Vehicle-to-Everything development services, and the kits to develop on.
Ambimat helps vehicle OEMs and technology companies develop secure Vehicle-to-Everything (V2X) systems — the communication that lets a moving vehicle exchange safety messages with other vehicles and with roadside infrastructure. From On-Board Unit (OBU) and Roadside Unit (RSU) development kits through to complete product development and device-side communication security. The kits, AmbiOBU and AmbiRSU, are 5.9 GHz Cellular Vehicle-to-Everything (C-V2X) PC5 development platforms available to order from Ambimat; they are not certified or type-approved.
We are an embedded design and manufacturing house in Ahmedabad, established 1982, working concept to box-packaged product for customers in India and worldwide. On V2X that means we can take a programme from requirement to a manufacturable unit, and build the trust layer into it rather than bolting it on afterwards.
Below the commercial pages, this site is also a working technical reference on V2X, C-V2X, security and regulation. That is deliberate: it is the evidence for the engineering, and it is free to read.
What Ambimat does in V2X.
Ambimat provides Vehicle-to-Everything (V2X) development services for vehicle OEMs and technology companies worldwide. Three development setups are available to start with:
- AmbiOBU — On-Board Unit (OBU) development setup. The vehicle side: the moving node, runnable in a 1:10-scale movable test vehicle.
- AmbiRSU — Roadside Unit (RSU) development setup. The infrastructure side: the stationary roadside node.
- AmbiSEC — security development setup. The trust layer: secure element, hardware-protected keys, credential storage and message signing.
From there Ambimat works with the customer beyond the development setup — architecture and proof of concept, Vehicle-to-Vehicle and Vehicle-to-Infrastructure integration, security integration, and custom On-Board Unit or Roadside Unit engineering — toward the customer's own vehicle, infrastructure and real-world application environment, and on to manufacture where that is the goal.
Ambimat is an OEM and ODM electronics design and manufacturing house in Ahmedabad, India, established 1982. It is not a certification body, not a homologation agent and not an accredited test laboratory; type approval remains with the authorised body. The development services in full →
Three things, and they are the same programme.
Ambimat Electronics is an OEM and ODM design and manufacturing house established 1982, working concept to box-packaged product. On V2X that means one team for the product, the hardware and the trust layer inside it.
Vehicle-to-Everything development services
End-to-end development for vehicle OEMs and product teams — requirements and architecture, embedded and hardware engineering, integration, prototype, and the path toward manufacture.
On-Board and Roadside Unit development kits
A moving vehicle node and a stationary roadside node you can build, integrate and demonstrate on today, on an open ROS 2 development environment — the two halves of a real V2X exchange.
Vehicle-to-Everything security
Making a receiving vehicle able to establish that a safety message came from an authorised participant and arrived unaltered — secure elements, credentials, provisioning and update.
Develop V2X on a moving node and a roadside node.
V2X only becomes real when two participants disagree about the world and have to resolve it over the air. That needs something moving and something stationary. Both exist as development kits.
OBU development kit — the moving participant
The on-board unit is the vehicle node. For development and demonstration it can be run in a 1:10-scale movable vehicle, so the moving participant is genuinely moving rather than simulated. Built on AmbiLogistics, Ambimat's field-deployed vehicle-tracking hardware, with the AmbiSEC secure element added for signed V2X messages. AmbiOBU.
RSU development kit — the stationary participant
The roadside unit is the infrastructure node: fixed position, known location, signing the messages a vehicle acts on. It carries the same secure element as the OBU kit, and is intended to be developed against that kit rather than in isolation. AmbiRSU.
