Redesigning Speed and Safety: TTTech Auto Speaks to SDV

Why does TTTech Auto see Level 3 as a realistic competitive position for autonomous driving, and can it maintain its neutrality even after being acquired by NXP? And in the SDV era, can the 'safety middleware' still be a differentiator? 
As cars evolve into complex, software-driven digital systems, TTTech Auto is uniquely positioned. The company, which has made the 'safety' of autonomous driving a key keyword, was launched based on the Audi zFAS project and has grown its presence through MotionWise, a safety middleware platform for autonomous driving. In particular, it secured technological leadership by establishing system redundancy and the concept of 'fail-operational' that maintains operation even after failure. Recently, it is trying to evolve into an integrated solution that combines chips and middleware through integration with NXP. AEM sat down with TTTech Auto's CEO and CTO, Stefan Poledna, to discuss the future of autonomous driving and SDV, as well as TTTech Auto's strategic direction.
 




 


TTTech Auto is often referred to as Level 2++ and above autonomous driving, especially when it comes to Level 3 and Level 4 autonomous driving technology. What are the key technologies? 
Poledna        In fact, autonomous driving technology  is the starting point and background of TTTech Auto's founding in 2018. It was a spin-off from the existing automotive sector to create a specialized company centered on this technology. At that time, there was a clear demand for autonomous driving technology, and it started as a program called zFAS. zFAS was the world's first safety-grade domain controller, which in itself was the foundation for the company to establish a computing platform that could handle multiple applications. The key was to cover the various safety classes from ASIL-B to ASIL-D.
Since its establishment, the company has maintained its strategic market positioning in the advanced driver assistance systems (ADAS) and autonomous driving sectors, focusing on middleware and safety. TTTech Auto's flagship technology, MotionWise Safety Middleware, is a middleware platform developed to ensure the safety required by ADAS/AD functions, and meets ASIL B to ASIL D safety grades at Level 2++ with safe execution and reliable communication as the core. When you go to level 3 and level 4, system redundancy and fail-operation after failure are important. This is not just about safety features, but also about keeping the system running in the event of a problem. MotionWise is designed to meet these demands with a safety-certified platform. In addition, our safety consulting services help our customers implement Fail Operational solutions faster.


Safety consulting services?   
Poledna         Safety Consulting plays a very important role in the transition from Level 2 to Level 2++ and further up to Level 3 and 4. At Level 2 or Level 2++, the driver has to keep an eye on the vehicle. Of course, the computer system works, but at the end of the day, the driver is ultimately responsible for safety. When you move to Level 3 or Level 4, things change. You don't have to focus on driving anymore, you may even be doing something else. So when something goes wrong,  Your computer system shouldn't stop right away. It takes time for the driver to assess the situation and intervene again, so the system must continue to operate in the meantime. Fail Operational means that if a computer system or one component fails, the entire system should not stop. This is a relatively new requirement that has not existed before, and of course, the technical ramifications of this are significant. 
For example, the power supply needs to be redundant, and so does the communication system. Everything from compute, steering, to braking systems needs to be redundant. You need to analyze the entire system and design an architecture that does not have a single point of failure. TTTech Auto provides dedicated safety consulting services to help customers design and implement systems and ECUs with such a fail-operational structure. This is not just technical support, but a strategic partnership to meet the new level of system safety demands.








      


Many OEMs are preparing for Level 3 autonomous driving by 2028. How do you watch level 3? 
Poledna         Level 3 is very different from Level 2 in that it changes the legal liability. It is also different from Level 4, which requires remote operation. The system is less complex and does not require expensive lidar or a complete set of sensors, making it a practical intermediate in terms of cost-effectiveness. 
Some say that Level 3 is an intermediate stage towards Level 4 and is not really autonomous driving. But we don't see it that way. Level 3 is a very important opportunity. This is because Level 3 is an area that can differentiate itself in the premium vehicle market, especially with features that emphasize convenience and efficiency, such as automatic driving on highways or automatic driving in traffic jams. Customers who frequently travel long distances or commute daily through congested city centres can work or relax in their cars, which is a clear market differentiator.
Of course, the largest volume will still come from the Level 2 or Level 2++ system. However, Level 3 has the potential to create a sizable market and may be more realistic than Level 4. So Level 3 is very important to us, and it's an area we're strategically focused on.


