#2019 Acura Rdx Android Auto

[enginerumors]

2019 Acura RDX Rumors, Changes, Release Date

2019 Acura RDX Rumors, Changes, Release Date

2019 Acura RDX Rumors, Changes, Release Date– 2019 Acura RDX will be one of the several new automobiles that will be focused by Acura as their most recent original auto undertaking. This new vehicle will introduce a unique selection of enhancement ranging from the new engine, modern exterior, and product. With one of these advancements and changes, the designer wants this SUV to succeed available…

[mikethepec-blog]

2019 Acura RDX Price, Specs And Release Date

2019 Acura RDX Price, Specs And Release Date

As extended the classics continue in fashion and then in use, time edge will not likely stand up continue to nevertheless. Existing unit of Acura RDXcan not contest with brand-new electronic timers especially with the upgraded system as well as other. There will be other programs for first time Acura RDX that can take place regarding Honda software using newly designed design along with the…

[avini24513]

Automotive Infotainment Market 2022 Industry Overview, Trends, Growth, Sales and Forecast Report 2027

The automotive infotainment market size is predicted to reach USD 20.05 billion by 2026, exhibiting a CAGR of 6.8% during the forecast period. The rising shift towards enhanced in-vehicle experience will augment the healthy growth of the automotive infotainment market revenue during the forecast period. The efforts of automotive manufacturers for adding new features and infotainment solutions to provide ease and comfort in driving will boost the automotive infotainment market growth in the forthcoming years. In addition, the rising integration of V2X connectivity solutions, ADAS systems, telematics devices, sensors, and others in automotive will have a positive impact on the automotive infotainment market share in the foreseeable future.

For More Information in the Analysis of Report: https://www.fortunebusinessinsights.com/automotive-infotainment-market-102676

The Report Lists the Key Companies in the Automotive Infotainment Market

MMI navigation

Harman International Industries Inc.

Visteon Corporation

Denso Corporation

Robert Bosch

Aptiv PLC

Alpine Electronics

Market Driver:

Innovation in Navigation Systems to Promote Market Growth

The increasing production of technologically advanced infotainment systems in automobiles owing to the necessity for safe and smart vehicles will enable speedy growth of the market in the forthcoming years. The rising emphasis on improved in-vehicle experience will spur opportunities for the market. For instance, the innovative and advanced infotainment systems are equipped with pre-trip planning, parking recommendations, predictive navigations,cloud-enabling syncing, and other important features. The rising popularity of smartphone connectivity in cars will fuel demand for advanced infotainment systems. For instance, smartphones can be paired with the infotainment system using WiFi hotspot or Bluetooth connectivity, allowing the user to access features such as outgoing, incoming, and conference calls on the system. Moreover, the growing improvement and advancement in navigation systems such as voice command, touch screen GPS navigator, maps and directions clarity, driver alert, and user-friendly features will contribute positively to the automotive infotainment market trends.

Request a Sample Copy of the Research Report: https://www.fortunebusinessinsights.com/enquiry/request-sample-pdf/automotive-infotainment-market-102676

Regional Analysis:

High Adoption of Electric Vehicles to Stimulate Growth in Asia Pacific

The market in Asia Pacific stood at USD 6.36 billion and is expected to witness high growth rate during the forecast period owing to the high automotive sales in the region. The growth in region is also attributed to the rising adoption of electric vehicles in China and Japan. The growing government implications and initiatives for electric vehicles will aid the market in the region. The rapid technological advancements in manufacturing facilities in emerging regions such as China, India will have a positive influence on the market. Europe is predicted to hold the second-largest share in the market owing to the presence of major car brands. The rising shift from conventional cars to hybrid cars will bolster the healthy growth of the market during the forecast period. The market in North America is predicted to observe healthy growth during the forecast period owing to the presence of major automotive manufacturers in the region.

Have Any Query? Ask Our Experts: https://www.fortunebusinessinsights.com/enquiry/speak-to-analyst/automotive-infotainment-market-102676

Key Development:

2019: Acura, unveiled new infotainment with a 10.2-inch screen and a "True Touchpad Interface," in its newest RDX crossover, which uses a touch-sensitive pad on the center console. Currently, it only offers Apple CarPlay, but Android Auto support will be soon integrated.

About Us:

Fortune Business Insights™ offers expert corporate analysis and accurate data, helping organizations of all sizes make timely decisions. We tailor innovative solutions for our clients, assisting them address challenges distinct to their businesses. Our goal is to empower our clients with holistic market intelligence, giving a granular overview of the market they are operating in.

Our reports contain a unique mix of tangible insights and qualitative analysis to help companies achieve sustainable growth. Our team of experienced analysts and consultants use industry-leading research tools and techniques to compile comprehensive market studies, interspersed with relevant data.

