Australia will introduce a bill to parliament this week containing its first-ever vehicle emissions rule, a huge step forward for the country. But the rules make the same mistakes that have caused ballooning vehicle sizes in the US over the last decades.
Australia doesn’t have its own fuel efficiency standards, making it one of only two advanced countries without such a rule, alongside Russia. Australia has seen some state-level efforts to expand EVs, some better than others, but the federal government has been somewhat hands-off in this respect until now.
As a result, the average new car in Australia consumes 6.9L/100km, compared to 4.2L in the US and 3.5L in Europe. Automakers often bring their dirtiest cars to Australia, and don’t offer better and cleaner electric models in the country.
The new emissions rules intend to change that, and to increase availability of EV options for the country.
The rules will cut new vehicle emissions by more than half by 2029 and will save Australians $95 billion in fuel costs by 2050. This will result in 321 million fewer tons of carbon emissions in Australia by 2050.
While both of these numbers are a lot less than the US’ new EPA rules, the US also has 13x as many people as Australia.
The numbers are also lower than they would have been in the original proposal, which would have cut 369 million tons of carbon emissions. But that proposal was watered down by automaker lobbying (which we’ve seen a lot of recently), primarily through exceptions added for huge SUVs.
Thankfully, the EPA’s new rules – which the Albanese government modeled its rules after, including the softening of them after EPA finalized a softer version of its own rules last week – have actually acknowledged this mistake, and say that they will “narrow the numerical stringency difference between the car and truck curves” over time in order to reduce this favor given to huge vehicles. The Albanese government’s rules, however, do not seem to include a similar realization.
The Australia rule classifies several large SUVs as “light commercial vehicles,” despite that they are typically used for non-commercial purposes. These include the Toyota LandCruiser, Ford Everest, Isuzu MUX, Nissan Patrol and Mitsubishi Pajero Sport – all mid- or full-size SUVs.
Commercial vehicles get a higher emissions limit than passenger cars – 210g/km in 2025 and 110g/km in 2029, instead of 141g/km and 58g/km respectively for passenger cars. Higher limits would make sense for vehicles that are doing commercial work, like last-mile delivery, but picking the kids up from footy practice isn’t really a “commercial” task.
Further, the commercial vehicle limits were raised compared to the original plan. They were originally going to be 199 and 81 grams, instead of 210 and 110. This watering-down echoes similar recent developments in both US and EU regulatory schemes.
These changes were pushed for by the Federal Chamber of Automotive Industries, Australia’s primary automaker lobbyist. Tesla and Polestar used to be members of FCAI, but bothquit due to the misinformation that FCAI spread in the process of lobbying against these emissions standards.
However, Toyota does seem reasonably satisfied with the compromised rules – though characterized it as “a very big challenge” and called the numbers “ambitious” (which recalls what the US’ main auto lobbyist said about the EPA’s new rules – calling them “a stretch goal”).
Other automakers had a similar take, including Tesla, whose head of policy in Australia, Sam McLean, said the rules are a “moderate standard that takes Australia from being really last place in this transition to the middle of the pack.”
A bill containing the new auto emissions rules will be introduced in parliament this week. The bill is expected to pass over objections of the opposition, which has not seen the rules but said that it plans to vote against them.
Electrek’s Take
Like with the new EPA rules, we obviously think that a huge step forward in auto emissions is a positive step.
But, also like with the new EPA rules, we recognize that watering down these standards is an incredibly dumb idea. The EPA rules shouldn’t have been watered down, and following the US’ dumb decision is not a good move. Especially since Australia’s rule implements a large-car exception that the EPA’s own rules acknowledge was a devastatingly bad influence on US auto emissions, road safety, and general sprawl over the course of the last few decades.
Take it from someone in the US: don’t make the same mistakes we did. It won’t make your cities nicer, it won’t make your population healthier, and it won’t save you money.
And in general, there are no emissions schemes in the world currently that are ambitious enough to confront the climate crisis we find ourselves in. According to Climate Action Tracker, no countries have made commitments compatible with keeping global temperatures under +1.5ºC above pre-industrial levels, and only a scant few are rated as “almost sufficient.” Australia’s commitments are currently rated as “insufficient.” So it is apparent that there is still action to be had, and that Australia needs to do better.
