8 / 27
8 of 27 approved
Eight countries have approved. Nineteen have not.
The Dutch approval is real. Your ministry can recognise it and can vote yes.
Tesla Assisted Driving (formerly FSD (Supervised)) is already legal in NL, BE, DK, LT, EE, SI, CZ and HR.
Source: Tesla Europe testing in Rome, Italy., opens in a new windowWhere Tesla Assisted Driving is legal in Europe
As of 16 October 2026, Tesla Assisted Driving is legal for owners in nine of twenty-seven EU Member States. Together those nine are about 13.9% of the EU population.
19 not yet
Have not accepted the Dutch file
~13.9%
Of EU population, in the nine
A qualified majority needs 15 states and 65% of people · 6 Oct TCMV discussed it with no vote; December earliest · as of 16 October 2026.
A live third-party view of the same map is at fsd-eu-tracker.de, opens in a new window. We are not scraping that site.
Choose a country to write to its ministry.
What Tesla Assisted Driving is
Tesla Assisted Driving, opens in a new window is Tesla’s most capable driver-assistance system. It can steer, accelerate, brake, change lanes, handle junctions and park. The driver supervises. It is SAE Level 2. It is not an Automated Driving System, not a robotaxi, and not unsupervised. Every official European text that matters — RDW, Færdselsstyrelsen, Transpordiamet, Traficom, the French transport minister — says the driver remains responsible. See what it is, and is not.
In Europe the approved customer product is Hardware 4 / AI4 only. Check the car, not the model year: Controls → Software → Additional Vehicle Information should show AI4 or HW4. Older Hardware 3 cars are not on the Dutch type-approval. An over-the-air update will not unlock the system on a Hardware 3 car in the EU. See Hardware 4 only.
The software is a separate approved build. European cars have been on a frozen v14.2.2.x branch. North America has moved on to v14.3.x. RDW said it plainly on 10 April 2026: the US version is “NOT comparable” to the EU version.
Where it is legal, owners subscribe in the Tesla app. After Tesla withdrew the European one-time purchase in May 2026, the published offer is a monthly subscription — commonly €99 in euro markets, often €49 for owners who previously bought Enhanced Autopilot. Confirm the live price in the app. Hands need not stay on the wheel, but they must be able to take over at once.
Rome, Italy, opens in a new window Berlin, Germany, opens in a new window Madrid, Spain, opens in a new window Amsterdam, Netherlands, opens in a new window
Hardware 4 only
The approved European customer product is HW4 / AI4. Hardware 3 is outside the Dutch file.
SAE Level 2
The driver supervises and remains legally responsible. It is not an unsupervised system.
Frozen EU build
Customer cars here sit on v14.2.2.x. New US point-releases are not comparable until they are re-approved.
Driver responsible
Hands need not stay on the wheel. They must be able to take over at once. Inattention brings a lock-out.
Why this matters
Around 19,400 people were killed on EU roads in 2025, according to the European Commission’s preliminary figures published on 24 March 2026, opens in a new window — about 3% fewer than in 2024. The Commission’s working estimate is that around 100,000 people are seriously injured on EU roads each year. Most Member States are not on track to halve deaths by 2030. Driver assistance will not solve that on its own. The remaining question is whether Member States finish the review of this file and take a public position.
4.1×
Tesla’s claim: fewer crashes than manual driving, measured across 100 million km on public EU roads. Customer use measured in the five markets then approved (Tesla, 1 Sep). Legal in nine as of 16 Oct; HR and SK customer rollout not yet confirmed; early CZ and SI customer drives reported.
Tesla company figures. Not independently audited. Tesla Europe, 1 September 2026, opens in a new window
>70k
Customers using the system in the five markets then approved (Tesla, 1 Sep), more than 1 million km per day. Legal in nine as of 16 Oct; HR and SK customer rollout not yet confirmed; early CZ and SI customer drives reported.
