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Aptera Motors to integrate openpilot driver assistance system into its solar EVs [Video]
Aptera Motors is back with its second exciting news update this week, announcing it has selected an open-source driver assistance system called “openpilot” as its official system that will be integrated into its production model solar EVs.
Aptera Motors continues to take large strides in 2023 on its journey to reaching the holy grail of scaled EV production, hopefully sometime next year. The startup’s recently-extended Accelerator program should help it garner some big funding to purchase the necessary equipment for SEV production, which will be reimbursed by a recently-awarded grant in California for $21 million.
We got our first glimpse of Aptera’s Launch Edition this past January, and the hype train for the first commercialized solar EV keeps chugging along. If and when those Launch Editions roll off Aptera’s assembly line, we now know drivers will be able to utilize functions like adaptive cruise control and lane centering thanks to the openpilot driver assistance system.
Aptera selects top-ranked driver assistance system
According to the news from Aptera Motors today, its engineers will create and maintain the necessary code specific to its solar EV that can interface with the open-source driver assistance system openpilot, originally developed by comma.ai, though the companies currently have zero affiliation.
Previously voted the number one driver assistance system by Consumer Reports, openpilot is the only consumer system available (aside from Tesla) that can halt at stop signs and red lights, while only using 1/10th the power. As a result, Aptera states future owners should see virtually-zero efficiency loss while using the driver assistance system. Veteran openpilot community member Chris McCammon is spearheading the Aptera integration and shared his thoughts on how the open-source system has evolved since 2017:
Since then, the software has matured immensely and now supports over 200 vehicle models with an easy-to-install kit. Even though openpilot has vastly surpassed nearly all driver assistance systems on the market today, big auto players have not embraced it. They continue to throw hundreds of millions of dollars into developing their own inferior systems, while openpilot is open-source software that anyone can implement for free.
Free.
That’s another savvy business move by Aptera Motors as it looks to minimize expenses in finally… hopefully, bringing its long-promised SEVs to the masses. Aptera cofounder and co-CEO Steve Fambro is already a fan:
I’ve been using openpilot in my existing vehicle for over 6 months and have been blown away. It has completely changed how I drive, and I can’t picture a more efficient way for Aptera drivers to be a part of the autonomous future.
Aptera says that it is currently deciphering exactly how openpilot driver assistance can best be integrated into its vehicles and that several validation steps will be required leading up to the solar EV’s start of production. Right now, the plan is to deliver openpilot-capable SEVs to customers, who will then receive a shipment of the compatible hardware that can be installed thereafter in under 30 minutes.
You can learn more about openpilot and its integration into future Aptera vehicles from McCammon in the video posted by the startup this afternoon.
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Last week, we reported that the e-bike world had a new motor claiming to be the lightest and most efficient. Now, we’re already seeing TQ’s new TQHPR40 motor proliferate on more road and gravel e-bikes, including the recently announced E-ASTR from Ridely.
Ridley’s new E‑ASTR brings lightweight electric assistance to its already impressive ASTR gravel platform, powered by the cutting-edge TQ HPR40 mid-drive system. Unlike bulkier e‑bike setups, this system adds just 1.17 kg (2.6 lb) at the crank and a discreet 1.46 kg (3.2 lb) and 290 Wh battery hidden within the downtube, keeping the frame’s silhouette nearly identical to the non-electric version of the same bike. According to BikeRumor, riders looking closely might spot only a slightly fatter downtube, internal cable routing, and a handlebar-end LED indicator, giving visual clues without shouting “electric bike.”
What the E‑ASTR gives up in sheer power from the petite motor, it gains in ride feel. The HPR40 is said to deliver a modest 40 Nm of torque and up to 200W of assist, or enough to smooth out climbs or offer a tailwind on gravel without overpowering the rider. With support cut off at 25 km/h (15.5 mph), pedal responsiveness remains natural and fluid. Combined with the ASTR’s race-inspired geometry, the bike looks to offer sharp handling and comfort suited to the rigors of modern gravel routes.
