AI-assisted summary
• Stellantis says its AutoDrive system would let users do non-driving tasks behind the wheel.
• The system is designed for speeds up to 37 mph.
• Safety advocates are advising drivers who might choose to use the system to be aware of potential liability issues.
• Stellantis developed a hands-free, eyes-off driving system for speeds up to 37 mph, but will not release it to the market at this time.
• The system, called STLA AutoDrive 1.0, is designed for stop-and-go traffic and would allow drivers to watch movies or engage in other non-driving activities.
• Safety advocates warn that drivers may become too reliant on these systems and be unprepared to take control in an emergency.
• Concerns remain about the liability of drivers and automakers in the event of a crash while using these systems.

Stellantis says its new hands-free and eyes-off the road driving system would let users temporarily watch movies and engage in other non-driving tasks at lower speeds, a possibility that prompted warnings from some safety advocates.

The company, however, said it has decided not to make the system available right now.

The system, designed for use at speeds up to 37 mph, would be geared toward conditions such as stop-and-go traffic during commutes, according to a company news release Thursday morning, that said it could be adapted for global markets across Stellantis-branded vehicles

Although it wasn’t initially clear how soon the company, owner of the Jeep, Ram, Chrysler, Dodge and Fiat brands, might make the system available, a spokesperson indicated Thursday that STLA AutoDrive 1.0 would not be launched at this time. It's the company’s first “in-house-developed automated driving system.”

"Our Level 3 technology is fully developed and ready for deployment, but the current market for autonomous driving at this level remains very limited. We have made the strategic decision not to launch it at this time. Once the market matures and conditions become more favorable, we will evaluate the path to commercialization," according to a company statement provided by spokesman Frank Matyok.

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Level 3 refers to a 0 to 5 classification system for driving automation.

The company's initial news release frames the system as an answer to time-wasting commutes:

“Ideal for commuters in dense urban areas, STLA AutoDrive will allow drivers to temporarily engage in non-driving tasks such as watching a movie, catching up on emails, reading a book or simply looking out the window, reclaiming valuable time.”

The system, according to the release, notifies drivers when the time is right.

“When traffic and system conditions are right on a highway in a traffic jam and with good visibility, simply press a button and let STLA AutoDrive take charge,” according to the narrator in a video posted on the company’s corporate website.

The system is supposed to maintain safe distances, adjust its speed and “manage steering and braking seamlessly based on traffic flow,” the release said, noting that the “system feels smooth, predictable and human-like in real-world conditions.”

The announcement also promises automated sensor cleaning and notes that the system "continuously monitors its surroundings through an advanced suite of sensors to ensure high-precision awareness and reliable operation, even at night or in challenging weather conditions such as light rain or road spray."

Future over-the-air updates could potentially offer “hands-free and eyes-off” operation at speeds of up to 59 mph as well as off-road automation. It’s designed currently to provide lower levels of driver assistance functions, including adaptive cruise control, lane centering and hands-off the steering wheel options, at higher speeds.

“Helping drivers make the best use of their time is a priority,” Ned Curic, Stellantis chief engineering and technology officer, said in the release. “By handling routine driving tasks, STLA AutoDrive will enhance the driving experience, making time behind the wheel more efficient and enjoyable.”

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If the system is ultimately deployed on Stellantis vehicles, it would appear to be a leap above what most other automakers currently offer. Asked if he knew of any other systems currently promoting "eyes-off" technology, Sam Abuelsamid, vice president of market research at Telemetry Insights, pointed to only one in this country:

"Currently in the U.S. market, the only option is the Mercedes-Benz Drive Pilot system on the S-class and EQS. In Europe, BMW offers a similar system on the 7 series, and back in 2021, Honda built a limited run of the Legend sedan (formerly sold here as Acura RLX) with an L3 eyes-off system."

Mercedes-Benz notes on a company website that "Drive Pilot is certified to perform on major freeways in California and parts of Nevada."

Warnings about relying on self-driving systems

The abilities of advanced driver assistance and so-called self-driving systems have been highly promoted in recent years, but they haven't come without issues. The National Highway Traffic Safety Administration upgraded an investigation into Ford Motor Co.'s BlueCruise system earlier this year connected to "two fatal crashes involving all-electric Mustang Mach-E vehicles when the technology was in use," according to earlier Free Press reporting.

Tesla's Autopilot and General Motors' former Cruise self-driving subsidiary have also dealt with highly publicized crashes.

Abuelsamid advised drivers who might choose to use AutoDrive to beware.

"Consumers should not even consider using such a system unless the automaker accepts liability for when things go wrong (because they will). Mercedes accepts liability if a crash happens while using Drive Pilot, and I believe BMW does as well. Tesla does not accept liability when using FSD (Full Self-Driving), putting it all on the driver," Abuelsamid said. "I would not even consider using an eyes-off system unless the manufacturer is responsible when it goes wrong."

Michael Brooks, executive director of the advocacy group Center for Auto Safety, said he envisions the same safety issues with AutoDrive that have so far plagued supervised vehicle autonomy.

"When a crash is imminent or the computer inevitably experiences a failure, drivers who have bought into the 'eyes-free, hands-free' marketing and used these features to the point of reliance will not be sufficiently engaged in vehicle operation to avoid crashes," Brooks said. "Marketing automated systems that rely on human supervision as 'hands-free' and 'eyes-off' is problematic and gives buyers more confidence in the technology than they should have, contributing to this complacency. Driver-monitoring systems designed to prevent this disengagement are all over the map in terms of current effectiveness."

He also echoed Abuelsamid's concerns about liability, noting that the system's features are for convenience rather than to guarantee a safer trip.

"That convenience factor evaporates rather quickly when you realize that a driver’s legal responsibilities don’t go away at the click of a button, and that you are ceding control of your future personal civil and criminal liability to a computer whenever these features are operational," he said.

The Free Press had asked spokespeople for Stellantis if the company would accept liability in the event of a crash when AutoDrive is in use. The statement provided by Matyok referenced the company's approach on liability and other issues:

"As with any deployment, regulatory frameworks and legal considerations play a key role, including liability. Our system is designed to operate within clearly defined conditions, where the vehicle takes control, and we will align with the applicable laws in each market when the technology is introduced."

A message seeking comment was also sent to spokespeople for the National Highway Traffic Safety Administration.

Contact Eric D. Lawrence: [email protected].