisition (DAQ) channels.

The thermodynamic compensation conundrum

This operational paradigm shifts the focus toward brake fade and thermal recovery tests. Traditional testing stresses thermal margins through predictable, repeated manual pedal applications. Conversely, an autonomous vehicle governed by an integrated deceleration controller will dynamically adapt to fading friction coefficients by automatically ramping up its internal line pressure or torque requests to hit its deceleration targets.

This behavior forces a technical impasse that the industry must resolve: should the controller’s active thermal compensation logic be considered a native component of the system under evaluation, or must that closed-loop logic be inhibited during compliance validation to isolate and characterize the raw, underlying hardware? The current NPRM leaves this operational parameter unresolved, creating a vital target for industry feedback.

Strategic action before the deadline

The proposal explicitly sidesteps how passengers might interact with an emergency-stop sequence or how the ADS core should arbitrate such inputs. For the immediate future, any unforeseen passenger-interaction risks will fall under NHTSA’s broad defect enforcement authority, while a comprehensive, dedicated ADS performance standard is drafted for long-term implementation. Ultimately, the revised FMVSS No. 135 framework validates whether an autonomous vehicle is mechanically capable of stopping within a safe physical boundary once a command propagates; it does not evaluate whether the perception stack or path-planning software calculated that command at the appropriate timestamp.

Formal industry comments under docket NHTSA-2026-0728 must be submitted by July 27, 2026. This proposal marks the fifth standard modernized under the AV Framework, yet it represents the absolute first iteration where hardware removal alters real-world physical performance measurements rather than secondary cabin convenience features. For engineering units inside OEMs, Tier 1 system suppliers and testing laboratories, focus must remain on providing highly granular feedback regarding signal documentation baselines, closed-loop compensation parameters during thermal degradation, and standardizing passenger-system interactions. The physical removal of the pedal makes for an easy headline, but the underlying narrative is a complex, line-by-line adaptation of a 1995 protocol to an entirely digital machine.

Sources

• NHTSA Notice of Proposed Rulemaking, “Federal Motor Vehicle Safety Standards; Modernization of FMVSS No. 135 To Accommodate ADS-Equipped Vehicles,” Federal Register, 26 June 2026 (Docket NHTSA-2026-0728).
• NHTSA press release, “Trump’s Transportation Department Launches Commonsense Updates to Brake Pedal Requirements for AVs,” 25 June 2026.
• 49 CFR § 571.135, “Standard No. 135; Light vehicle brake systems.”
• Sidley Environmental, Health, and Safety Brief, “NHTSA Proposes Amending Federal Brake Standards for Autonomous Vehicles,” 29 June 2026.

More on safety standards and passive safety testing in this year’s edition of Crash Test Technology International, the sister title to ATTI. Read both magazines online

The new protocols categorize testing around four Stages of Safety. Safe Driving assesses how well the vehicle supports the driver and passengers to provide a safer driving experience; Crash Avoidance evaluates how effectively the vehicle identifies hazards and helps prevent or reduce the severity of a crash; Crash Protection looks at how well the vehicle’s structure, airbags and restraints protect occupants and other road users during a collision; and Post Crash examines whether the vehicle’s design and onboard systems can assist emergency responders in treating occupants after a crash.

BMW iX3

The Neue Klasse BMW iX3 50 xDrive delivered an outstanding performance across all stages of the assessment and may be BMW’s safest car to date, said Euro NCAP.

In Safe Driving, the iX3 was praised for its dedicated physical controls for the indicators, hazard lights, horn, headlights and gear selectors, scoring 73%. Its driver monitoring proved effective at detecting driver fatigue and impairment, though it demonstrated lower sensitivity toward short-term visual distraction. During a 2,000km real-world road trial across Italy, France, Germany and Austria, its speed limit assist function identified signage changes correctly in 86% of instances, covering 97% of the driven distance.

According to Euro NCAP, the vehicle’s Crash Avoidance technologies performed well, with its autonomous emergency braking system exceeding the new requirements and showing good mitigation across vehicle-to-vehicle, junction-turning and motorcycle collision scenarios. Euro NCAP also rated pedestrian and cyclist protection favourably, along with the lane departure avoidance system. The vehicle scored 83% in this category.

In Crash Protection, the BMW iX3 scored 86%. It achieved maximum points in all side-impact evaluations, supported by a standard center airbag designed to prevent occupant-to-occupant impacts. Frontal offset testing showed good or adequate protection across all adult body types. The car fell short of full marks in the full-width test due to a marginal driver chest score of 85%, despite earning maximum points for both rear child dummies.

