Project
The driver-automation software underpinning Tesla's robotaxi strategy, long in beta and under regulatory and safety-advocate scrutiny.
Tesla is renaming Full Self-Driving (Supervised) as Tesla Assisted Driving in Europe after Germany's transport ministry called the name "somewhat misleading". The system works the same way under the new name, and its speed allowance above posted limits is still open.
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Germany's transport minister Steffen Bilger said he would actively push for EU-wide approval of Tesla's Full Self-Driving software. His backing puts the bloc's most populous state behind a bid that needs 15 of 27 countries holding more than 65% of EU residents.
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Tesla has renamed Full Self-Driving as Tesla Assisted Driving on its European websites while it seeks approval across the EU. The bloc-wide vote has slipped to December at the earliest, Crypto Briefing reported, so the new name answers a German complaint but does not fix a date.
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Stellantis CEO Antonio Filosa said the Wayve partnership could cut the cost and the roughly 24-month development time of hands-off driver assistance. The first North American product is due in 2028, about one current cycle away, so any faster schedule has to show up in the Stellantis brands that ship after it.
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Tesla Korea CEO Seo Yeong-deuk pledged under oath to seek FSD certification in a country where only 20.7% of 229,311 registered Teslas can legally run it. The testimony feeds a lawsuit owners have pressed since December 2024 over an option they paid about 9 million won for and say they could never use.
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Tesla's Full Self-Driving software has national approval in eight EU countries holding about 12.6% of the bloc's population. Reaching the other 87.4% needs a bloc-wide committee vote that has not yet been held, so Europe is a smaller FSD market than Tesla's lobbying push implies.
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South Korea's parliamentary transport committee called BYD Korea's head, its passenger-car chief and Tesla Korea's head to testify at its audit on Oct. 15. Both carmakers' Korean operations go on the record, and any further cost depends on what lawmakers do next.
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A wheel-free robotaxi carrying employees on public roads is a controlled pilot, not a product. The reported gap to the paid Austin fleet is a few days, and that interval is the thing to time.
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Two robotaxi builders put the same question to the same regulator by different routes. What each got back now decides fleet size, staffing, and whether the car has a steering wheel at all. The door is a hardware decision.
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Raja Krishnamoorthi's letter to Transportation Secretary Sean Duffy pairs 43 catalogued videos of sleeping Tesla drivers with the in-car message that invites a driver the car has flagged as drowsy to switch on Full Self-Driving.
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Rajat Gupta of JPMorgan gives the customer-supplied Tesla Network $5 billion of his $320 billion 2035 robotaxi forecast, and the other $314 billion rides on cars Tesla buys with its own capital. Waymo runs the same structure.
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Brett Schreiber, who won the first jury verdict against Tesla's Autopilot, now runs a standing weekly review team on inbound crash calls, most of which his own contingency arithmetic keeps out of court.
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A steering-wheel-free Cybercab rolling empty through Austin is an argument about build cost rather than mileage, since the 380,000 unsupervised miles Tesla claims sit at under 2% of Waymo's logged total.
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Rivian builds hardware headroom for about seven to 10 years of upgrades. The average US vehicle is 12.8 years old, and no one has priced the gap between those two numbers.
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Rivian builds in seven to 10 years of software headroom. The average American car is 12.8 years old. Tesla's HW3 retrofit and a Gen 1 Rivian class action show who pays the difference.
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