The two kits give you both kinds of exchange. Two On-Board Units talking to each other is Vehicle-to-Vehicle (V2V) communication — one car warning another. An On-Board Unit talking to a Roadside Unit is Vehicle-to-Infrastructure (V2I) communication — a traffic signal or a work zone telling a car what it cannot see. Both ride the same radio — Cellular Vehicle-to-Everything (C-V2X), the 3GPP-defined technology India and most other markets have selected — and both use the same trust model. Worth keeping straight: V2X is the umbrella, Vehicle-to-Vehicle and Vehicle-to-Infrastructure are two of the interaction modes under it, and C-V2X is one of the radio technologies that carries them. They are not synonyms. How Cellular Vehicle-to-Everything works →
Both kits are orderable development kits — hardware to develop, integrate and demonstrate on. They are not production units, they are not certified, and they are not homologated. What turns a kit into a product is a programme: an OEM with a fitment deadline, a tier-1 with an integration, a road authority with a site, a research group with a pilot.
Can the receiver tell that this message is real?
When a vehicle receives a safety message — from another vehicle in Vehicle-to-Vehicle communication, or from roadside equipment in Vehicle-to-Infrastructure communication — the receiving system has to establish two things before it acts: that the sender is an authorised participant, and that the message has not been altered on the way.
That is the whole trust problem, and it is why a V2X unit is not simply a radio. Every message carries a signature and a certificate; every receiver verifies them before the message is allowed to change anything a driver sees. The architecture lets a receiver authenticate authorised participants and reject messages that fail those checks. That is a narrower and more honest claim than promising nobody can ever transmit — and it is the claim the standards actually support.
Doing it properly is a hardware and lifecycle problem: where the private key lives, whether it can be extracted from a device an attacker is physically holding, how the device obtained its credentials in the factory, how pseudonym certificates rotate without leaking a trackable identifier, how many signatures per second the unit can verify when the road is busy or the load is hostile, and how a certificate policy that changes in year four reaches the fleet without a recall.
Ambimat has been shipping the hardware root of that since 2017. The security capability → · How V2X PKI works → · Why it has to be hardware →
Start here. No background assumed.
V2X stands for vehicle-to-everything. Equipped vehicles broadcast a short message about ten times a second — here I am, this is my speed and direction, I have just braked hard — and every other equipped vehicle nearby hears it. Traffic signals broadcast too. So do roadworks and emergency vehicles.
Radio reaches where eyes and cameras cannot: around the corner, through fog, behind a truck, over a hill. A vehicle can be warned about something it has no way of seeing yet.
What V2X is
The plain-English explanation, then the precise one.
How it works
The six steps, a worked example at a blind intersection, and what is actually in the car.
What it is for
Three benefits, not one — safety, traffic efficiency and emissions — with the measured evidence for each.
What C-V2X means
The radio technology carrying almost all of it, and why every regulator since 2018 has chosen it.
Glossary
Every acronym on this site, defined.
Frequently asked
Ninety question-shaped answers, grouped by theme, each linking to the page that treats it in full.
The technology argument is settled. The deployment argument is not.
Every jurisdiction that has chosen a V2X radio technology since 2018 — the United States, China, South Korea, Japan and India — has chosen C-V2X. The European Union alone remains formally technology-neutral, and has the largest deployed fleet in the world running on the other one. What no two jurisdictions agree on is whether anyone has to fit it.
| Jurisdiction | Where it stands, August 2026 |
|---|---|
| United States | C-V2X only, 30 MHz. DSRC ceases 14 December 2026. No fitment mandate — the proposed V2V rule was withdrawn in 2023, and no current US production vehicle has been verified with direct 5.9 GHz V2V. Cloud-mediated V2X does ship there: Stellantis’ emergency-vehicle alerts and Audi’s traffic-light service both run over cellular. Which is which. |
| European Union | Technology neutral, 60 MHz, the most mature multi-root trust architecture anywhere. No fitment mandate — but over two million Volkswagens shipped with it anyway, and 6,000+ roadside units across 30% of the TEN-T network. |
| China | LTE-V2X only, 20 MHz, twenty pilot cities, 11,000+ roadside units, and around 4% vehicle penetration. The clearest evidence anywhere that building the infrastructure first does not pull fitment. |
| India | A draft mandate for every new vehicle from October 2028, including motorcycles and scooters. If finalised, the first of its kind in the world. |
How V2X has actually been implemented.