Tesla company figures. Same 1 September post. Tesla Europe, 1 September 2026, opens in a new window
3,000 h
More than 3,000 hours of RDW’s own testing, more than 1,000 test runs, 1.8 million km in the assessment set.
RDW’s public line. Underlying test records are not public. RDW, 17 June 2026, opens in a new window
Tesla’s 4.1× (1 September 2026) is a company figure across 100 million km on public EU roads. Unlike the July 5.2× slide, that post does not say it is a same-fleet comparison against Teslas with the same Active Safety suite. Tesla also published an Article 39 evidence dashboard, opens in a new window it says was shared with Member States in April 2026. The data on that dashboard is from before that date and is mostly North American customer fleet plus a small EU engineering fleet, not the 100 million km of customer use. Tesla’s own methodology note says it cannot control for weather, time of day, traffic density, or which trips use the system. It is still Tesla’s collision definition, Tesla’s baseline, and Tesla’s arithmetic. RDW did its own tests and does not treat Tesla marketing as the basis of approval. There is no public, independent, peer-reviewed European collision study of customer Tesla Assisted Driving as of 1 September 2026. A Reuters investigation of 7 October 2026, opens in a new window asked seven traffic-safety researchers to review Tesla’s European study. They said it uses driving behaviours such as hard braking, horn and blinker use as stand-ins for crashes, compares Tesla’s professional engineering drivers with ordinary owners, and does not show that Tesla Assisted Driving prevents fatal crashes. Tesla’s own fine print says the comparisons are not causal estimates. RDW told Reuters it assesses driver assistance systems from all manufacturers objectively and independently. These figures are a reason to finish the review. They are not a reason to skip it.
How you can help
The Dutch approval is not EU-wide. Other Member States may accept it. They are not obliged to. Write to the people who hold the TCMV vote.
Not yet approved
Recognise the Dutch file and vote yes
Other Member States may accept the Dutch Article 39 approval. They are not obliged to. Write for a national decision and a TCMV yes.
Choose a countryAlready legal
Support the implementing act
You already have the product on Hardware 4. A Commission no can start a six-month unwind. Ask your ministry to vote yes.
Choose a countryOpposed
Ask for a public EU-vote line
France declined recognition on 22 July. The letter does not open with “please recognise.”
Choose a countryThe United Kingdom, Switzerland and Norway cannot use Article 39. See how their path differs.
Letter
Choose a country first
Write to your ministry Share on X, opens in a new window Share a European story, opens in a new window Website source on GitHub, opens in a new window
What drivers say
“I covered the entire outward and return journey on FSD Supervised — and I did not have to intervene once. Over 240 kilometres. After almost 10,000 km with FSD Supervised I know exactly what it can do.”
“I hated driving so much, I despised cars… With FSD, I am fully focused on driving safely and not worry about when to change lanes or miss exits. I have been out of the house everyday after purchasing Tesla Y. And for the first time in 10+ years, I accepted a lunch invitation and went to have lunch… It feels so free.”
Questions
Tesla Assisted Driving, opens in a new window is Tesla’s advanced driver-assistance system. It uses eight exterior cameras and a neural net trained on fleet driving. It can navigate city streets, junctions, lane changes and parking while the driver supervises.
It is SAE Level 2. It is not Level 3, not an unsupervised system, and not a robotaxi. The name is Tesla’s. The legal class in Europe is a Driver Control Assistance System, sitting under UN Regulation No. 171 with exemptions. The driver is responsible for the vehicle at every moment.
It is not “banned in Europe.” It is a paid product in nine Member States, on a specific hardware generation and a specific software build.
Yes. Since 9 October 2026 Tesla calls the system Tesla Assisted Driving in Europe, after Germany’s transport ministry said the old name was misleading. The software, the approvals and the rules are unchanged: it is SAE Level 2, and the driver stays fully responsible. We kept our name, We Need FSD, because that is where the campaign started.
Sources: Electrek, 9 October 2026, opens in a new window; TechCrunch, 9 October 2026, opens in a new window; BMV: Aktueller Stand Tesla-Assistenzsysteme, opens in a new window.
