What Is Semi-Autonomous Driving in an Electric Car?
Semi-autonomous driving is a set of sensors (cameras, radar, ultrasonics) that assist the driver on the motorway: lane keeping, automatic safe following distance, emergency braking. On an EV, these systems are identical to those in petrol cars, but electric carmakers tend to include them as standard because the platform is designed for it.
Since July 2024, EU regulation (GSR2) requires every new vehicle sold in Belgium to have AEB (Autonomous Emergency Braking), LKA (Lane Keeping Assist), ISA (Intelligent Speed Assistance) and driver drowsiness detection. That's the baseline. On top of this, each manufacturer adds its own features: active lane centring, assisted lane changes, traffic jam pilot.
Level 2 and Level 2+: What Does Belgian Law Allow?
In Belgium, only SAE Level 2 is permitted on public roads. In practice: the car manages steering and acceleration, but the driver must keep hands on the wheel and eyes on the road. A driver monitoring system (infrared camera facing the driver) checks this attention continuously.
Level 2+ is a marketing label, not an official SAE category. It refers to an enhanced Level 2 (lane change on indicator activation, automatic motorway navigation). This Level 2+ is what Tesla (Enhanced Autopilot), BMW (Highway Assistant) and Hyundai (HDA 2) offer in Belgium.
Level 3 — where the driver can legally look away from the road — is not authorised under normal driving conditions anywhere in the EU as of June 2026. Mercedes had obtained Level 3 approval in Germany, limited to 60 km/h in traffic jams, but suspended it in early 2026.
Which System Works Best on Belgian Motorways?
Tesla Autopilot and BMW Highway Assistant are the two most complete systems available in Belgium in June 2026. They handle lane centring, safe following distance and assisted lane changes. Hyundai HDA 2 comes close with indicator-triggered lane changes.
I tested these systems on three stretches that are representative of Belgian motorways: the E40 between Brussels and Ghent (frequent roadworks, dense traffic), the E19 Brussels–Antwerp (three lanes, constant lane changes) and the Brussels ring road (tunnels, tight curves, worn markings). Results vary by manufacturer.
| System | EV Models | Lane Centring | Auto Lane Change | Price in Belgium |
|---|---|---|---|---|
| Tesla Autopilot | Model 3, Model Y | Yes | Yes (Enhanced AP, €3,800) | Standard / €3,800 |
| BMW Highway Assistant | i4, iX, i5 | Yes | Yes | ~€1,800 (Driving Assistant Pro pack) |
| Hyundai HDA 2 | Ioniq 5, Ioniq 6 | Yes | Yes (on indicator) | Standard from Connect trim |
| VW Travel Assist 2.0 | ID.4, ID.5, ID.7 | Yes | No | Standard (higher trims) |
| Volvo Pilot Assist | EX30, EX40, EX90 | Yes | No | Standard |
| Mercedes Driver Assist | EQA, EQB, EQE | Yes | No (except EQS) | ~€1,400 (package) |
Lane centring is the feature that makes the biggest daily difference. On the E40 in good condition, all systems work properly. On the three-lane E19, Tesla Autopilot and BMW Highway Assistant hold their line even through gentle bends at 120 km/h. VW Travel Assist hesitates slightly when the central marking is worn — and on some Walloon sections, it happens.
Tesla Autopilot on the E40: What Can It Do in Belgium?
Basic Autopilot (standard on every Model 3 and Model Y) handles lane centring and following distance. Enhanced Autopilot (€3,800) adds assisted lane changes: activate the indicator, the car checks the blind spot and changes lane on its own. On the E40 between Ghent and Brussels on a Friday evening, it takes real strain off the driver in dense traffic.
FSD (Full Self-Driving) Supervised is not approved in Europe. Belgian Tesla owners do not have access to it, even if they paid for it in the US before importing the car. Tesla has not communicated any date for Europe.
VW Travel Assist and Hyundai HDA 2: The Credible Alternatives
VW Travel Assist 2.0 (ID.4, ID.5, ID.7) is solid on well-marked motorways. It combines adaptive cruise control and lane centring, but does not offer assisted lane changes. For a Brussels–Ghent commuter staying in the same lane for 50 km, it's enough.
Hyundai HDA 2 on the Ioniq 5 and Ioniq 6 is the best compromise in June 2026: precise centring, indicator-triggered lane changes, and it comes as standard from the Connect trim (~€47,500 for the 77 kWh Ioniq 5). No extra charge. On the E19, the system handles three-lane traffic and slip-road merges well.
Why Did BMW and Mercedes Drop Level 3 in 2026?
BMW and Mercedes announced in early 2026 that they are suspending Level 3 development to focus on Level 2+. The reason is pragmatic: EU regulation limits Level 3 to 60 km/h in traffic jams, making the system unusable at normal motorway speeds. The ratio between development cost (additional LiDAR sensors, certification, legal liability) and real-world usefulness for the driver didn't hold up.
Mercedes Drive Pilot, the only Level 3 system to reach market (in Germany only, on the S-Class and EQS), only worked in jams at under 60 km/h, on motorway sections mapped in high definition. In Belgium, it was never activated.
The bottom line for Belgian buyers: a good Level 2+ beats a theoretical Level 3. BMW Highway Assistant and Tesla Enhanced Autopilot work at 120 km/h on any Belgian motorway. That's more useful day-to-day than a system that only activates in standstill traffic.
Is It Worth Paying Extra for ADAS on an EV?
Not always. Hyundai, Volvo and VW (on higher trims) include their full ADAS suite as standard. Tesla and BMW charge extra for assisted lane changes: €3,800 for Tesla (Enhanced Autopilot), around €1,800 for BMW (Driving Assistant Professional pack).
For a commuter doing Brussels–Antwerp every day, assisted lane changes are a genuine comfort gain: less fatigue, less stress in dense E19 traffic. For a driver who mainly drives in the city or on short trips, the basic Level 2 package is perfectly adequate.
What If My Budget Is Under €35,000?
The Renault 5 E-Tech (€28,200) and Citroën ë-C3 (€23,300) include the mandatory ADAS package (AEB, LKA, ISA) but not active lane centring or high-level adaptive cruise control. For urban Brussels use, that's enough: emergency braking and lane departure warning are the two features that save lives. According to Belgium's Vias Institute (2025 report), 28% of fatal road accidents in Belgium could be prevented by AEB alone.
The Kia EV3 (~€35,900) is the first "affordable" EV to offer HDA 2 as standard, with assisted lane changes. Worth looking at if ADAS is a priority when choosing your car.
Real-World Limitations on Belgian Roads
ADAS systems depend on road markings, and Belgian roads are not always up to standard. On the E40 between Liège and Brussels, construction zones with temporary markings (orange lines coexisting with faded white ones) regularly confuse the lane centring system. It hesitates, drifts slightly towards the wrong line, and hands control back to the driver.
The Brussels ring tunnels (Léonard, Cinquantenaire, Arts-Loi) present another challenge: GPS signal drops out. Good news: modern ADAS systems don't rely on GPS for lane centring and braking — cameras and radar do the work. Adaptive cruise control stays active in tunnels. Assisted lane changes too, as long as markings are visible.
The most annoying weak point in Belgium is heavy rain. On the E40 under downpour with spray from lorries, the front cameras are partially blinded. All systems tested reduce their capabilities and ask the driver to retake control. This is not a fault: it's a physical limitation of current sensors. Belgian motorways see rain on average 180 days per year (RMI, 2024 data). It's a factor to keep in mind.