At Fortune Business Insights™, we aim at highlighting the most lucrative growth opportunities for our clients. We therefore offer recommendations, making it easier for them to navigate through technological and market-related changes. Our consulting services are designed to help organizations identify hidden opportunities and understand prevailing competitive challenges.

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Email: sales@fortunebusinessinsights.com

[onwheelsxyz-blog]

From frugal to sporty — three near-luxury crossovers with generous discounts On the last three Fridays of every month, Graeme Fletcher combines manufacturers’ incentives from Unhaggle.com with resale value, dependability and overall ratings to find you the best deal for your money in new cars. This week, we look at near-luxury crossovers with all-wheel-drive. The hot deals are on the 2019 Acura RDX A-Spec, Lexus NX 300h and Volvo XC60 Momentum.2019 Acura RDX A-SpecManufacturer Suggested Retail Price: $50,290Acura Canada Incentive*: $1,770Unhaggle Savings: $1,000Total Savings: $2,770Mandatory Fees (Freight, Govt. Fees): $2,215Total Before Tax: $49,735The third-generation Acura RDX is new for 2019 interestingly, the 2020 model is already on dealer lots. Inside, the materials are richer and the layout is functional with a revised infotainment system and its 10.2-inch screen taking pride of place.The new system works with the Acura True Touchpad Interface controller and supports the navigation system and Apple CarPlay. Android Auto is a late introduction. The A-Spec adds some sporty accents, bucket seats and a 710-watt premium audio system with 16 speakers.Space-wise, the RDX offers decent back seat space with enough room for 6-footers and 835 litres with the split-folding seats upright. It has a maximum capacity of 2,260 litres with them folded.Forward collision warning with auto-braking, blind-spot monitoring with rear cross-traffic alert, lane-departure warning with keep assist, adaptive cruise control and auto high-beams come as standard

[usedcarsnearme]

BOLD AND COMFY: ACURA RDX 2019

First thing’s first, the Acura RDX is an ideal crossover and one of the best mid-size SUVs for those who want superior control and an enjoyable ride.

Its turbocharged four-cylinder engine has much more low-end torque than its previous version- V6, giving the new RDX a greater potency. Its swift steering and acute handling make it a capable crossover SUV.

Should I buy the Acura RDX? Competing well with the luxury compact SUVs, the Acura RDX is quite a statement in itself. There are plenty of reasons why one can go for the RDX, including value. This Acura has a lower starting price (base price of $37,300) than several competitors. So, competing with cars like Audi Q5 and considering a less expensive option, one can definitely go with the RDX. It is one of the more attractive vehicles in the small luxury SUV class, and it has one of the quietest, comfiest interiors, too. Its turbo-four engine has more horsepower (272) than many of its competitor’s engines.

The RDX gets slightly better fuel economy than some of its peers, earning 22 mpg in the city and 28 mpg on the highway. You’ll save about $100 per year on gas in the RDX compared to the Audi Q3. However, the RDX will cost you about $150 more per year on gas than the BMW X3 and $100 more than the Audi Q5.

Should I buy the used or new RDX? One can go for a used 2018 or older RDX instead, but you would not get the benefits of the vehicle’s redesign and features. “The 2019 RDX is both sportier and more upscale than the model it replaces Buy Acura RDX new or used car on sale near you from reliable inventories. Check them below.

2019 Acura RDX models Base Model Base model: is well-equipped, having 19-inch wheels, LED headlights, a panoramic sunroof, dual-zone automatic climate control, keyless ignition and entry, and 12-way power-adjustable and heated front seats.

Also comes standard is the AcuraWatch suite of driver aids (including forward collision warning with automatic emergency braking, adaptive cruise control etc) and an infotainment system that includes the new True Touchpad Interface, a 10.2-inch central display, two USB ports, Android Auto, Apple CarPlay, and 9-speaker sound system with satellite radio.

The Technology package model The RDX Technology package starts at $40,500. It adds parking sensors, navigation, blind-spot monitoring, rear cross-traffic alert, two rear-seat USB ports and an upgraded 12-speaker sound system. The RDX with Technology package makes a great choice for most buyers; it adds some descent tech features beyond what comes standard, but it still costs thousands of dollars less than a fully loaded RDX.

The Advance package Starts at $45,400. It is the most feature-packed of all. A hands-free liftgate, upgraded power-adjustable front seats, a heated steering wheel, and a customizable head-up display give it an edge in comfort and convenience. It also has the ELS stereo and ventilated seats from the A-Spec.