TTTech Auto is now a company that is not just about autonomous driving, but also about SDVs. When it comes to SDV implementation, each market and OEM, such as China, Asia, the United States, and Europe, seem to have similar but different strategies. How do you see the current global situation?    
Poledna        SDV market is expected to reach 45% of global cars by 2027. At the same time, Level 2 and Level 3 autonomous driving is expected to reach around 60% and electrification is expected to reach 70%. SDVs are arguably the most dynamic change in the automotive industry. 
However, while the industry as a whole is moving towards SDV, the 'how' and 'at what pace' vary widely from region to region and OEM to OEM. In particular, this is the difference between existing OEMs and new OEMs. On the other hand, autonomous driving and IVI are clearly differentiated by region. For example, China is adopting a domestic-centric solution, while Europe and the United States are developing solutions in another way. Both the U.S. and China are pursuing a self-sustaining technology ecosystem. 
Overall, China stands out for its fast execution and aggressive pace of deployment. Homegrown OEMs and EV startups are designing SDVs from scratch without the burden of legacy architectures, and are rapidly iterating on infotainment, speech AI, and connectivity-driven user experiences. It is collaborating with technology companies such as Huawei, Baidu, and Xiaomi to integrate AI and cloud technologies into its vehicles, and is also actively pursuing continuous vehicle evolution through OTA updates.
Europe has stability, functional safety, and cybersecurity as its core values, and is focused on securing software capabilities in-house. This is also greatly influenced by regulations such as UNECE WP.29. Volkswagen (Cariad) and Mercedes (MB. OS) continue to invest heavily in the development of its own operating system and next-generation E/E architecture. OTA updates are gradually expanding, but they are currently focused on ADAS enhancements, vehicle performance improvements, and premium services.  feature-on-demand billing is not introduced to all vehicles.
The U.S. has been influenced by Tesla's leading moves, and traditional OEMs are actively moving to catch up. GM and Ford are trying to build a sustainable revenue model with SDV. They are trying to generate new revenue through subscription-based services and collaboration with Google (Android Automotive). Japan and South Korea are taking a gradual and cautious approach. They are incorporating SDV elements while maintaining their existing strengths of reliability, manufacturing quality, and global scalability. The core system is an internal competency, and infotainment and AI are hybrid developed in collaboration with strategic partners.

The SDV market will accelerate platform integration and ecosystem-driven competition in the future. Like smartphones, a handful of vehicle OSes or core software platforms are likely to take the lead, some will be developed in-house by OEMs and some will be led by Big Tech. OEMs must make strategic choices between "build," "buy," and "collaborate," and regulations such as data privacy and cybersecurity are increasingly required to be globally aligned.
Function-based monetization models are also becoming more mature, and new revenue models are emerging, such as personalized services, predictive maintenance, dynamic insurance, and smart city linkage, beyond simple option sales. In particular, AI is permeating energy efficiency, highly autonomous driving, and the entire vehicle experience, and the feedback loop that leads to data, AI learning, and OTA updates is becoming a central pillar of SDV development.
In addition, some new companies that are growing rapidly today may soon face legacy issues. This is because short-term fixed solutions are often chosen to bring products to market quickly, and development proceeds without enough time to design the architecture. Over time, the structure can become more complex and difficult to maintain and expand.
To avoid these problems, TTTech Auto employs a correct-by-design approach with functional safety as a top priority. Our platform is safe up to ASIL D level and has a structure that can detect and handle system errors or resource shortages in advance.