The vehicle scored an outstanding 95% in Post Crash safety. Its built-in e-call setup reliably coordinates with first responders. The electric high-voltage architecture executed very good battery isolation – essential to help minimize the risk of fire – while all electrically actuated door handles extended and remained fully operable post-impact, complemented by an accessible manual override release.

Zeekr 7GT

The Zeekr 7GT Privilege AWD showcased high-performing software intelligence and excellent overall structural crashworthiness.

For Safe Driving, the Zeekr 7GT scored 79%. Its driver monitoring system received maximum marks for detecting acute visual distraction, fatigue and drowsiness. The vehicle also includes sensors that flag incorrect lap-only seatbelt use, a manual front passenger airbag cut-off switch for use with rear-facing child restraints and standard child presence detection designed to alert bystanders if a child is left in the vehicle.

Many of the Zeekr 7GT’s features are controlled through a central touchscreen rather than physical switches and buttons, which resulted in a lower score for general vehicle controls. Over roughly 2,000km of real-world driving through Spain and France, its speed assist system correctly identified speed limit signs in 79% of cases, corresponding to 89% of the total distance covered.

In Crash Avoidance, the 7GT scored 89%. Euro NCAP noted its autonomous emergency braking performed strongly across frontal, reversing and intersection scenarios, and its dooring prevention system successfully warned occupants before opening doors into the path of approaching cyclists.

In Crash Protection, the 7GT scored 93%, achieving maximum points in side mobile barrier, side pole and far-side occupant impact tests, aided by its center airbag configuration. Frontal offset testing showed good or adequate protection for adults and full marks for both rear child dummies. Virtual modeling and sled testing across the 5th, 50th and 95th percentile occupant sizes were used to assess structural performance.

In Post Crash safety, the 7GT matched the BMW iX3’s score of 95%, with automatic high-voltage isolation and automatic door unlocking. The car lost points only because its third-party service (TPS) e-call system did not achieve a maximum score.

“Automotive safety has evolved a great deal since Euro NCAP published its first test results in early 1997, and our organization is proud to have played a part in striving for safer vehicles and roads,” said Dr Aled Williams, program director, Euro NCAP. “We believe Euro NCAP’s latest testing protocols will play a key role in that journey toward safer cars.”

Recent news, RUF debuts 1,000hp boxer-eight engine at Goodwood Festival of Speed

Organized by FISITA and the EuroBrake Steering Committee, and held in Mainz, Germany, on June 1-3, the 14^th edition of EuroBrake gathered speakers, 110 exhibitors and 1,100 delegates to explore brake emissions, Euro 7 readiness, software-defined braking and integrated system design in a rapidly evolving field.

A clear message emerged: braking is no longer a standalone component, but central to safety, sustainability, vehicle performance and intelligent system architecture.

Safety first

The plenary session discussed brakes as the baseline for vehicle safety. “As tech advances, safety advances,” said Jan Münchhoff, EuroBrake chair and head of development functions assisted driving and parking, active safety, at Audi. “Brake systems are integrating with software and creating safer, cleaner environments.” For example, speaker Tomohiro Yokoyama, brake-by-wire project manager at Toyota, proposed a brake-by-wire (BBW) solution to address brake misapplication among elderly drivers.

The next emissions frontier

EU data revealed brakes and tires account for nearly half of total particle emissions. To address this, Timo Schmidt, manager for e-drive system design and testing, and Niels Schreuders, project lead for in-drive brake, at Mercedes-Benz, proposed an in-drive brake concept, moving the brake system into the e-drive system, significantly reducing rear axle emissions. Enhanced vehicle dynamics are required to scale the concept. “A torque vectoring module could improve agility and predictability while acting as a differential on the rear axle,” said Schreuders. 

Sustainability also creates challenges. Arianna Pavesi, a materials specialist at Brembo, shared how recycled aluminum alloys can negatively affect the mechanical performance of brake callipers.

Beyond stopping

An OEM panel addressed customer expectations, regulation, cost, electrification, software-defined vehicles and automated driving. Albert Schlecht, head of brake system development at Audi, emphasized high-integration to connect functions, whereas Thomas Sprengel, senior chassis expert at Nio, highlighted pressure to adopt technologies such as brake-by-wire (BBW) to meet customer expectations.

Disruptive technologies include brake-by-wire, open-system architectures, motor disc brakes, in-drive braking concepts and AI-driven development, as well as the need for BBW standardization. Panelists agreed AI’s role lies in accelerating development and optimization rather than safety-critical decision-making. And FISITA CTO Martin Kahl noted, “Braking is evolving from a friction product to an intelligent, electronic system at the heart of vehicle development.”