Evidence-based studies of production systems from Volkswagen, Toyota, Mercedes-Benz, Volvo, General Motors, Stellantis and Audi — direct vehicle-to-vehicle radio, cloud-mediated cooperative safety, and the infrastructure-sourced architectures in between. Studies of other organisations' deployments, from public sources.
Which manufacturers actually deployed V2V
The global audit: four manufacturers with a genuine direct radio link, the cloud systems mistaken for it, and the negative findings including Tesla.
Volkswagen Car2X
More than two million vehicles with direct 5.9 GHz communication, and the fitment strategy that got it there.
All V2X case studies
Seven implementations, each classified by architecture rather than by marketing term, each carrying its evidence and its review date.
Three instruments in ninety-five days, and a mandate nobody else has attempted.
- 30 April 2026 — TRAI publishes Consultation Paper No. 08/2026 on a regulatory framework for V2X communication.
- 10 June 2026 — DoT notifies G.S.R. 466(E), exempting C-V2X on-board units in 5875–5905 MHz from licensing.
- 3 August 2026 — MoRTH publishes a draft amendment to the Central Motor Vehicles Rules, 1989, proposing that every newly manufactured L, M and N category vehicle carry a factory-fitted, AIS-230-compliant C-V2X on-board unit from 1 October 2028.
India sells roughly nineteen to twenty million two-wheelers a year. A mandate that covers them is a larger single addition to the global V2X fleet than everything deployed everywhere else combined — and it is the first real test of whether regulation can break the fitment deadlock that has stalled V2X in every other market.
We cover it in more depth than anyone else because we are in it. India's V2X regulation, in detail →
Eight things, and they are meant to be read in any order.
The fundamentals
What V2X is, how it works step by step, and what V2V, V2I, V2N, V2P and the rest actually mean — with the real message names, not the marketing ones.
The use cases
Where V2X actually applies — road safety, cooperative perception, traffic operations, automated fleets, mining, city deployments and guided transit — taken from the ETSI and 3GPP catalogues rather than from a brochure.
The technology
C-V2X, PC5 and Uu, the 3GPP releases, 5.9 GHz spectrum, the message sets, and the silicon that runs them.
The security
Why an unsigned V2X message is worthless, how V2X PKI differs from web PKI, and why the keys have to be in hardware.
The regulation
The US, the EU, China, Japan, Korea and India — what each has decided, and what each has not.
The market
Who ships V2X today, who has walked away from it, and the argument between cooperative and autonomous perception.
The case studies
What each manufacturer actually built — the real message path, the radio, the spectrum, the suppliers where public, and what happened to it afterwards.
Developer resources
Standards, stacks, open source, test infrastructure, and browser-based tools that parse real certificates.
Forty-four years of embedded hardware, and a secure element already shipping.
Ambimat Electronics is an Indian design and manufacturing house, established 1982, serving ISRO, BARC and the Indian Army among others — all three named on the parent company's published client list. The V2X programme is not a pivot; it is four existing capabilities pointed at one problem. The dated engineering record behind them →
| Existing capability | What it becomes in V2X | Status |
|---|---|---|
| AmbiLogistics — deployed vehicle tracking hardware, publicly specified: 72-channel u-blox M8 GNSS with GAGAN augmentation and spoofing detection, IMU and cellular, validated on Indian roads | The mechanical, thermal and radio baseline for AmbiOBU | Available to order |
| Embedded hardware design — mixed digital and RF boards, enclosure and thermal design carried out alongside the electronics | The design baseline for AmbiRSU | Available to order |
| AmbiSecure — secure-element integration based on NXP Secure Elements, JavaCard applets, device-bound identity, shipping since 2017 | AmbiSEC, the hardware root of trust for both | Shipping |
| Firmware, secure boot and encrypted OTA pipelines for deployed IoT fleets | AmbiOTA | Technology reference — not a development setup |
On the two development platforms, plainly: AmbiOBU and AmbiRSU are mature, production-ready V2X development platforms available to order from Ambimat. They are supplied for algorithm development, integration, testing and demonstration; the designs are manufacturable in quantity, and no programme partner or custom-engineering commission is required before you can order one. Production ready describes that maturity and orderability rather than environmental qualification: qualification of the standard configurations for extreme temperature, high humidity, ingress, vibration, shock, vehicle-specific installation or outdoor roadside installation is not claimed unless explicitly stated, and homologation and certification for a production vehicle or a permanent roadside installation remain specific to the final integrated product and its target programme. Where a programme needs a deployment-specific qualified design, Ambimat can act as its IDH partner.