What key elements do traditional OEMs and Tier 1s need to focus on to maintain industry leadership and differentiation? For example, there are various joint efforts at the European level. 
Poledna           It's a really good question and a tough one. In fact, many companies are grappling with it. Traditional OEMs, especially Europeans, have long been confident in producing high-quality vehicles, but now they know it's not enough. To maintain leadership, they need to strengthen their unique capabilities in safety, reliability, and large-scale production experience, and global certification and experience navigating complex regulations remain important differentiators. Add to that customer trust,  Brand loyalty and a global service network are the foundation of the user experience in the SDV era.
In addition, strategic control over the software stack and architecture is essential. The core structure and interface must be owned or clearly controlled by the OEM, and the relationship with Tier 1 must be redefined around software partnerships, not just supply.
It is also essential to cooperate with Silicon Valley to secure AI, cloud, and cybersecurity capabilities, and the organizational culture is also agile   We need to shift to CI/CD-centric software thinking. Global OEMs have an advantage over China in terms of data diversity, so it is important to quickly build capabilities based on this.
Everyone is jumping into the SDV race right now, and the key is how quickly you can get the capabilities you need. Cooperation, technology introduction, and know-how acquisition have become key strategies. While new OEMs are experiencing limitations in terms of electronic architecture, traditional OEMs are trying to close the gap. They develop their own development teams, or they collaborate with or acquire companies with the necessary capabilities. For example, Volkswagen has adopted platforms from Chinese partners or Rivian to respond faster to China or the EV market.

One more thing we should pay attention to is the pragmatic approach of Chinese companies. If they have a technology or solution that is already on the market, they quickly integrate it and bring it to market. On the other hand, European and traditional OEMs still take the approach of "we have to write a 5,000-page requirements document first and then meet all of them." Of course, I recognize that this method is too slow and expensive. So these days, we are thinking about introducing open source for a common platform in a non-differentiated area. If AUTOSAR used to do that, now there are attempts like the Eclipse S-CORE. The platform should be created jointly, but differentiation should be done in the application area. After all, consumers don't care what operating system the car uses, they just need it to work well and be safe.
The problem is that creating such an open source platform requires some compromise, and China is good at that compromise. It's about accepting what exists and going fast. On the other hand, traditional OEMs continue to put forward their own demands, saying, 'We need this and that,' making it difficult to integrate. In that case, whether you use open source or whatever, you can't keep up with the speed and reduce the cost. It is important to clearly understand that this open source-based platform strategy is not for differentiation, but for speed and cost savings.
In conclusion, copying China's fast pace is not the answer. Rather, it is important to build on the unique strengths that traditional OEMs have accumulated over decades, such as their engineering heritage, global network, brand trust, and safety-focused culture, and transform into a software-centric organization in a more systematic and less aggressive manner. 



Let's talk about TTTech Auto again. Recently, NXP and TTTech Auto completed a merger and acquisition. What is the key to this acquisition?  
Poledna          In fact, the acquisition was completed two weeks ago, and TTTech Auto is now part of NXP's product line   Automotive Systems and Platforms  . 
This is a very reasonable direction in the SDV era. That's because high-performance chips are at the heart of SDV's innovation. Chip performance, such as AI accelerators, faster data transfer speeds, and larger memory, are the foundation that allows the software to continuously add a variety of features. 
Today's chips are becoming increasingly complex. SoCs are emerging that are highly integrated to the point of being called "monsters of complexity," and hardware alone is not enough to take advantage of them. A software platform that abstracts away this complexity and includes execution, communication, security, and safety features is essential. That's why NXP wanted to bring together high-performance chips and the high-performance software that supports them to help OEMs and Tier 1 customers bring their products to market faster. With hardware and software solutions already in place, development speeds up significantly.
This means that the open, modular software based on TTTech Auto's MotionWise and NXP's CoreRide platform enables customers to optimize the hardware and software performance of their systems (based on KPIs) and speed up software integration with safety and security in mind. In addition, it can be linked with CI/CD-based software factories. 


