Amnon Shashua
In the mix of pillars, sensing, mapping, driving a policy, we see the sensor fusion as not one of the major pillars to be solved. In terms of fusion, you have fusion with radars. We see that mostly happening on a high level perspective. Sensor fusion within cameras and LIDARs, mostly happening on a low level perspective, roll LIDAR signal enters together with camera signals into machine learning algorithms. But those are not issues that we see as complicated issues. The big complicated issues are mapping as we mentioned in the past about the REM technology and driving a policy. This is a seriously complicated issue. And when we look at the partnerships, look at partnerships with car manufacturers that can provide the legacy of validation of data collection of specifications, working with us together on the driving policy, because this is something that requires adaptation to specific car manufacturer legacy and working with us also on the sensor fusion. But I will not put a sensor fusion high on the list of complicated issues.
Brian Johnson
Okay. So, it’s really more around the driving policy. Okay, thanks.
Amnon Shashua
Yes.
Operator
Your next question comes from the line of Brian Drab from William Blair. Your line is open.
Brian Drab
Hi. On the last call, you said that you are developing two partnerships for fully autonomous driving, one 2019 – ranging from 2019 to 2021. And you said that the programs could be running on the EyeQ4 and EyeQ5. So, given the BMW program is EyeQ5 in 2021, can we conclude that the second program is going to be an EyeQ4 and maybe a 2019 launch?
Amnon Shashua
We cannot provide more color. We can say, at this point, that we see three partnerships forming. One of them is the BMW-Intel and there are two more. They would form somewhere towards the end of this year. And when they will form, we will make the announcement.
Brian Drab
Okay. And then of course there are complexities in this – in your relationship with Tesla that you can’t share. But I am wondering if I could just ask if there is something that prevents either of you from coming back to the table in the future? In other words, could you end up working with them again down the road?
Amnon Shashua
Well, I think it was Henry Kissinger that said we have no friends, no enemies, only interests. Nothing is fixed. If in the future, things will change, we will change our decision.
Brian Drab
Okay. And then just as an aside, how many people do you have in the Sri Lanka operation at this point?
Ofer Maharshak
It’s about – this is Ofer, it’s about 650, 700 people, but it’s growing all the time.
Brian Drab
Okay, thank you very much.
Operator
Your next question comes from the line of David Leiker from Baird. Your line is open.
David Leiker
Good morning. Just one housekeeping item as it relates to Tesla, if I am doing my math right, Tesla is 1% of your sales maybe, is that correct?
Ofer Maharshak
We never commented specifically on exactly which OEM and how – what is the revenue from this OEM, but we always said that financially, Tesla is not material to the financial results of Mobileye.
David Leiker
But if we take their unit volume in the quarter versus your $1.4 million chips, I mean it’s a pretty small portion of your revenue, I guess, I think it’s important levels?
Ofer Maharshak
Of course, it’s very small.
David Leiker
Okay. And then just on a different topic here. If we look at the business that you are pursuing today in terms of RFQs, new bookings, things along those lines, is there anyway to give us some sort of mix between how much of that would be active safety, without AEB active safety with AEB and what’s moving down the road of semiautonomous, autonomous vehicles? Is there anywhere to characterize what that mix of business opportunities look like today?
Ofer Maharshak
David, this is Ofer. I think we always stated that we see most of the RFQs that we see in this timeframe contain AEB, because of all the NCAP around the world. I think majority of our deliveries containing AEB, some sort of AEB functions, but in nature RFQ have different bundles. You have very sophisticated one and you have a kind of a basic one, but we see in every RFQ we see AEB functions.
David Leiker
Okay. And then just one last follow-up on the comment as it relates but Autoliv, you had mentioned that there is a monovision camera and they are in a trifocal can you – it would seem that the monovision has the potential of being an Autoliv product, whereas your supply in the trifocal. Can you clarify that at all?
Amnon Shashua
When we say – this is Amnon. When we say that we are working with the Tier 1, it’s our EyeQ chip. So Autoliv, in this case, is only the Tier 1. They are not providing any sensing technology, camera sensing technology. So, the mono is an EyeQ4 mono and the trifocal is an EyeQ4 trifocal.
David Leiker
Okay, perfect. Thank you very much.
Operator
Your next question comes from the line of Chris McNally from Evercore ISI. Your line is open.
Chris McNally
Hi, guys. A question about the level 4 collaborations and then probably tie it back to Tesla. So, you had previously said you are working with 13 OEMs on autonomous. That’s 7 or 8 interested parties in REM. Is it fair to say that each of these OEMs are potential candidates for the level 4 collaboration or better yet r any of these OES sort of don’t want to participate, because they are approaching level 4 in their own manner? And I think that’s a tie on to Tesla, because people are going to want to understand the path that Tesla wants to go because clearly there is level 4 intentions.
Amnon Shashua
This is Amnon. The way we see Level 4, we see it happening in two tiers, because eventually asymptotically all car manufacturers would want to have a level 4 autonomy as part of their mix. If you don’t do that, then you will be disrupted. But we see that happening in two tiers. The first tier are the OEMs that are actively developing and seeking level 4 as soon as possible. And this is a small number of car manufacturers. I am not ready to say how exactly what is that number, but it’s a relatively small number. And then the second tier are those OEMs which would be engaged in level 4 only when they see a production intent to vehicle ready to industrialize. Therefore, the way we build our partnerships, we build our partnerships both with OEMs but also we will build partnerships with other tech players in order to be able to provide a production intent vehicle as soon as possible to the second-tier OEMs those OEMs who are not at a position to now spend a lot of R&D and resources on building this capability, they would like to have this capability already built at the production intent vehicle by a consortium of players, Mobileye Tier 1s and other players.