The other threat is possible future Chinese dominance in the auto industry. While this is less of a threat in Australia’s case (it doesn’t have a domestic auto industry to speak of), the recent pattern of automakers lobbying governments for looser emissions rules will only harm those automakers, as weaker rules will lull them into a false sense of security that is not shared by the rapidly growing Chinese auto industry.
China is ramping EVs, and will fill gaps in consumer demand that are left by intransigent Western automakers who fall into their pathological compulsion of opposing any reasonable regulation just for the sake of opposing it. And while EU and USA may try to throw their weight around and oppose this shift (which I believe will be an impotent effort), Australia is not likely to, given its proximity to China, history as a large trading partner with the nation, and relatively smaller size and therefore ability to call the shots globally.
But, we must also celebrate progress wherever we can. Going from no commitment at all, to one that ramps as a pretty good rate before the end of this decade, is praiseworthy.
Tesla has been forced to reimburse a customer’s Full Self-Driving package after an arbitrator determined that the automaker failed to deliver it.
Tesla has been promising its car owners that every vehicle it has built since 2016 has all the hardware capable of unsupervised self-driving.
The automaker has been selling a “Full Self-Driving” (FSD) package that is supposed to deliver this unsupervised self-driving capability through over-the-air software updates.
Almost a decade later, Tesla has yet to deliver on its promise, and its claim that the cars’ hardware is capable of self-driving has been proven wrong. Tesla had to update all cars with HW2 and 2.5 computers to HW3 computers.
Tesla is now attempting to deliver its promise of unsupervised self-driving on HW4 cars, which have been in production since 2023-2024, depending on the model. However, there are still significant doubts about this being possible, as the best available data indicate that Tesla only achieves about 500 miles between critical disengagements with the latest software on the hardware.
On the other hand, many customers are losing faith in Tesla’s ability to deliver on its promise and manage this computer retrofit situation. Some of them have been seeking to be reimbursed for their purchase of the Full Self-Driving package, which Tesla sold from $8,000 to $15,000.
A Tesla owner in Washington managed to get the automaker to reimburse the FSD package, but it wasn’t easy.
The 2021 Model Y was Marc Dobin and his wife’s third Tesla. Due to his wife’s declining mobility, Dobin was intrigued about the FSD package as a potential way to give her more independence. He wrote in a blog post:
But FSD was more than hype for us. The promise of a car that could drive my wife around gave us hope that she’d maintain independence as her motor skills declined. We paid an extra $10,000 for FSD.
Tesla’s FSD quickly disillusioned Dobin. First, he couldn’t even enable it due to Tesla restricting the Beta access through a “safety score” system, something he pointed out was never mentioned in the contract.
Furthermore, the feature required the supervision of a driver at all times, which was not what Tesla sold to customers.
Tesla doesn’t make it easy for customers in the US to seek a refund or to sue Tesla as it forces buyers to go through arbitration through its sales contract.
That didn’t deter Dobin, who happens to be a lawyer with years of experience in arbitration. It took almost a year, but Tesla and Dobin eventually found themselves in arbitration, and it didn’t go well for the automaker:
Almost a year after filing, the evidentiary hearing was held via Zoom. Tesla produced one witness: a Field Technical Specialist who admitted he hadn’t checked what equipment shipped with our car, hadn’t reviewed our driving logs, and didn’t know details about the FSD system installed on our car, if any. He hadn’t spoken to any sales rep we dealt with or reviewed the contract’s integration clause.
There were both a Tesla lawyer and an outside counsel representing Tesla at the hearing, but the witness was not equipped to answer questions.
Dobin wrote:
He was a service technician, not a lawyer or salesperson. But that’s who Tesla brought to the hearing. At the end, I genuinely felt bad for him because Tesla set him up to be a human punching bag—someone unprepared to answer key questions, forced to defend a system he clearly didn’t understand. While I was examining him, a Tesla in-house lawyer sat silently, while the company’s outside counsel tried to soften the blows of the witness’ testimony.
He focused on Tesla’s lack of disclosure regarding the safety score and the fact that the system does not meet the promises made to customers.
The arbitrator sided with Dobin and wrote:
The evidence is persuasive that the feature was not functional, operational, or otherwise available.”
Tesla was forced to reimburse the FSD package $10,000 plus taxes, and pay for the almost $8,000 in arbitration fees.
Since Tesla forces arbitration through its contracts, it is required to cover the cost.