The RDX A-Spec The RDX A-Spec has a starting price of $43,500. It adds 20-inch wheels and wider tires, some visual flair via blacked-out trim inside and out, and unique cabin treatment. It looks sporty, but the suspension is the same as that of lesser RDXs, so the A-Spec’s wheels and tires are its sole dynamic differentiator. The A-Spec, though, does get a stunning 16-speaker ELS Studio 3D surround-sound system and ventilated seats.

Is the Acura RDX a reliable car? The RDX still handles winding roads better than many of its competitors, and it absorbs road imperfections with little trouble. The 2019 Acura RDX has earned a reliability rating of 4 out of 5.

[whittlebaggett8]

We drove a $64,000 Cadillac XT5 and a $47,800 Acura RDX to see which luxury SUV was better — and the winner was obvious, Defence Online

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The stalwart Acura RDX.

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Matthew DeBord/BI

The Acura RDX is a solid luxury crossover that’s been recently revamped.

The Cadillac XT5 was the brand’s first – and quite successful – effort at launching a new lineup of crossovers.

The vehicles don’t match up exactly, but they are quite similar, and consumers are likely to be comparing them with each other, and with SUVs from Audi, BMW, and Lexus.

The Acura RDX takes the prize in this comparison because it’s both fun to drive and priced to perfection.

Visit Defence Online’s homepage for more stories.

We live in the Golden Age of the luxury crossover SUV. Automakers have been launching them at a furious pace, to capture customers who have abandoned sedans and wagons in droves.

The major players are Mercedes, BMW, Audi, and Lexus. But don’t forget about Acura, which has been selling a pair of superb SUVs, the MDX and the RDX, for some time. And don’t overlook Cadillac, which in the past few years has added a total of three crossovers to its lineup.

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The impressive Cadillac XT5.

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Benjamin Zhang/Defence Online

The first was the XT5. I like this SUV, but I’ve always been an Acura fan. So I thought I’d compare the XT5 with the RDX. Obviously, there are some segmentation questions that arise from such a matchup: the RDX covers both the compact and midsize segments, while the XT5 is intended to be Caddy’s midsize warrior (the XT4 covers the compact/subcompact space, and the XT6 handles three-row midsize duties).

The RDX is also priced significantly lower than the XT5. But segmentation is kind of shaggy these days, as some automakers stick with their smaller lineups and others add new vehicles to dice and slice markets.

Ultimately, I think it’s valid to cross-shop the XT5 with the RDX, thus this comparison. Read on to find out how it went down:

We checked out the all-wheel-drive Cadillac XT5 back in 2017, not long after the SUV was rolled out in 2016.

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Benjamin Zhang/Defence Online

We also tested the XT5 in both the Northeast and in Florida: the black SUV in the Sunshine State and the white version in the New York metro area.

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Matthew DeBord/BI

Transportation Reporter Ben Zhang tried the black XT5, which came with a slightly higher-level trim package and tipped the price scales at about $64,000, while Senior Correspondent Matt DeBord investigated a $58,000 “crystal white” XT5.

The new XT5 is undeniably sharp, but it proves that Caddy is shifting away from its at-time divisive “art and science,” Stealth-fighter design vocabulary toward a more globally appealing approach.

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Benjamin Zhang/Defence Online

There’s a smooth sweep of lines from front to back, with an integrated spoiler completing the roof line, and a bold – but not too bold – chrome-trimmed angle on the rear windows picked up and extended by the large rear tail lights. A pair of chromed exhaust ports delivers a sporty vibe.

The XT5 was the first new crossover from Caddy to join the stalwart full-size Escalade in the lineup. Cadillac has since unveiled a small XT4 and larger XT6.

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Matthew DeBord/BI

There’s more than cargo space to use the XT5 as an upscale weekend utility vehicle, to send it to the mall to load up on threads and flatscreen TVs, or to take it on a weeklong road trip with a family of five.

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Matthew DeBord/BI

We didn’t enjoy the combination of a 310-horsepower, 3.6-liter V6 engine and an eight-speed automatic transmission, even when we put it into manual mode and used the paddle shifters behind the steering wheel and pepped up the driving mode. This bugged us. A premium crossover with a decent-size V6 should have been oomphier.

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Matthew DeBord/BI

We asked Cadillac to explain. A spokesperson told us that Cadillac’s “engineering’s team was aiming to get the best real-world fuel economy and day-to-day usability for buyers in the market segment,” adding that fuel economy ranks really high in owner surveys.”

This confirmed our theory. We didn’t think there was anything wrong with the engine, but we figured that Caddy had gone for MPGs-18 city/26 highway/21 combined-over performance.

