autonomous driving

A recent Chinese autonomous driving assist system test by Dongchedi, involving 36 vehicles, has sparked controversy and conspiracy theories. The test revealed limitations, even in Tesla’s systems, and polarized reactions. Some criticize the methodology, while others allege bias, suggesting a foreign-backed plot to undermine Chinese automakers and delay Level 3 standards. Skeptics dismiss these claims, viewing the test as highlighting real-world limitations. More balanced views see the controversy as a necessary step towards accurately representing autonomous driving capabilities and avoiding public misinformation.

A recent assisted driving test by Dongchedi, involving 36 vehicles in simulated accident scenarios, revealed limitations in current systems. While Tesla performed best, no vehicle flawlessly navigated all tests. Chinese systems, including Huawei’s, fared worse. The test sparked debate about methodology but highlights that even advanced features remain assistive, not autonomous. Official media emphasize inherent risks, with dealerships shifting to a “hands-on, eyes-on” marketing approach. Experts stress that drivers must remain attentive and understand the limitations of Level 2 assisted driving systems.

Xpeng Motors CEO He Xiaopeng believes China and the US are leading the autonomous driving race. While currently at a similar Level 2-4, China’s faster momentum in technology, market acceptance, and regulation could allow it to surpass the US, particularly in L2 and L3 applications. He Xiaopeng’s comments follow Tesla’s demonstration of a “fully autonomous delivery” using a Model Y, which Elon Musk hailed as “true self-driving,” showcasing Level 4 capabilities.

Huawei announced an aggressive autonomous driving roadmap. Executives stated pilot L3 deployments begin this year, with scaled L3 commercialization in 2026. The company targets full L4 system commercialization by 2027 and autonomous highway logistics by 2028, acknowledging Tesla likely leads by a year. Huawei emphasized L3 marks a critical shift requiring driver vigilance and liability shifts towards manufacturers. Senior executive Richard Yu confirmed reliance on their systems, stating “Huawei is ready for L3” to transform commutes. (95 words)

NIO’s Chief Technology Planning Expert, Hu Chengchen, has departed the company. Initial reports linked his departure to chip development, citing a user-generated Baidu Baike entry. However, NIO’s Assistant VP of Brand and Communication clarified that Hu was not involved in chip development, but rather the company’s long-term technology roadmap. This comes as NIO rolls out its in-house World Model and its NX9031 intelligent driving chip, which a company executive stated contributed to increased profit margins.

Huawei’s Eric Xu predicts a surge in 5G-connected car adoption in China, reaching 30% of new passenger vehicle sales by 2025 and 95% by 2030. He differentiates between connectivity approaches for the cockpit (B2C) and telematics (B2B). Recognizing challenges like IPR and pricing, Xu urges industry collaboration, with Huawei and GSMA playing key roles in resolving them.

In 2025, Elon Musk advocated for AI, digital neural networks, and cameras as the optimal solution for autonomous driving, emphasizing that the world’s road systems are designed for visual perception. He views lidar as problematic for safety, while opposing voices from companies such as Huawei champion lidar technology for its safety benefits. The article highlights the limitations of lidar in terms of weather sensitivity and information density compared to high-resolution cameras.

Pony.ai is accelerating its Robotaxi ambitions, beginning public road testing of its seventh-generation autonomous vehicles in Guangzhou and Shenzhen, China. Built on GAC’s Aion V model, the Gen-7 system boasts automotive-grade components, reduced costs, and versatile design. With advanced sensors and the “PonyWorld” model, the company aims for full-scenario operation. Strategic partnerships and over 45 million kilometers of testing position Pony.ai for mass production and a fleet exceeding 1,000 vehicles by the end of 2025.

Xiaomi’s founder, Lei Jun, revealed strategic updates, hinting at a transformed approach to the EV market. The YU7 model’s pricing deviates from initial speculations. Xiaomi aims for automotive division profitability as early as Q3/Q4, driven by technological innovation. The company invests heavily in AD and chip design to boost competitiveness. Robotics are also making progress, while Xiaomi maintains a 5% profit margin on hardware, signaling disruption in the competitive landscape.

At the 2025 Future Automotive Pioneers Conference, Huawei’s Richard Yu outlined the company’s automotive vision. Key takeaways include Huawei’s strong brand appeal, leading autonomous driving tech, premium AITO brand positioning, and advances in smart cockpits. Yu also emphasized Huawei’s compliance with national standards, cautioned against flawed industry practices, and criticized relying on the lowest performing benchmarks. He highlighted the need for true innovation over hype.