As of 16 October 2026, customer use in Europe is legal in nine Member States: the Netherlands, Lithuania, Estonia, Denmark, Belgium, Slovenia, Czechia, Croatia and Slovakia. AVP confirmed Slovenia’s temporary recognition (7 September; notice 8 September). Early SI customer unlocks and first drives have been reported; confirm in the Tesla app — Tesla Europe has not posted a formal “now live for all SI” notice. Czechia: MDČR recognised the Dutch RDW provisional approval on 21 September 2026; Tesla Europe announced the same morning; rollout will begin soon — confirm in the app. Croatia: DZM recognised, opens in a new window the Dutch RDW provisional approval on 29 September 2026 (letter to Tesla Hrvatska, quoted by HINA / N1); Tesla Europe announced, opens in a new window the same morning; no DZM press page on dzm.gov.hr yet; rollout will begin soon — confirm in the app. Slovakia: Ministerstvo dopravy SR recognised, opens in a new window the Dutch RDW provisional approval on 16 October 2026; Tesla has not yet announced a Slovak customer rollout — confirm in the app. Hardware is covered in Hardware 4 only. See Where Tesla Assisted Driving is legal for the live map and every national status.
Outside Europe, Tesla’s late-August 2026 list named twelve markets: the United States, Canada, Mexico, Puerto Rico, Australia, New Zealand, South Korea, and those five EU countries. China is not on that August list. Confirm the live list on tesla.com/fsd, opens in a new window. Software is not the same everywhere: North America has been on v14.3.x; the approved EU customer build is v14.2.2.x.
Europe was late because UN Regulation No. 171 (DCAS), which entered into force on 22 September 2024, does not cover everything this product does. Tesla therefore needed an exemption as well as a DCAS home. That exemption is Article 39 of Regulation (EU) 2018/858, opens in a new window.
There are now three layers, and they are not the same thing:
- National recognition (Article 39(5)). RDW issued a provisional EU type-approval, valid in the Netherlands. Any other Member State may accept that file on its own territory. Eight have. The rest have not.
- TCMV / Commission authorisation (Article 39(3)). The Commission must authorise an EU-wide implementing act. TCMV votes by qualified majority: 15 Member States and 65% of EU population. The published draft agenda for the 119th TCMV (6 October 2026; DG GROW; draft ~11 September) lists only “Continuation of discussions on request of the Netherlands for an Art. 39 authorisation” (~25 min, 11:45–12:10) — Tesla not named, no vote. Electrek and Reuters (25 September 2026) and fsd-eu-tracker.de report the same; next scheduled TCMV after October is December — earliest apparent vote opportunity, not a Commission-confirmed vote date.
- UN R171 Series 02 — the longer, cleaner path. WP.29 adopted, opens in a new window the 02 series in June 2026; it is not yet in force. Once it is, manufacturers can apply for a standard UN certificate. That is the durable path for the UK, Switzerland and Norway. It is not a shortcut around today’s Article 39 vote.
If the Commission later refuses the Article 39 authorisation, the nine national approvals can be unwound. That rule is in What if the Commission says no?.
The European customer approval is latest-generation hardware only — Hardware 4 / AI4, sold roughly from 2023. Traficom said so officially, opens in a new window on 23 June 2026: for older cars, “the manufacturer has not initiated a corresponding procedure.” Hardware 3 FSD v14 Lite is a US (and, narrowly, Korean) product. It is not the approved EU type.
The EU software is a frozen approved build on the v14.2.2 branch. North America is on v14.3.x. Each safety-relevant EU build needs type-approval follow-up. Do not assume feature parity, and do not tell a 2019–2023 Hardware 3 owner that a simple OTA will unlock it.
How to check: Controls → Software → Additional Vehicle Information should show AI4 or HW4. Build dates are a clue, not a proof: mid-2023+ S/X, early-2024+ 3/Y.