The eight-speed shifts tidily, and the XT5 hauls you from 0-60 mph in a Caddy-claimed 6.6 seconds, and it had a reasonably competent all-wheel-drive system that should be able to handle the worst the suburbs throw at it.

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Matthew DeBord/BI

The interior of the XT5 is, in a word, fantastic. It’s roomy. It’s luxurious without being too much. It isn’t an orgy of topstitching and bright chrome. The materials are all excellent, premium, supple. The leather feels really good.

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Benjamin Zhang/Defence Online

The XT5’s panoramic moonroof is a stunner.

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Benjamin Zhang/Defence Online

The instrument panel is sort of old-school, but the steering wheel — leather-wrapped and wood-trimmed — is thoroughly modern, with buttons to control just about every function on the XT5.

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Benjamin Zhang/Defence Online

The infotainment system is a standout feature for the XT5.

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Benjamin Zhang/Defence Online

What makes it so effective is that the touchscreen interface is simple and intuitive; both Apple CarPlay and Android Auto are available; voice commands work well; the navigation is excellent and well-integrated with OnStar; and wireless 4GLTE connectivity means that an entire car full of people can use their devices on the road. That’s an amazing package.

The Bose audio system is wonderful.

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Matthew DeBord/BI

We’ve sampled all the premium audio systems on the auto market, and while some are more dynamically interesting than Bose, and some really make you feel as if you’re in a rolling concert hall, Bose Surround Sound will please almost any driver or passenger and can handle any type of music, from heavy metal to New Age, pumping it all blissfully through 14 speakers.

It hits a sweet spot. You just can’t find anything to complain about. That’s why it was our Defence Online Car Audio System of the Year in 2017.

On to the Acura RDX, which I tested in an Advance trim level. Sticker price: $47,800 (the base is $37,000, but that’s front-wheel-drive, versus all-wheel-drive for my tester).

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Matthew DeBord/BI

For many, many Americans, the RDX is their version of a premium wagon and it’s dedicated to upscale family duty. But it also promises zesty performance and plenty of technology, given the typical needs and wants of an Acura enthusiast

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Matthew DeBord/BI

This new-gen RDX is also taking some design cues from Acura halo supercar, the NSX, which took home Business Insider’s Car of the Year trophy in 2016.

SUV rear ends are usually a weak point, aesthetically, and the RDX’s is no exception. There’s a lot going on back there, what with all the swoops and indents and those crab-pincer tail lights. Bonus: Dual exhaust!

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Matthew DeBord/BI

Our RDX was of the “Super Handling” all-wheel-drive variety, with torque vectoring that sends traction to the wheel that needs it most. This helps the RDX with stable handling and in bad weather and on poor roads.

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Matthew DeBord/BI

There’s no third row of seats, and thanks to the RDX’s larger overall dimensions relative to the previous gen, the cargo space is now a considerable 30 cubic feet. There’s also a power liftgate.

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Matthew DeBord/BI

The four-cylinder, 272-horsepower, turbocharged motor is demonstrably torque-happy with 280 pound-feet of pull on tap. It is also not torque-steer-y in any way.

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Matthew DeBord/BI

The RDX can serve up a 0-60 mph dash in about six seconds. Fuel economy is about what you’d expect: 21 mpg city/27 highway/23 combined. I drove around for a week on single tank.

The 10-speed automatic transmission, which has four driving modes (Comfort, Snow, Sport + and a default Sport), along with paddle shifters behind the steering wheel.

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Matthew DeBord/BI

The leather interior is “Parchment” and almost but not quite as nice as the XT5’s.

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Matthew DeBord/BI

The 2019 RDX is bigger than its ancestors. The subtle size increase makes the rear seats notably more comfy for passengers. On a side note, getting in and out of the RDX is a breeze – not something one can say about every luxe SUV.

Both SUVs have panoramic moonroofs.

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Matthew DeBord/BI

I always find the Acura’s driver’s view to be soothing. That’s weird because you’re presented with all kinds of buttons, thumbwheels, and a switch on the RDX’s steering wheel. And although the analog instrument gauges are old-school, the somewhat complicated center display isn’t.

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Matthew DeBord/BI

Acura’s new infotainment system is called “True Touchpad,” and it uses a high-res center screen that juts from the dashboard and displays a host of apps, along the map, which is nearly always on view.

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Matthew DeBord/BI

Here’s where the magic happens. This touchpad can be used like a trackpad on a laptop, and there are several hard inputs. But you can also simply drop a fingertip to an area of the pad that corresponds to the screen.

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Matthew DeBord/BI

I found the voice-recognition feature to be satisfyingly accurate, and Bluetooth pairing, navigation, and USB/AUX inputs for devices were all successful. There are better infotainment options out there, but given Acura’s history, this new True Touchpad approach has promise. Best of all, once you learn it, you can keep your eyes on the road.

