Stellantis has reportedly paused its ambitious Level 3 autonomous driving programme, known as STLA AutoDrive, just months after unveiling it as a cornerstone of the company’s technological future.
This decision appears to stem from escalating costs, intricate technical hurdles, and subdued consumer interest in such advanced features, though the organisation maintains that the technology remains viable and could be deployed if market conditions improve.
While this move raises questions about the pace of innovation in self-driving vehicles, it reflects broader industry pressures where traditional automakers grapple with the high-stakes investment required for software-driven advancements.
The shelving of the programme, which was designed to enable hands-free and eyes-off driving at speeds up to 60 kilometres per hour even in low-light or mildly adverse weather, underscores a cautious shift in Stellantis’s strategy under new leadership. With former chief executive Carlos Tavares having championed software as a key pillar since the company’s formation in 2021, the pause signals a potential pivot towards greater reliance on external suppliers rather than in-house development.
Industry experts suggest that while Level 3 systems offer a tantalising step towards greater driver convenience—allowing activities like reading or emailing during commutes—the risks, including legal liabilities in accidents, may outweigh the rewards for now. Stellantis’s spokesperson emphasised that the technology is “ready to be deployed,” but anonymous sources indicate it is effectively on hold, not anticipated for rollout. This development could influence consumer expectations, as rivals like Mercedes-Benz continue to offer similar capabilities, potentially leaving Stellantis at a competitive disadvantage in the premium segment.
Autonomous driving is categorised by the Society of Automotive Engineers into levels ranging from 0 to 5, with Level 3 representing conditional automation where the vehicle handles most tasks but requires human intervention when prompted.
The six levels of automation:
- Level 0: no driving automation
- Level 1: driver assistance
- Level 2: partial driving automation
- Level 3: conditional driving automation
- Level 4: high driving automation
- Level 5: full driving automation
Stellantis’ decision may prompt other manufacturers to reassess their autonomous ambitions, especially as costs spiral and consumer adoption lags. For Stellantis, it could free resources for more immediate priorities like electric vehicle production, but it risks ceding ground to tech-forward competitors.
The Level 3 system promised hands-free and eyes-off functionality at speeds up to 60 kilometres per hour (approximately 37 miles per hour), operational even at night or in light rain and road spray, allowing drivers to engage in non-driving tasks such as watching films, responding to emails, reading books, or simply enjoying the scenery. This capability was touted as transformative for daily commutes and longer journeys, potentially evolving to support higher speeds of up to 95 kilometres per hour in future iterations.
These strategic shifts are becoming prevalent in the industry as automakers pick which technologies to pursue, said Stuart Taylor, chief product officer at software consultancy Envorso.
“I think what you’re seeing now is a change in the relationship,” Taylor said of automakers and their suppliers, adding that major automakers are reckoning with how they cannot do it all alone.
Working independently means automakers have to absorb the initial costs of these software programs and also face the price of failure if they do not succeed, he said.
“It’s high investment for high risk,” Taylor said of ADAS programs in particular.
The decision to pause the programme, as reported by multiple sources, arises from a confluence of factors including prohibitive development costs, formidable technological complexities, and tepid consumer demand.
Level 3 autonomy, as defined by the Society of Automotive Engineers (SAE), marks a pivotal threshold where the vehicle assumes full control under specific conditions, but the driver must remain prepared to intervene upon request. This contrasts with Level 2 systems, which require constant driver supervision, and Level 4 or 5, which enable fully driverless operation in designated areas or universally.
Overall, this episode underscores the volatile nature of automotive technology development, where bold visions must contend with real-world constraints, and Stellantis’s path forward will be closely watched as the industry navigates towards a more autonomous future.
