3 6 Ke·2026-01-28 12:04Group 1 - The automotive industry is divided on the approach to L3 and L4 autonomous driving, with some companies advocating for skipping L3 and moving directly to L4, while others are focused on accelerating the implementation of L3 [2][3] - Companies like Xiaopeng and Mercedes-Benz have expressed skepticism about L3, with Xiaopeng's founder stating that true fully autonomous driving will arrive by 2026, skipping L3 altogether [2][3] - In contrast, the Ministry of Industry and Information Technology in China has issued licenses for L3 vehicles, indicating a push towards practical implementation, with companies like BYD and Hongmeng already conducting extensive testing [2][8] Group 2 - The distinction between L3 and L4 is primarily based on legal and responsibility frameworks rather than clear technological differences, with L3 being seen as a limited version of L4 [4][6] - The current classification system for autonomous driving levels may not accurately reflect the technological capabilities, as many experts believe that the future will categorize driving into two main scenarios: driver assistance and true autonomous driving [4][6] - Despite the push for L3, regulatory hurdles remain significant, with companies facing lengthy approval processes and strict operational limitations even after receiving licenses [9][11] Group 3 - The market demand for L3 systems is currently insufficient, as evidenced by Mercedes-Benz's decision to pause its L3 rollout due to high costs and low consumer interest [13][14] - Tesla's Full Self-Driving (FSD) option has seen low adoption rates, prompting the company to shift to a subscription model to increase accessibility [14] - The timeline for mass production of L3 vehicles remains uncertain, with various interpretations of what "mass production" entails, leading to discrepancies between technical capabilities and regulatory approvals [15][16]