Apple CarPlay is available, but not Android Auto yet.

The ELS Studio 3D audio system is all Acura — specially designed for the brand and outfitted with 16 speakers in the RDX.

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Matthew DeBord/BI

The system is spectacular – it won our Defence Online Car Audio System of the Year award for 2018.

And the winner is the Acura RDX!

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Matthew DeBord/BI

When I reviewed the RDX last year, I swooned. “I’d buy one,” I wrote.

“Seriously, I enjoyed the RDX immensely in the week that I drove it around the Jersey ‘burbs and the mean streets of New York City. But I tend to respond quite favorably to Acuras. For whatever reason, I think they combine a high level of luxury and value with legendary reliability and fun motoring that isn’t too demanding.”

A key differentiator for me between the XT5 and the RDX was the engine. The underpowered V6 on the XT5 that we tested was trumped by the overpowered turbo four on the RDX. The RDX’s power was snappier, and the fuel economy is superior.

The driving dynamics, however, were neck-and-neck. If I had to, I’d give the RDX a slight edge, but around corners, both crossovers are fun to handle.

Acura’s updated infotainment system is a notable improvement over the old setup, but the XT5 has an industry-leading system, so the RDX has a ways to go before it even thinks about knocking off the Caddy on this score.

In terms of interior appointments, the Caddy edges out a victory. But a slight one.

Overall, the Acura RDX wins this comparison because it simply feels more like a well-engineered, premium crossover that makes good on its brand promise. The XT5 is a dandy SUV, and it’s sold quite well since its introduction, giving Caddy an all-important crossover to pit against BMW and Audi.

But the new RDX continues to more than hold its own. It’s also extremely well priced. My tester was more than $10,000 less than the pricier cheaper XT5 trim that we sampled. OK, yes – the XT5 could be classified as more of a midsize luxury crossover, and perhaps we should see how the RDX stacks up against the Caddy XT4 that recently impressed us. But the Acura MDX has three rows, while the XT5 doesn’t (the new XT6 does). The vehicles are also almost exactly the same size (the XT5 is three inches longer).

The bottom line is that the RDX is and has been one of the most appealing offerings in the luxury market, both as an extreme value and as a capable crossover that’s a joy to drive. It’s one of those vehicles that I can recommend almost without reservations.

The post We drove a $64,000 Cadillac XT5 and a $47,800 Acura RDX to see which luxury SUV was better — and the winner was obvious, Defence Online appeared first on Defence Online.

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[savetopnow]

2018-03-30 20 CAR now

CAR

Auto Spies

#NYIAS: Acura Gets Ready To RING The Cash Register With The All-new RDX — Does THIS Move The Needle For You?

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Autoblog

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A first look at the ‘Tesla house of the future’ with solar roof and Powerwall batteries

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[actutrends]

Comma.ai launches Comma Two, a $999 kit that imbues cars with assisted driving features

Two years ago, analysts predicted that upwards of 10 million self-driving cars would hit the road by 2020. They weren’t the only ones — in 2015 and 2016, respectively, The Guardian and Business Insider proclaimed that people would become “permanent backseat driver[s],” riding in fully autonomous cars from 2020 “without needing any interaction from [drivers].”

Fast forward to today. Despite assurances that as many as 8 million driverless cars will be added to the road in 2025, even operations like that of Alphabet’s Waymo have yet to expand beyond selected metros. The reasons are regulatory as well as technological in nature, but expense plays a role. Conservative estimates peg the cost of outfitting cars at between $100,000 to 250,000 per car.

So why not go the do-it-yourself route? That’s the question George Hotz posed five years ago — he’s the American hacker best known for developing exploits that targeted Apple’s iOS operating system and reverse-engineering Sony’s PlayStation 3. In September 2015, Hotz founded Comma.ai with the goal of developing a semi-automated system — OpenPilot — that would improve cars’ visual perception and electromechanical motor control. Unlike most full-stack solutions in testing, it’s intended to replace OEM advanced driver-assistance systems, effectively imbuing cars with self-driving capabilities.

For the first time in its history, Comma.ai has an official presence at the Consumer Electronics Show. The company this week invited members of the press (including VentureBeat) to test-drive the latest version of its system — and to show off the Comma Two.

OpenPilot

OpenPilot’s development had a bit of a rocky start. The first version’s reveal in a Bloomberg article and video prompted a cease-and-desist letter from the California Department of Motor Vehicles, which accused Comma.ai of testing a self-driving car in the state without a license. Subsequently, OpenPilot was packaged into a shippable device dubbed the Comma One, which again ran afoul of the authorities because of noncompliance with U.S. Federal Motor Vehicle Safety Standards. Under pressure from the National Highway Transportation and Safety Administration, Comma One was canceled, and Comma.ai open-sourced OpenPilot on GitHub.