 


Will TTTech Auto remain business-neutral after being acquired by NXP?
Poledna         TTTech Auto's role within NXP is unique. We will continue to support chips from other semiconductor companies while maintaining our existing product portfolio. We will also actively collaborate with third-party software vendors if our key customers wish.
When a software platform is dependent on a specific chip, its value drops dramatically. Conversely, a platform that can work on a variety of chips can be even more valuable to OEMs. If NXP offers better chips than the competition, OEMs will naturally choose them, and if TTTech Auto provides a better software platform, we will be chosen in many areas. 
To make this possible, we are also preparing a structure that can guarantee technical reliability. For example, we have technical firewalls to protect information from other chip vendors, and non-disclosure agreements (NDAs) with each vendor to ensure strict neutrality and security in both commercial and legal terms. 
TTTech Auto will continue to maintain its portfolio of software and hardware products and services, and will further enhance it with the support of NXP. TTTech Auto plans to expand the application of MotionWise beyond the traditional ADAS realm to include in-vehicle architectures, ECUs, third-party software, and integration with SoC vendors. 
Our product line is characterized by openness, scalability and flexible cooperation with a wide range of partners.


I asked him to compare MotionWise's competing solutions, and the evaluation was quite high. What do you think? 
Poledna           The answer is pretty accurate. No company can replace a company with expertise in safety, real-time, and high-reliability middleware like TTTech Auto. So, there are no 'direct competitors' who do exactly what TTTech Auto does. 
However, there is some overlap and competition in certain technology areas. For example, Apex.AI, Elektrobit, ETAS, and so on, compete in some of the areas we cover. Even some of the OEM's internally developed systems compete with us. 
On the other hand, just as DDS and SOME/IP are required for SOA implementation, there are many forms of 'co-opetition' in which cooperation and competition are carried out at the same time, as if Vector provides a SOME/IP foundation if we provide a DDS-based communication solution. Chipmakers like NVIDIA and Qualcomm also deploy strategies to vertically integrate the entire software stack on top of a chip, so in some cases they collaborate, but in other cases they are in competition. 
In conclusion, TTTech Auto is in a very competitive market.


Even before the merger, TTTech Auto's integration with MotionWise and NXP CoreRide was announced. How will the integration of the two technologies unfold? What are the key values it brings to customers?   
Poledna         Being able to develop both products together in one unified direction and to be able to create a joint roadmap is a great strength. 
MotionWise safety middleware will be implemented in conjunction with NXP's CoreRide platform. CoreRide includes devices for NXP's compute, networking, and power control, as well as optimized driver and operating system layers. The integration of MotionWise and CoreRide will make it easier to achieve system KPIs across vehicle architectures, from zonal to centralized. 
In particular, important KPIs such as latency guarantee are based on MotionWise's core assets. This includes application and network scheduling, signal and SOA communication, and time synchronization technology, all of which are managed by safety and condition monitoring components. And with MotionWise Tool Set, MotionWise Creator and MotionWise Schedule, you can accurately configure application and network schedules in a user-friendly manner without the need for complex design processes, enabling "correct-by-design" development. It also speeds up development cycles. For example, they are delivered pre-tested and pre-integrated, which speeds up development cycles and iterations. 
NXP will continue to invest in the development of MotionWise and further strengthen its integration with CoreRide. This will ensure the successful execution of customer projects and the continued growth and development of the entire platform.






 


What does TTTech Auto do with Korean customers, and what does the Korean market and customers mean for TTTech Auto?
Poledna         We are currently actively working with our Korean customers in various business areas. 
TTTech Auto's DDS solution has been successfully evaluated, which is leading to more in-depth business discussions. In addition, our deterministic safety middleware, MotionWise and MotionWise Schedule, are also being evaluated by major customers. In doing so, we aim to improve E2E latency issues within our customers' systems and help them manage them more precisely. In addition, a safety consulting project is in full swing to meet the requirements of Level 3 and Level 4 autonomous driving. This is a project that supports TTTech Auto's customers with its extensive experience and 'fail-operational' safety design best practices.
For TTTech Auto, the Korean market is very important for a number of reasons. First, Hyundai Motor Company produces more than 7 million vehicles a year, making it the world's third-largest automaker as of 2024. Second, Korean products are known for their high quality and excellent value for money, and this applies to Korean cars as well. Therefore, success in the Korean automotive embedded market is a litmus test to predict the likelihood of success in other global markets. Finally, our Korean customers are sensitive to innovation and have very high production quality standards, so their feedback is a valuable asset in improving our product functionality and quality.


