MicroVision says its Movia S short-range lidar (light detection and ranging) sensor and tri-lidar architecture could reach trucks as early as 2029, about 12 to 18 months after passenger vehicle production begins in 2028.
MicroVision’s chief technology officer Glen De Vos, who will soon step into the CEO role, believes the technology can improve advanced driver-assistance systems (ADAS), enhance safety around trailers, and eventually support autonomous driving in freight operations.
During an online briefing from IAA Mobility 2025 in Munich, Germany, De Vos said that the same technology that enables affordable lidar for passenger cars will also help bring advanced safety and automation to trucks. He added that cost reduction is what unlocks volume adoption, and fleets will only see value if this technology is reliable, compact, and priced for scale.
Tri-Lidar architecture
MicroVision is promoting what it calls a tri-lidar architecture. Instead of relying on a single, do-everything sensor, the system divides perception into short- and long-range tasks. The model mirrors the evolution of radar, which moved from one multifunction unit to specialized sensors optimized for different roles.
This approach allows each lidar unit to be smaller, draw less power, and integrate more easily into vehicles.
Movia S short-range sensor
At the core of the system is the Movia S short-range sensor. For automotive use, it provides a 90°×60° field of view; industrial and defence versions stretch to 180°×130°. Depending on configuration, detection ranges are 30–50 meters at 90% confidence on a 10% reflective target.
The satellite version of Movia S is only about eight cubic inches, small enough to mount behind a windshield, in a grille, or in body panels. For heavy trucks, this creates opportunities for side- and corner-mounted coverage without compromising aerodynamics.
The long-range element Mavin narrows its focus and extends detection beyond 220 meters — potentially 250 to 300 meters for trucking. Projected power consumption is about 10 watts, low enough for passive cooling, and the compact form factor could be mounted behind a mirror or aerodynamic panel.
Mavin uses MicroVision’s MEMS-based scanning system, which leverages three decades of silicon micromirror expertise. MEMS stands for microelectromechanical system. Simplified optics and vertical scanning achieved with just two MEMS units help reduce size and cost.
Cost and adoption
Both Movia S and Mavin use MicroVision’s sequential flash technology, a pure solid-state design with no moving assemblies. The company says this improves reliability and lowers both power use and system cost.
MicroVision is targeting about US$200 ($276) per short-range “corner” unit and US$300 for a long-range unit by 2028 — roughly 40–50% less than conventional lidar offering equivalent point-cloud performance. By using the same architecture across automotive, industrial, and defence markets, the company aims to achieve economies of scale.
Implications for trucking
For trucks, near-field coverage could improve vulnerable road-user detection in tight urban turns, cut blind spots around trailers, and boost safety in yard operations. Long-range units would enhance highway automation with perception extending up to 300 meters.
De Vos emphasized that adoption in trucking depends as much on lifecycle cost as performance. Smaller, low-power sensors that can be integrated behind glass or in grilles may reduce installation complexity, minimize downtime, and lower repair costs compared to traditional roof-mounted systems.
