God’s Eye, which encompasses a camera, ultrasonic radar, and lidar array, is divided into variants A, B, and C, with A being the most advanced. The operating software for this system, DiPilot, was introduced in 2020 on the BYD Han and now comes in three tiers: DiPilot 100, 300, and 600, representing good, better, and best levels, respectively.
The God’s Eye A variants are equipped with DiPilot 600, featuring high-end cameras and radar, and front- and side-facing lidar sensors. This advanced system will be installed in BYD’s luxury Yangwang electric vehicles, including the U9 supercar. The U9’s track performance video, described by Rainford as “theatrical,” suggests capabilities not commonly associated with autonomous driving, as the system is reportedly advanced enough to make a car’s tires squeal on corners.
Rainford notes that BYD is trying to catch up in the field: “2024 marked a significant year for urban-level autonomous driving systems in China,” with leading companies like Li Auto, XPeng, Nio, and Huawei joined by competitors such as Zeekr, Wey, and more budget-friendly brands like Leapmotor.
God’s Eye B combines cameras, radar, and one lidar unit alongside DiPilot 300 and is designated for high-end models like Denza, Song, and other luxury vehicles from BYD. Both A and B variants provide FSD-style L2+ ADAS driving capabilities.
The God’s Eye C variant, equipped with DiPilot 100, includes cameras and radar but excludes lidar, which Peter Norton, an associate professor at the University of Virginia, compares to relying on a “God with nearsightedness.” Norton highlights potential issues with how some BYD and Tesla drivers might misuse such systems on ordinary roads, which could lead to serious consequences. He raises concerns about the possible false sense of security that divine terminology could instill, without sufficient warnings of its limitations.
Rainford also emphasizes that the God’s Eye system is far from perfect, suggesting that it may be overhyped. He references favorable media coverage from the previous week, despite his own experiences with DiPilot 100 on the BYD Song L, which required manual interventions and was not comparable to industry-leading systems in China.
While still not authorized in China, Tesla’s FSD has been criticized for its technical reliance solely on cameras and AI, unlike systems incorporating lidar and other sensors. Michael Brooks, the executive director of the Center for Auto Safety, expressed skepticism over Tesla’s claims, citing longstanding concerns about its overstated capabilities.
Elon Musk, in a Tesla shareholder meeting last year, reaffirmed his commitment to achieving fully autonomous vehicles soon. He reported an increase in the miles driven without human intervention by Tesla’s FSD, emphasizing the swift approach to unsupervised full self-driving at an exponential pace.