Much has changed. In the roughly three years since Comma.ai made OpenPilot available to the public, over 1,500 users have racked up more than 14 million autonomous miles collectively, half of which were driven autonomously. (That’s up from 10 million miles as of May 2019.) Moreover, they’ve forked the GitHub repository over 2,300 times, adding features like automatic lane change and support for older Tesla, Chrysler, and Jeep models.

Comma Two

Comma.ai previously sold the Eon Devkit, a self-contained and windshield-mounted modified OnePlus phone. It started at $599, and once OpenPilot was installed to it, it automatically recognized car models by analyzing CAN network traffic. (The presence of certain CAN messages and their lengths is an indication of the model year, car brand, car model, and trim.) Companion devices dubbed the Panda and Giraffe plugged into cars’ OBD-II ports to track RPMs, MPG, cornering G-force, battery life, and more, and to provide access to the communication buses and enable the Eon to interface with the car.

The Comma Two replaces the Eon, but it retains all of the Eon’s features and then some. That said, it ditches the Panda for a single-cord solution, and it’s slightly pricier at $1,000 (though it’s available on a payment plan through Affirm).

The first batch of 300 units are available for purchase today. They’ll begin shipping later in the month, Hotz says.

The Comma Two is powered via OBD-C as opposed to by battery, which Hotz says was a top complaint among current Eon owners, and it has a larger mount as well as a custom fan-based hardware cooling solution. Like the Eon, which used a camera to recognize drivers’ faces and decelerate if it detected those drivers were distracted, the Comma Two performs facial recognition. In point of fact, it’s in improved in that it leverages two infrared sensors as opposed to an RGB sensor, enabling it to work during nighttime.

Other highlights include front and back cameras, as well as a fourth CAN bus to connect the OBD-II port and a low-power mode that automatically shuts off the Comma Two after three days to save car battery.

The Eon was equipped with cellular service and a SIM card supplied by Comma.ai. Data was unlimited (though capped to 512Kbps), and users could spring for Comma Prime if they so chose, a $24 per month service that enables remote access (via T-Mobile) from anywhere and online storage of 14 days’ worth of drive data (compared with the standard three days). The Comma Two also taps cellular for connectivity and plays nicely with new and existing Comma Prime subscriptions, and it comes with a year’s worth of storage.

By default, OpenPilot uploads driving data in real time from the road-facing camera, CAN, GPS, inertial measurement unit, magnetometer, thermal sensors, and operating system to Comma.ai’s servers for machine learning training and development purposes. Much of this data can be accessed locally through the Comma Connect app for iOS and Android or through Explorer, an online dashboard of recent drives from which disengagements (i.e., instances when a driver took control from OpenPilot) can be annotated to help improve the system.

From within the app, Comma Two owners can remotely wake up the Comma Two and snap a picture from either the front- or rear-facing cameras. Additionally, they’re able to switch among multiple units on the fly and to view their real-time geographic locations.

Compatibility

OpenPilot isn’t compatible with every car under the sun. It only works with these models and model years:

Acura ILX (2016-2018) and RDX (2016-2018)

Buick Regal (2018)

Chevrolet Malibu (2017)

Volt (2017-2018)

Cadillac ATS (2018) and Pacifica (2017-2018)

GMC Acadia Denali (2018)

Holden Astra (2018)

Honda Accord (2016-2019), Civic (2017-2019), Civic Hatchback (2017-2019), CR-V (2015-2019), CR-V Hybrid (2017-2019), Fit (2018), Odyssey (2018-2019), Passport (2019), Pilot (2016-2019), and Ridgeline (2017-2019)

Hyundai Elantra (2017-2019), Genesis (2018), and Santa Fe (2019)

Jeep Grand Cherokee (2016-2019)

Kia Optima (2019), Sorento (2018), and Stinger (2018)

Lexus RX Hybrid (2016-2019) and ES Hybrid (2019)

Subaru Crosstek (2018) and Impreza (2019)

Toyota Avalon (2016-2018), Camry (2018-2019), C-HR (2017-2019), Corolla (2017-2020), Corolla Hatchback (2019), Highlander (2017-2018), Highlander Hybrid (2018), Prius (2017-2019), Prius Prime (2017-2020), Rav4 (2016-2019), Rav4 Hybrid (2017-2018), and Sienna (2018)

Equally critically, OpenPilot isn’t capable of fully autonomous driving on all road types in all conditions. It can currently handle lane centering on roads without clear marking thanks to machine learning algorithms trained with user data, and it can maintain a safe follow distance and drive in stop-and-go traffic without supervision.