Reinventing braking

A strategy panel explored how disruptive development pathways rethink system innovation beyond the friction pair. Nico Waegerle, CEO and co-founder at Certivity, said AI can accelerate product compliance but that human-in-the-loop is essential and Frank Beier, developer of actuation and brake components at Volkswagen, noted that reinvented pedal boxes are a major component in future BBW systems. 

Christof Danner, a technical expert in brake systems at the Austrian Center of Brake Competence, said Euro7 is propelling new technologies such as coated discs, electromechanical brakes and alternative brake designs, but that issues remain with BBW brake pedal feeling and integration with all drive systems.

Tires, regulation and emissions

Braking distances depend heavily on tire wear, which was highlighted by Dr Ludovic Grèverie, vice president of technical operations – passenger car and light truck tires at Michelin, who underlined the need for tires optimized for braking performance.

Research from Stockholm University’s Wandera Kisimbiri showed VOC to PM10 emission ratios increase with braking intensity and pad composition, reinforcing the importance of brake particle regulation.

AVL also exhibited its fully integrated AVL Brake Test System, featuring the Particle Sampling Enclosure (see above), which minimizes particle loss and ensures homogeneous aerosol distribution, capturing all particle sizes. AVL’s business marketing specliaist Marina Gross said, “As a key contributor to GTR24 and UNR179 on brake emissions, AVL also presented its latest research, underlining its commitment to shaping future brake emissions regulations for light and heavy duty.”

Chassis integration

FISITA’s Advanced Chassis Technology Expert Group highlighted how integral braking is to the chassis ecosystem, with software-defining system behavior. “EuroBrake is the premier global forum for brake development and technical discussion,” said Fabio Squadrani, senior manager for braking systems at Applus Idiada and chair of this FISITA expert group. “This year spotlighted a fundamental shift across OEMs and Tier 1 suppliers: the recognition that brake systems are no longer standalone components, but integral elements within a holistic motion control ecosystem.”

Testing and development tools

Anton Tworek, a development engineer at MdynamiX, presented a unified approach to HIL- and DIL-connected testing of brake systems for robustness and driver acceptance, and noted that standard simulators aren’t fully suitable for brake development.

“The market needs to speed development,” said Tristan Schwandke, head of sales and marketing at Mdynamix. “Our HiL solutions increase efficiency by bridging SIL/MIL to real testing. Chassis systems, such as steering and braking, are integrated in a real-time simulation environment with DIL. You can calibrate/tune ECUs and test drive in one loop.”

Process tools

Advanced image processing and deep learning techniques for corrosion detection and evaluation of brake discs were presented by Brembo SGL Carbon Ceramic Brakes data scientist Lorenzo Rota and R&D testing laboratory head Giovanni Arena. “Cosmetic corrosion on brake pads should be measured for customer perception, benchmarking, and continuous improvement,” said Lorenzo. “A missing component in the testing workflow to meet the ISO standard is a quantitative, objective evaluation. Using main field image processing and AI, the most relevant KPI is the ratio between the corroded and total surface area.”

Beyond automotive

The event touched on passenger cars, commercial vehicles, bicycles, motorcycles, and trains. Klaus Jaeckel, manager of wheel brake systems at Daimler Truck, chaired the HDV session, and said, “Upcoming legislation on the regulation of brake particulate emissions has led to many HDV presentations. I have received excellent feedback from HDV OEMs, brake and lining manufacturers and universities.”

“Innovative solutions are taking braking away from the corners into the center of the vehicle, integrating it into the electric motor and transmission unit,” said FISITA CTO Kahl. “But more needs to be done for friction brake systems on current platforms and vehicles launched in the next few years.”

The EuroBrake Student Opportunities Programme (ESOP)

FISITA CEO Chris Mason shared how EuroBrake is supporting young engineers to learn about mobility and braking technology, through the Harald Abendroth Award as well as special recognition of the top three EuroBrake poster presentations and the top three ESOP poster presentations.

FISITA’s Intelligent Safety Group will be speaking at this week’s Autonomous Vehicle Tech Expo Europe, which will take place at the Messe Stuttgart, Germany, on June 23-25. 

Read more about Autonomous Vehicle Tech Expo Europe here.

Autonomous Vehicle Tech Expo, Automotive Interiors Expo and Automotive Testing Expo together comprise Vehicle Tech Week Europe, the continent’s landmark event for vehicle technology.

“For the BMW Group, the use of industrial data is a key factor in translating artificial intelligence into value creation,” said Dr Franz Decker, CIO and senior vice president of the BMW Group. “By combining our engineering datasets with Mistral AI’s model training capabilities, we are building specialized AI which supports complex development tasks.”