Ridley is currently offering the E‑ASTR in three spec levels: a value SRAM Apex XPLR AXS build €7,199 (or approximately US $8,500), a mid-range SRAM Rival XPLR AXS 1×13 version for €8,199 (or approximately US $9,700), and a top-tier Shimano GRX 2×12 Di2 model for €8,899 (or approximately US $10,500). Each features high-end drivetrains, integrated cockpit options, carbon wheels, and industry-standard gravel brakes and tires. With its race-ready frame and stealthy, lightweight e‑assistance, the E‑ASTR is positioning itself as a high-performance gravel machine that stays true to its roots, delivering help when needed, without overshadowing the rider.
Ultra-lightweight motors like the TQHPR40 are quietly reshaping the e-bike industry by making electric assistance almost invisible, both in looks and in feel. As systems shrink and integrate more seamlessly into traditional bike frames, they’re opening the door to new categories of performance-oriented e-bikes that preserve the ride dynamics of analog bikes while offering just enough support when it counts.
For riders who value a natural pedaling experience but still want a little help on climbs or longer days, and especially for aging riders who want to maintain their riding habits despite father time taking an impact on joints and muscles, these minimalist systems are proving that you don’t need a bulky battery or a massive motor to get the benefits of going electric. The result is a wave of stealthy, high-performance e-bikes that are less about replacing effort and more about enhancing the ride.
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After a month off trying to wrap our heads around all the chaos surrounding EVs, solar, and everything else in Washington, we’re back with the biggest EV news stories of the day from Tesla, Ford, Volvo, and everyone else on today’s hiatus-busting episode of Quick Charge!
It just gets worse and worse for the Tesla true believers – especially those willing to put their money where Elon’s mouth is! One believer is set to lose nearly $50,000 betting on Tesla’s ability to deliver a Robotaxi service by the end of June (didn’t happen), and the controversial CEO’s most recent spat with President Trump had TSLA down nearly 5% in pre-morning trading.
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Hyundai is getting ready to shake things up. A new electric crossover SUV, likely the Hyundai IONIQ 2, is set to debut in the coming months. It will sit below the Kona Electric as Hyundai expands its entry-level EV lineup.
Is Hyundai launching the IONIQ 2 in 2026?
After launching the Inster late last year, Hyundai is already preparing to introduce a new entry-level EV in Europe.
Xavier Martinet, President and CEO of Hyundai Europe, confirmed that the new EV will be revealed “in the next few months.” It will be built in Europe and scheduled to go on sale in mid-2026.
Hyundai’s new electric crossover is expected to be a twin to the Kia EV2, which will likely arrive just ahead of it next year.
It will be underpinned by the same E-GMP platform, which powers all IONIQ and Kia EV models (EV3, EV4, EV5, EV6, and EV9).
Like the Kia EV3, it will likely be available with either a 58.3 kWh or 81.4 kWh battery pack option. The former provides a WLTP range of 267 miles while the latter is rated with up to 372 miles. All trims are powered by a single electric motor at the front, producing 201 hp and 209 lb-ft of torque.
Although it may share the same underpinnings as the EV2, Hyundai’s new entry-level EV will feature an advanced new software and infotainment system.
According to Autocar, the interior will represent a “step change” in terms of usability and features. The new system enables new functions, such as ambient lighting and sounds that adjust depending on the drive mode.
It’s expected to showcase Hyundai’s powerful new Pleos software and infotainment system. As an end-to-end software platform, Pleos connects everything from the infotainment system (Pleos Connect) to the Vehicle Operating System (OS) and the cloud.
Pleos is set to power Hyundai’s upcoming software-defined vehicles (SDVs) with new features like autonomous driving and real-time data analysis.
As an Android-based system, Pleos Connect features a “smartphone-like UI” with new functions including multi-window viewing and an AI voice assistant.
The new electric crossover is expected to start at around €30,000 ($35,400), or slightly less than the Kia EV3, priced from €35,990 ($42,500). It will sit between the Inster and Kona Electric in Hyundai’s lineup.
Hyundai said that it would launch the first EV with its next-gen infotainment system in Q2 2026. Will it be the IONIQ 2? Hyundai is expected to unveil the new entry-level EV at IAA Mobility in September. Stay tuned for more info. We’ll keep you updated with the latest.
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