But it’s complicated. On all supported cars, OpenPilot’s automated lane centering and lane keep assist replace the stock systems. Only on specific supported cars does the system’s adaptive cruise control and forward collision warning slot in for default, however, and on no model does OpenPilot take over things like auto high-beam, blind spot warning, and side collision warning.

Driving experience

So how’s the driving experience with the Comma Two? “Smooth sailing” sums it up. OpenPilot indeed maintains its lane position even when the markings aren’t obvious — or aren’t visible. In a construction site with cones on either side and on an unpaved road without dividing lines, we watched OpenPilot deftly keep centered and maintain a comfortable following distance from the car in front of it.

It doesn’t much matter whether the road ahead is straight or severely curved. OpenPilot used to scrape OpenStreetMap for road curvature and traffic data, but it doesn’t any longer — now, it’s smart enough to calculate the trajectory in real time and to ensure it doesn’t speed along that trajectory too violently.

In this respect, OpenPilot is akin to Nissan’s ProPilot Assist, Volvo’s Pilot Assist, and GM’s Super Cruise, the last of which is one of the few systems that offers hands-free driving thanks to an eye-monitoring infrared camera. But in contrast to Super Cruise, which only engages on about 130,000 miles of U.S. and Canadian highway that GM has mapped, OpenPilot theoretically works anywhere there’s a discernible road.

OpenPilot can change lanes automatically, but it requires signaling from drivers before it does so — they have to first switch on a turn signal and nudge the steering wheel in the direction they’d like to go. It smoothly merging while keeping pace with the traffic ahead in our brief experience. But Hotz noted that OpenPilot won’t prevent lane changes when cars are to the immediate left or right, in the Comma Two’s blind spot.

Of course, Comma Two and OpenPilot can’t anticipate every situation. An SUV rear-ended a hatchback during our driving demo, forcing Hotz — who was behind the wheel — to tap the brake and disengage the system. And OpenPilot doesn’t handle things like red lights or stop signs — at least not yet.

Safety

Whether OpenPilot can be considered truly safe is a semantics question, in part. The driverless car industry lacks an agreed-upon metric for safety — Noah Zych, head of system safety at Uber’s Advanced Technologies Group, told Wired in an interview that miles traveled isn’t a particularly insightful measure without context like location. Derek Kan, U.S. secretary for policy at the U.S. Department of Transportation, echoed that sentiment in remarks at a conference two years ago.

Companies like Intel’s Mobileye and Nvidia have proposed mathematical models that aim to codify good habits like giving other cars the right of way. Essentially, they’re decision-making policies in a motion-planning stack that monitor unsafe actions by analyzing real-time sensor data.

Comma.ai has a safety model of its own, which Hotz said involves several forms of regression testing. Commits aren’t merged to the OpenPilot codebase before they’ve met the test suite’s muster.

This aside, Comma.ai problematically hasn’t committed to regularly publishing any sort of statistics beyond miles driven, like disengagements or accidents. California’s Department of Motor Vehicles mandates that all companies testing autonomous cars report disengagements, but because Comma.ai doesn’t have a permit to test cars, it’s exempt from this requirement.

Hotz for his part asserts that the infrared sensors in Comma Two will improve safety substantially, as will the onboarding video customers are required to watch before they launch OpenPilot for the first time. On the subject of the former, a warning appears on the Comma Two’s screen if a driver diverts their eyes from the road for four seconds, and after six seconds, OpenPilot disengages and begins to slow down. (Unclicking the driver-side seat belt or opening the car door also disengages the system.)

For what it’s worth, we encountered only one disengagement — Hotz’s stop to avoid the accident — over roughly 7 miles and 25 minutes of driving  “We pushed on nuance [with this latest version of OpenPilot],” said Hotz. “Intersections have no lane lines — it’s unclear where you should go. [OpenPilot] follows the path that the human would follow.”

Backend improvements

On the backend side of the OpenPilot equation, new is a simulation environment called the Small Offset Simulator that loads in real-world routes and simulates deviations of them. “You can’t just take a lot of data and train a model to mimic the data, because that model doesn’t realize that if it takes action, the world will change,” said Hotz. “The only way to really do that is to build a simulator.”

Using a technique called projected geometry and generative adversarial networks (GANs), or two-part AI models comprising generators that synthesize data samples and discriminators that attempt to distinguish between the synthesized samples and real data, the simulator redraws scenes meters to the left or right or with curvature and other perturbations. Hotz said that the models within the Small Offset Simulator are now training on 200,000 minutes of driving data collected by Eon users.