What we are, and what we are not.
Ambimat supplies hardware, the hardware-rooted identity layer, and an open ROS 2 application and development environment for its development platforms. It does not operate a national trust anchor, and it does not sell a certified automotive software stack. The AmbiV2X Developer Stack →
- Ambimat is not a V2X Root CA operator. That is a national trust-anchor function for a designated authority.
- Ambimat does not currently ship an ISO 26262 or Automotive SPICE certified V2X stack. Automotive certification of the integrated module is a target, not a claim.
- AmbiOBU and AmbiRSU are mature, production-ready V2X development platforms available to order from Ambimat — for developing, integrating and demonstrating on, and manufacturable in quantity. Production ready is not a qualification claim: they are not products in production deployment, they are not homologated or type-approved as vehicle or roadside units, and no environmental qualification of the standard configurations is claimed unless explicitly stated.
- Standards named on this site in relation to our own products describe what the hardware is built to comply with. They are design and compliance references, not assertions that any particular product carries a formal certificate.
- References to TRAI, MoRTH, DoT, TEC, CCA or C-DOT documents are references to public documents. Nothing on this site implies endorsement, procurement or any other relationship.
Where to go next.
V2X development services
What Ambimat can be engaged to build, and the boundaries of it.
V2X development kits
OBU and RSU kits, and the two components already shipping.
What is V2X
The sensor problem, the information problem, and the modes.
How V2X works
Six steps from a vehicle sensing its own state to a driver being warned.
C-V2X
PC5, Uu, and Release 14 through Release 19.
V2X security
Offline trust decisions made in milliseconds, thousands of times a second.
India regulation
TRAI, DoT and MoRTH, in the order they moved.
Developer resources
Standards, stacks, test infrastructure and certificate tools.
Talk to us about your V2X development programme.
Whether it is a full OBU or RSU development programme, a kit to develop against, or the security architecture inside a unit you are already building — send the constraint that is actually deciding your design. Email goes to an engineer, not a form.
Questions this page answers.
What does V2X stand for?
Vehicle-to-Everything. It is the umbrella term for a vehicle exchanging structured, standardised messages with other vehicles (V2V), roadside infrastructure (V2I), the cellular network (V2N), pedestrians and other vulnerable road users (V2P), and — in the energy sense, over the charging cable rather than the radio — the grid, a home or a load (V2G, V2H, V2L).
Is V2X the same as C-V2X?
No. V2X is the application: what the vehicle communicates and why. C-V2X is one of the two radio technologies that carries it, defined by 3GPP and based on cellular technology. The other is DSRC, based on IEEE 802.11p and known in Europe as ITS-G5. Every jurisdiction that has made a technology decision since 2018 — the US, China, South Korea, Japan and India — has chosen C-V2X.
Is V2X mandatory in India?
Not yet. On 3 August 2026 the Ministry of Road Transport and Highways published a draft notification proposing that all newly manufactured L, M and N category vehicles carry an AIS-230-compliant C-V2X On-Board Unit from 1 October 2028, with an earlier 1 October 2027 date for vehicles voluntarily fitted with such a system. The draft was open for comment for thirty days. Until it is finalised, nothing is mandatory.
Does V2X replace cameras, radar and lidar?
No, and no serious proposal has suggested it should. Cameras, radar and lidar are line-of-sight sensors: they cannot see through a truck, around a building or over a crest. V2X is a non-line-of-sight information source that also carries data no optical sensor can infer — brake-pedal state, ABS activation, a signal's countdown to green, a vehicle's predicted path. It is an additional input to the same perception stack.
Last updated 2026-10-01 · Technical reference maintained by Ambimat Electronics, Ahmedabad, India. Corrections: v2x@ambimat.com