Complexity and data volume in crash simulation

Each week, BMW runs thousands of virtual crash simulations, generating vast amounts of engineering data. Over time, this has resulted in a historical dataset of over one petabyte of crash simulation data that provides highly detailed insights into vehicle structures and material behavior, forming a unique foundation for training an industrial AI model.

“As Industrial AI becomes the new frontier for AI, we are proud to partner with the BMW Group” said Marjorie Janiewicz, chief revenue officer of Mistral AI. “This collaboration shows how industry specific AI models can help solve complex engineering challenges such as crash simulation.”

Large industry model as a technical foundation

To scale this approach, the BMW Group is focusing on large industry models. These are AI systems trained on industry-specific engineering and simulation data from vehicle development and safety testing. Unlike general‑purpose AI systems, LIMs embed domain‑specific knowledge directly into the AI model. This requires not only industrial data, but also deep domain expertise and technical environments that enable AI systems to learn directly from BMW’s development processes.

Related news, Next-generation Helm.ai models deliver full-HD 360° synthetic driving environments

The recall follows independent crash testing carried out by Euro NCAP last year, during which the MG3 experienced a front-seat rail failure in a frontal crash test. This allowed the driver’s seat to become unlatched during the impact.

Following a detailed technical review, MG agreed with Euro NCAP’s findings that the issue could also occur in real life, and addressed the root cause with an improved design that was verified by Euro NCAP and eliminates any risk of the seat unlatching. The manufacturer swiftly implemented the change to production vehicles. MG has subsequently developed a repair for existing cars and worked with authorities in Europe and the UK to initiate a recall and repair campaign for affected MG3 models already sold to customers.

Owners of an MG3 built before August 2025 have been strongly advised not to ignore or delay the repair, and to contact their local MG dealer to check if their vehicle is affected and have the recall work performed.

“This was a significant safety flaw that Euro NCAP uncovered, and we were pleased with MG Motor’s robust response,” said Dr Aled Williams, program director at Euro NCAP. “Owners of the MG3 and MG3 Hybrid+ who haven’t heard about the vehicle recall or are still to take action should contact their local MG dealer, and they will confirm whether their car is one of the affected models and arrange repairs, if necessary, at no cost to the owner.”

In recent news, Audi A2 e-tron racks up the miles during validation testing

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

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

Regional updates and roadmap

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

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

OpenX updates

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

Simulation integration

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

ASAM ODS, MDF, CMP and digital twins

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

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

SDV diagnostics updates

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

ODD taxonomy and AV deployment

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

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

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

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

Simulation credibility

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

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

Research and collaborations

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

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

Industry collaboration continues at Vehicle Tech Week Europe

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

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

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

Learn about Vehicle Tech Week’s partnerships here.

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

Related news, EXPO REVIEW: Automotive Testing Expo Korea 2026

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

“At Waymo, we are committed to improving road safety, both for our riders and all those with whom we share the road. Part of that commitment is being transparent when incidents occur,” the company said in a statement. After the collision, the child stood up immediately, walked to the sidewalk and Waymo called 911.

According to the agency, the child ran across the street from behind a double-parked SUV during normal school drop-off hours and was struck by the Alphabet-owned Waymo autonomous vehicle. Other children, a crossing guard and several double-parked vehicles were present in the area.

Waymo explained, “The event occurred when the pedestrian suddenly entered the roadway from behind a tall SUV, moving directly into our vehicle’s path. Our technology immediately detected the individual as soon as they began to emerge from behind the stopped vehicle. The Waymo Driver braked hard, reducing speed from approximately 17mph [27km/h] to under 6mph [9.5km/h] before contact was made.”

NHTSA is opening a preliminary evaluation to investigate whether the Waymo AV exercised appropriate caution, given its proximity to the elementary school during drop-off hours and the presence of young pedestrians and other potentially vulnerable road users.

The agency said it plans to examine the vehicle’s “intended behavior in school zones and neighboring areas, especially during normal school pickup/drop-off times, including but not limited to its adherence to posted speed limits” and will “also investigate Waymo’s post-impact response.”

Waymo said a computer model suggested a fully attentive human driver in this same situation would have made contact with the pedestrian at approximately 14mph (22.5km/h).

“The vehicle remained stopped, moved to the side of the road and stayed there until law enforcement cleared the vehicle to leave the scene,” Waymo said.

The same day as the incident, the National Transportation Safety Board opened an investigation into Waymo after its robotaxis illegally passed stopped school buses in Austin, Texas, at least 19 times since the start of the school year.