This is the live political objection. Traficom describes a driver-set speed offset of up to +50% above the detected limit, plus a “contextual” speed that can follow surrounding traffic. Tesla’s stated justification is wrongly read speed limits, and not becoming a rolling obstacle. That has not convinced Paris. Stockholm’s technical letter is still on file.
France. On 22 July 2026, transport minister Philippe Tabarot declined national recognition of the current product. Le Figaro reported him saying the safety trade-offs were not yet sufficient “as it currently stands,” and that France wants a harmonised EU framework rather than a national copy of the Dutch file.
On 2 September 2026 Tabarot held a videoconference with Elon Musk and announced two Tesla-supplied on-road trial vehicles. He said French authorities have been working on technical adaptations that will enable France to support EU homologation “in the coming weeks.” He did not reverse the 22 July refusal, did not recognise the Dutch Article 39 file, and did not publish a TCMV voting line. Testing is not customer approval. An entourage readout to RTL said France had “never closed the door.”
Sweden. Trafikverket’s 30 April 2026 TCMV letter, reported by Reuters on 18 June, recommends a no unless Speed Offset / systematic speeding is removed. Infrastrukturminister Andreas Carlson’s written answer to riksdagsfråga 2025/26:1000 (letter 31 August, published 1 September 2026) restates a union-wide ADAS ambition and still takes Trafikverket into account. That is not a locked TCMV yes, not a withdrawal of the Speed Offset objection, and not national customer approval. Testing is not a go-ahead.
A letter from France should welcome the 2 September trials, then still address the 22 July refusal: either ask for a yes with conditions, or ask the ministry to say what change would turn a no into a yes.
A letter from Sweden must not treat Carlson’s written answer as a locked yes. Ask for a public TCMV line while Trafikverket’s April letter is still on file.
Then the provisional Dutch approval — and every national recognition that hangs off it — can lapse six months after the refusal (Article 39(7); Færdselsstyrelsen, 9 June 2026). New marketing and sale in the EU would stop. Cars already built to the provisional approval and already in service in accepting states sit in a greyer residual category.
A refusal does not forbid a later, narrower file, or a later file under a revised UN R171. It does mean the current nine-country map is not permanent until the Commission act exists. That is why the letters ask for a yes at TCMV, not only for a local favour.
European streets are denser than a US grid: narrower roads, trams, scooters, unmarked junctions, aggressive lane discipline. Tesla has been testing on those streets for more than a year. Since April 2026, customers have been driving the approved build in five countries; as of 16 October 2026 it is legal in nine, with HR and SK customer rollout not yet confirmed and early CZ and SI customer drives reported. That is a stronger fact than any demo.
These 2025 Tesla Europe / owner clips are still useful as pictures of European streets. They are testing or influencer drives, not a safety study:
- Rome, Italy, opens in a new window (2:49) — historic centre, Tesla Europe
- Berlin, Germany, opens in a new window (2:28) — urban avenues, Tesla Europe
- Madrid, Spain, opens in a new window (2:53) — city boulevards, Tesla Europe
- Amsterdam, Netherlands, opens in a new window (2:02) — bikes, trams, tight turns; longer breakdown
Italy, Germany and Spain have not approved customer Tesla Assisted Driving. These videos do not change that.
Clips are anecdotes. They are not a collision study. We kept the ones that show European streets, winter, or a generally transferable skill.
- Foggy mountain road at night, opens in a new window (1:57)
- Heavy snow, Quebec — recovery from a slip, opens in a new window (0:11)
- Swindon Magic Roundabout, UK, opens in a new window (1:23)
- Toll booth, opens in a new window (1:23)
- Heavy fog, opens in a new window (0:40)
- Highway crash avoidance, opens in a new window (0:22)
- Head-on drift, swerve, opens in a new window (0:16)
- Long line of cyclists, opens in a new window (1:05)
- Oncoming truck on a narrow road, opens in a new window (0:13)
- Night construction zone, opens in a new window (1:21)
- Deer at night, opens in a new window (0:08)
For a European safety case, prefer RDW’s test programme and Tesla’s labelled EU fleet figures over any of these.