Electrek’s Take
This is interesting. Tesla assigned two lawyers to this case in an attempt to avoid reimbursing $10,000, knowing it would have to cover the expensive arbitration fees – most likely losing tens of thousands of dollars in the process.
It makes no sense to me. Tesla should have a standing offer to reimburse FSD for anyone who requests it until it can actually deliver on its promise of unsupervised self-driving.
That’s the right thing to do, and the fact that Tesla would waste money trying to fight customers requesting a refund is really telling.
Tesla is simply not ready to do the right thing here, and it doesn’t bode well for the computer retrofits and all the other liabilities around Tesla FSD.
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After hitting a major milestone on Monday, BYD claimed it’s about to unleash “the largest-scale smart driving OTA in history.”
BYD preps for the largest-scale software update
BYD announced on Weibo that there are now over 1 million vehicles on the road with its God’s Eye smart driving system.
The milestone comes after it upgraded 21 of its top-selling vehicles with the smart driving tech in February, at no extra cost. Even its most affordable EV, the Seagull, which starts at under $10,000 (69,800 yuan), got the upgrade.
BYD didn’t reveal any specifics, only promising “it is safer and smarter.” The Chinese EV giant has three different “God’s Eye” levels: A, B, and C.
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The highest, God’s Eye A, is typically reserved for BYD’s ultra-luxury Yangwang brand, which utilizes its DiPilot 600 smart cockpit with three LiDARs.
God’s Eye B is used for other luxury and higher-end models, including those under Denza, which utilize DiPilot 300 and one or two LiDARs.
The base God’s Eye C system, used for BYD brand models, includes 12 cameras, five wave radars, and 12 ultrasonic radars, all supported by DiPilot 100.
Last week, BYD’s luxury off-road brand, Fang Cheng Bao, launched a limited-time offer for Huawei’s Qiankun Intelligent Driving High-end Function Package. The discount cuts the price from 32,000 yuan ($4,500) to just 12,000 yuan ($1,700).
BYD Seagull EV testing with God’s Eye C smart driving system (Source: BYD)
After selling another 382,585 vehicles in June, BYD now has over 2.1 million in cumulative sales in the first half of 2025, up 33% from last year.
With the “largest-scale smart driving” update coming soon, BYD’s vehicles are about to gain new functions and safety features. Check back soon for more details.
BYD claims it’s “capable of leading the transformation and popularization of intelligent driving” with over 5,000 engineers dedicated to the field. As the world’s largest NEV maker, BYD said it’s committed to transforming the auto industry with safer and more sustainable solutions for global markets.
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Kia’s electric SUV is a hit in the UK. The EV3 was the most popular retail EV through the first half of 2025, pushing Kia to become the UK’s third top-selling car brand so far this year.
Kia EV3 leads as the UK’s most popular retail EV
The EV3 is Kia’s fastest-selling EV in the UK and a massive part of the brand’s success this year. Kia said the compact electric SUV contributed to its best-ever June, Q2, and first half EV registrations so far this year.
In January, the EV3 “started with a bang,” racing out to become the UK’s most popular retail EV. The EV3 was the best-selling retail EV in the UK and the fourth best-selling EV overall in the first quarter, including commercial vehicles.
Through the first half of the year, the Kia EV3 maintained its crown as the UK’s most popular EV with 6,293 registrations.
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The EV3 starts at £33,005 ($42,500) as the ‘brand’s most affordable EV yet.” It’s available with two battery packs: 58.3 kWh or 81.48 kWh, providing a WLTP range of up to 430 km (270 miles) and 599 km (375 miles), respectively.
Kia EV3 (Source: Kia)
Kia sold 31,643 electrified vehicles in the first half of 2025. Although this includes fully electric vehicles (EVs), plug-in hybrids (PHEVs), and hybrids (HEVs), it still accounts for over half of Kia’s total of 62,005 registrations.
Kia EV3 (Source: Kia)
After opening orders for the EV4 last week, Kia’s first electric hatchback, the brand expects to see even more demand throughout 2025. With up to 388 miles WLTP range, it’s also the longest-range Kia EV to date.
Next year, Kia will introduce the entry-level EV2, which will sit below the EV3 in Kia’s lineup. Kia is looking to add an even more affordable EV to sit below the EV2. It will start at under $30,000 (€25,000), but we likely won’t see it until closer toward the end of the decade.
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