In December, Waymo recalled more than 3,000 vehicles to update the software that had caused vehicles to drive past stopped school buses that were loading or unloading students, increasing the risk of a crash. NHTSA opened a probe in October into Waymo vehicles near school buses.

Related news, NewtonWorks adds advanced GUI and measurement features to NewtonSuite eSeal

Externally, the Plus is identical to the Euro NCAP-approved GST 120 platform, retaining the same chassis and dimensions. Key upgrades include a 13% increase in battery capacity to support the energy-intensive higher-speed tests, and an updated drivetrain using the latest brushless motor technology and optimized gearing.

Dr Andrew Pick, business director of track test systems at AB Dynamics, said, “The upcoming Euro NCAP 2026 protocols represent some of the biggest changes since the ratings scheme was introduced. When the GST was first accepted for NCAP testing back in 2018, it was designed and developed around the requirements at the time, but they have since expanded considerably. The industry needs a way to run these new high-speed scenarios, and the new GST 120 Plus is the first to be capable of that.”

The GST 120 Plus is the most powerful and fastest target platform on the market. Combined with ABS braking on each wheel for improved stability and shorter stopping distances, its performance minimizes the track length required to perform tests, which is a significant constraint on some proving grounds. The platform can reach the standard 80km/h test speed in under 130m.

The purpose of the GST platform is to enable safe, controlled and repeatable car-to-car tests. The platform carries a foam panel car (the Soft Car 360) that can be hit at high speed without causing damage to the test vehicle. The platform houses a control system that can accurately guide the vehicle along a pre-programmed course at a defined speed. The controller uses position feedback from a high-precision, GPS-corrected inertial navigation system. It enables accurate path-following control and precise millisecond synchronization that are necessary to generate accurate and repeatable crash and close-passing scenarios.

The approved Soft Car 360 target, used with the GST platform to replicate the visual, radar and lidar signature of a passenger vehicle, has also been upgraded for compatibility with the new higher-speed tests. While external dimensions remain unchanged, internal structural enhancements ensure the target maintains its integrity and stability at the increased speeds.

Rather than requiring an onboard PC, the platform now includes AB Dynamics’ Remote RC capability, enabling the GST to be operated directly from a laptop, with all test data stored locally, enabling quick, on-demand analysis and a convenient way to configure tests or review results away from the test track.

Euro NCAP’s 2026 update significantly broadens the scope of testing. There are now more than 1,200 different test scenarios. Car-to-car testing, for example, began with straightforward rear-end collision avoidance assessments and has now evolved into offset, crossing-path and extended-capability scenarios that aim to better reflect real-world driving conditions. The latest protocols introduce extended higher-speed rear-end collision scenarios at up to 130km/h to replicate typical freeway and highway situations, where many common accident types occur.

These extended tests enable Euro NCAP to distinguish between vehicles offering standard ADAS functionality and those capable of more advanced, higher-performing interventions. As a result, manufacturers equipped to run these new scenarios will be better positioned to achieve higher star ratings.

To help OEMs tackle the huge rise in test scenarios, AB Dynamics has developed a comprehensive library of pre-configured test scenarios, enabling the automation of all Euro NCAP ADAS tests. The optional Euro NCAP 2026 ‘special group’ will be pre-installed on the GST 120 Plus, ready for customers to use.

The platforms work with the company’s driving robots to precisely control the speed and direction of the vehicle under test, while Synchro software choreographs the vehicle and targets with centimeter-level accuracy.

In the November 2024 edition of ATTI, Dr Pick discusses how to navigate the FMVSS 127 AEB protocol

The solution, which is compliant with ITU-T Recommendation P.1140, enables precise assessment of voice communication quality between vehicle occupants and public safety answering points (PSAPs), supporting faster and more effective emergency response.

With NG eCall over 4G (LTE) and 5G (NR) now mandatory in Europe as of January 1, 2026, ensuring high-quality, low-latency voice communication during vehicle emergencies has become essential. After a collision, calls are conducted hands-free inside the vehicle cabin, where high noise levels, echoes and other acoustic challenges can significantly degrade speech clarity. Reliable voice performance is therefore critical to accurately conveying the situation and enabling rapid rescue operations.

The solution integrates Anritsu’s MD8475B (for 4G LTE base-station simulation) or MT8000A (for both 4G LTE and 5G NR simulation) with Head Acoustics’ Acqua voice quality analysis platform. This combination enables comprehensive evaluation of transmitted (microphone) and received (speaker) audio under a wide range of realistic operating conditions.

In related news, Vbox Automotive has expanded its GNSS test equipment range