It isn’t known what parts are short. Are they from China, EU, Mexico, …?

The ADAS industry hopes that this is a way around costly QNX licenses.

Hacker News has quite some discussion on this.

“Software is supposed to be soft,” Field says, “and the industry has made it hard and made it match up to the physical boxes. So to me, like the biggest thing is, are you making your software soft, putting it where you need it to be, and not being at the whim of the legacy of where all the software sits?”

The tradeoff is that “softer” software requires more verification work on the receiver side because there is too much variation for the supplier to test everything like before. OEMs don’t accept that responsibility in my experience and try to outsource it back to the suppliers. It gets only superficially resolved during acquisition and later it becomes a blame game resulting in “surprise” costs. Well, not surprising to the engineers usually.

From the suppliers point of view, there is currently chaos. Every OEMs has very unique requirements and it is not feasible to offer scaling products. That means high costs for the OEMs because more stuff is custom-built.

OEMs handle this very differently. Some try to pull things in-house (Ford FNV4, VW CARIAD) but now find out that it is too costly. Others try make suppliers collaborate more closely (Continuous Integration!) but find out that the old patterns (plugging black-boxes) prevail.

I imagine all the big OEM managers are quite frustrated now because nothing seems to work. Meanwhile the “new kids” wonder why they struggle.