The driver is legally responsible. Always. Tesla Assisted Driving is SAE Level 2 (SAE J3016, opens in a new window). It is not an Automated Driving System under UN R157.
RDW’s own words: the vehicle is “NOT autonomous or self-driving. The driver is supported and remains responsible.” Hands need not stay on the wheel, but must be able to take over at once. Inattention leads to warnings and, if it continues, a temporary lock-out.
The cabin camera watches gaze and attention. The driver can cancel at any time with the brake, the wheel, or the stalk. The system assists. The driver decides. Liability sits with the driver, as it does with adaptive cruise or lane-keeping.
No. Not legally, and not technically if the driver-monitoring system is working. Looking away, closing your eyes, or picking up a phone produces warnings and then a disengagement. Doing those things in a moving car remains an offence whether the system is on or not.
Supervised assistance can reduce the grind of a long motorway or a jam. It does not buy you the right to do something else. Unsupervised / “texting while driving” talk is about a different product that is not what Article 39 authorised.
If you live in NL, LT, EE, DK, BE — or SI, CZ, HR or SK where the app offers it (customer rollout is still under way; confirm in the app) — and the car is HW4: open the Tesla app and subscribe. Typical published price: €99 / month, often €49 if you already bought Enhanced Autopilot. Confirm in the app. Early SI customer unlocks and first drives were reported around 10–11 September 2026 (e.g. Jan Skočaj, 10 Sep, opens in a new window; Igor Vovk, opens in a new window, owner posts, secondary). Tesla Europe’s 7 September line was still “Rollout will begin soon,” with no formal “now live for all SI” notice, so availability can still vary by VIN.
Czechia: MDČR recognised, opens in a new window the Dutch RDW provisional approval on 21 September 2026; Tesla Europe announced the same morning. Rollout will begin soon. Confirm in the Tesla app when available — do not assume unlock is live for all CZ owners yet.
Croatia: DZM recognised, opens in a new window the Dutch RDW provisional approval on 29 September 2026 (HINA / N1 quote of the DZM letter); Tesla Europe, opens in a new window same morning. Rollout will begin soon. Confirm in the Tesla app when available — do not assume unlock is live for all HR owners yet.
Slovakia: Ministerstvo dopravy SR recognised, opens in a new window the Dutch RDW provisional approval on 16 October 2026. Tesla has not yet announced a Slovak rollout. Confirm in the Tesla app when available — do not assume unlock is live for all SK owners yet.
If you live elsewhere in Europe:
- Write to your authority. That is the action that changes your roads.
- Passenger ride-alongs. Tesla has offered supervised passenger-seat demos in countries that have not approved customer use. A Tesla employee sits in the driver’s seat. This is not customer Tesla Assisted Driving. Check tesla.com/events, opens in a new window.
- Drive it yourself abroad in a compatible HW4 car in an EU country where customer unlock is live, or in the United States, Canada, Mexico, Australia, New Zealand or South Korea. Turo remains a way to rent in those markets; confirm the system (sold as FSD outside Europe) and hardware with the host.
Always supervise. Always Hardware 4 if you want the current EU-equivalent experience.
They are not in Article 39. They cannot recognise the Dutch provisional EU type-approval.
- United Kingdom. Separate GB type-approval (VCA / DfT). Tesla’s UK site now also uses the name Tesla Assisted Driving; it is still not available in the UK. UN R171 Series 02 (adopted by WP.29 in June 2026, not yet in force) is the realistic treaty path, plus GB traffic law.
- Switzerland. A 1958 Agreement party that applies R171. FEDRO / ASTRA cannot accept the Dutch Article 39 file. Ride-alongs in Swiss cities are not an approval.
- Norway. EEA, not Article 39. The NPRA has raised Speed Offset and winter-road concerns. Testing is not approval.
A later standard UN certificate under R171 Series 02 (adopted June 2026, not yet in force) would be the durable route for all three. That is the longer path, not this autumn’s TCMV vote.