What is your key strategy for success in Korea?
Poledna            TTTech Auto is a customer-centric business and partnerships at its core. Recently, many customers want to have the core technology they need to develop SDVs and autonomous vehicles. However, this cutting-edge technology is highly complex and requires a lot of investment and effort. TTTech Auto understands both of these two competing needs: the desire to acquire independent technology and the realistic investment burden. Therefore, we are proposing ways to jointly develop on a solid partnership foundation so that our customers can increase their internal competitiveness. With vehicle communication solutions, deterministic real-time control systems, and fail-operational safety technology, we are ready to share our core competencies with our strategic customers.
Together with NXP, TTTech Auto will be able to offer more customized demos and showcases that combine its software with NXP's hardware. This not only allows faster time to market, but also enables more robust SDV systems. TTTech Auto already has a long experience as a system integrator and development partner in Europe and now wants to expand its collaboration with Korean customers to a similar level. 
Many countries have banned the export of their core technology overseas, and this trend of protectionism is also strictly applied to SDV and autonomous driving technologies. In this situation, it is even more important not to work remotely, but to develop and apply technology right next to the customer. For this reason, TTTech Auto wants to further strengthen the capabilities of its Korean subsidiaries and become a technology partner that can grow with its customers.


Lastly, as CEO and CTO of TTTech Auto, what are your plans?     
Poledna             I will continue to lead TTTech Auto's technology advancements and ensure its integration into the NXP organization. Backed by our scientifically proven technology, we will continue to develop superior products and solutions to help our customers succeed in their SDV journey.
We will also combine NXP's chip technology with TTTech Auto's software capabilities to maximize our synergies. TTTech Auto's commitment to safety and performance will remain intact, and we will continue to create new success within the NXP framework through state-of-the-art technology solutions.
SDV is changing the paradigm of the automotive industry, and to make it happen, an innovative software delivery strategy that is reliable and efficient is essential. We will lead the way in realizing the potential of SDV through a groundbreaking approach aimed at fully automated software deployment.


 

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TTTech Auto's CEO and CTO Stefan Poledna emphasized the fail-operational structure for the SDV era at the Automotive Innovation Day 2025 held by this magazine at the Suwon Convention Center in early July. 
Emphasizing that the shift in responsibility brought by Level 3 autonomous driving and ensuring system safety are key challenges for the automotive industry, Poledna pointed out that the method of supplementing the existing Level 2++ system and the end-to-end AI method have excellent functionality but have limitations in verifying safety. Poledna proposed a functional modularization architecture to solve this problem.

▶The Primary Driving Function is continuously improved ▶based on AI Safety Monitoring verifies in real time that the driving route does not violate traffic laws or physical laws The ▶Backup Driving Function guides the vehicle to a safe state in the event of a problem, and ▶the Decision Logic automatically switches between the two. 

At the heart of this architecture is that each function must be completely independent, and for this purpose, TTTech Auto performs formal verification and Common Mode Failure analysis together with the customer. MotionWise middleware is optimized for this architecture, distributing driving and safety functions across ECUs and ensuring sensor diversity for both reliability and availability.
TTTech Auto is working with various global OEMs to build this structure and is focusing on standardizing a high-availability and high-reliability architecture suitable for SDV environments.
Poledna said, "In the SDV era, it is important to maintain a fail-operational state, not just stop," and emphasized, "We need a structure that quickly updates driving functions and thoroughly guarantees safety functions."

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