Suzuki has adopted Qt Group’s cross-platform human-machine interface technology for its first battery-electric vehicle, the e Vitara, as part of its move into software-defined vehicles. Built on Automotive Grade Linux (AGL), the Qt framework will power Suzuki’s next-generation digital cockpit, streamlining UI and UX development for instrument clusters and infotainment systems
In this Q&A, Qt Group senior vice president of product management Juhapekka Niemi discusses how open frameworks and unified software architectures are helping auto makers like Suzuki accelerate cockpit development and deliver more consistent in-car experiences.
How is platform fragmentation affecting the pace and cost of HMI and SDV development across the automotive industry?
Platform fragmentation is slowing down innovation across the board, and automotive is feeling it as much as any industry. When you talk to development teams at auto makers, they’ll tell you the same story. These teams are managing dozens of siloed electronic control units (ECUs) from different suppliers, meaning every new feature or update becomes more difficult and expensive.
Last year in the USA, more than 13 million vehicles were recalled for software-related issues, with the number of software-related recalls rising from 113 in 2023 to 153 in 2024, a 35% surge year on year. And it’s not surprising, because when your architecture is fragmented, software issues become both more likely and more expensive to fix. The real problem we’re seeing is teams with legacy approaches needing 6-12 months to deploy changes that auto makers with a software-first mindset can accomplish in weeks.
Traditional engineering responses have often made matters worse by adding more ECUs with each new feature, deepening technical debt and complicating integration. This tech debt spiral traps original equipment manufacturers in slow update cycles, exposing vehicles to security vulnerabilities for longer periods and increasing risks to drivers and brands.
We’re addressing fragmentation with Suzuki, as we allow developers to build once and deploy everywhere from a single codebase, including across multiple vehicle models and platforms. That unified approach cuts development time and cost while giving Suzuki deep control over its software stack and user experience.
What advantages do open frameworks like Qt and Automotive Grade Linux offer in unifying digital cockpit development across vehicle models and brands?
Open frameworks allow auto makers to gain platform control without rebuilding everything from scratch. Qt has been optimized to run on AGL since 2015, and this decade of joint development means manufacturers get a mature, production-ready solution. What Suzuki is doing with the e Vitara is a great example. They’re building on the open-source foundation but maintaining full control over customization. Suzuki has found they can leverage existing C++ software assets, which means their Tier 1 suppliers aren’t starting from scratch with each project.
The business impact of this platform-driven approach is also significant. In a Forrester Consulting study last year, organizations using this kind of approach reported 59% improvement in development efficiency, 49% reduced time-to-market for new features and 50% lower defect rates. Those efficiency gains translate to development teams shipping faster while maintaining or improving quality.
Another key advantage is avoiding the vendor lock-in issue. When you’re dependent on a single supplier for your digital cockpit, you’re locked into their roadmap, their timeline and their limitations. With Qt and AGL, you’re building on industry-standard platforms with an active developer community behind them. That opens up access to faster iteration, reusable components and broad compatibility.
Qt’s cross-platform approach of writing code once and reusing it also works across instrument clusters, infotainment systems or HUDs. This makes it far easier to deliver a consistent brand experience without duplicating work.
Can open-source and modular platforms help level the playing field between premium and mainstream EVs in terms of digital user experience?
Absolutely, and this is exactly what’s exciting about our partnership with Suzuki. The assumption that premium digital experiences require premium hardware is giving way to an emphasis on smart software and architecture.
Mainstream EVs face the challenge of delivering rich, responsive HMIs on cost-and performance-constrained embedded hardware. One option is for manufacturers to throw powerful hardware at the problem, but that’s not economically viable for vehicles targeting broader market segments.
What separates a premium interface from a mediocre one often comes down to feel. Does it respond instantly? Do animations flow naturally? These features are invisible when they work, but immediately obvious when they don’t. Qt supports background loading, threading, memory management and caching, allowing auto makers to deliver fluid 60-frames-per-second graphics even on MCU-based devices. So, Suzuki can still give drivers a slick-feeling experience with a mass-market car like the e Vitara while controlling their production costs.
If Suzuki wants to replicate that user experience on a different car model, the great thing about using Qt is that they don’t have to duplicate the work. Suzuki can build a library of digital dashboard elements, infotainment interfaces and interactive features that work across their entire vehicle line-up.
The gap between premium and mainstream EVs is closing. Differentiation is shifting toward design taste and brand identity rather than raw technical specs, which is better for everyone. Consumers get quality experiences regardless of price point, and manufacturers compete on creativity instead of just hardware budgets.
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