It’s similar — but not quite the same — as the simulation environments deployed internally by Uber, Waymo, and others. GM’s Cruise, for instance, leverages a replay approach that involves extracting real-world sensor data, playing it back against the car’s software, and comparing the performance with human-labeled ground truth data. Cruise also engages in planning simulation, which lets the company’s data scientists create up to hundreds of thousands of variations of a scenario by tweaking variables like the speed of oncoming cars and the space between them.

Future developments

Going forward, Comma.ai plans to release new hardware on roughly a yearly cadence — Hotz believes its business model of selling devices at profit and eating the cost of software development is sustainable. (Comma.ai has raised $8.1 million in venture capital to date across two funding rounds, the most recent of which closed in April 2018.) As for OpenPilot, achieving a better end-to-end driving experience remains an acute area of focus for the engineering team.

“What we want to do is move away from [lead car following] and move to an end-to-end longitudinal [model],” he said. “One of the problems we as a company have trying to convey is, when it works well, you don’t even notice it. Our company mission is to solve self-driving cars while shipping intermediaries.”

But Comma.ai isn’t discouraging rivals from cloning its hardware and piggybacking off of OpenPilot. In fact, Hotz encourages it, just as he encourages those with proprietary solutions to compete with Comma.ai.

One such challenger — former Yahoo CTO John Hayes’ Ghost Locomotion — emerged from stealth last November promising an aftermarket self-driving kit to retrofit existing cars. Another — Cambridge, U.K.-based Wayve — claims its driverless cars self-improve by learning from safety driver interventions. Mobileye doesn’t sell a consumer product, but like Comma.ai, its driverless tech leans on cameras for autonomous decision-making. And then there’s Tesla, which recently release a preview of an active guidance system (Navigate on Autopilot) that navigates a car from a highway on-ramp to off-ramp, including interchanges and making lane changes.

Hotz is unconcerned. “Mobileye is the Windows [of autonomous driving] that’s going to do Microsoft-style business development deals with big companies, Tesla’s the Mac that’s going to ship sexy hardware to consumers, and we’re the Linux,” he said. “Everybody should use us for whatever they want.”

The post Comma.ai launches Comma Two, a $999 kit that imbues cars with assisted driving features appeared first on Actu Trends.

[enginerumors]

2019 Acura RDX Review, Price, And Specs

2019 Acura RDX Review, Price, And Specs

2019 Acura RDX Review, Price, And Specs – 2019 Acura RDXwill available the order textbooks in this particular 12 months, which remains unchanged in the recent version that was facelifted a year ago. The MDX product from Acura increased in cost and size, the producer remaining the area to the unique admission levels version in the variety. RDX is actually a lightweight lavishness crossover, which…

[cafrealv]

Otro año se nos ha ido lleno de pruebas, por lo cual quiero agradecer a las marcas que continúan dándonos esa confianza para permitirnos manejar y poner a prueba para evaluar sus vehículos.

Los argumentos por los cuales hicimos esta selección se basan en que, al momento de manejarlos nos causara una felicidad detrás del volante (ya sea por equipamiento, manejo o rendimiento de combustible) haciéndonos buscar el mínimo pretexto para salir a dar la vuelta en ellos.

Estos fueron nuestras selecciones:

Hyundai Ioniq 2019

Iniciamos con el híbrido de la marca sur coreana, tuvimos la oportunidad de despedir este modelo ya que se encuentra de venta el modelo 2020. Por principio, el rendimiento de combustible es lo que hará que valores mucho este auto porque te permitirá recorrer al menos 900 kilómetros con un solo tanque gracias a su consumo de combustible arriba de los 20 km/l de la motorización híbrida de 139 HP combinando el motor de combustible de 4 cilindros 1.6L de 104 HP con 108 lb/pie de toque y el eléctrico de 43 HP y 125 lb/pie de torque. Uno de los puntos positivos del Ioniq es su diseño, que, a pesar de ser un híbrido, tiene uno de los mejores estilos para este ramo de la industria. Con la versión límited, el equipamiento esta completo para las necesidades de los usuarios más exigentes: Cargador inalámbrico, conexión Android Auto y Apple CarPlay además de la seguridad y asistencias que cuenta.

Acura RDX TECH.

Acura vuelve a aparecer en nuestra lista considerando que la RDX 2018 nos gustó mucho gracias a su desempeño. Ahora con la nueva versión, el diseño es lo que te va a enamorar gracias a su parrilla tipo diamante, sus líneas afiladas y su estilo elegante hacen que le de mucha presencia a este SUV. El interior fue totalmente renovado dándole aspecto más moderno ya que en vez de incorporar dos pantallas, ahora tenemos una sola (dividida) donde puedes hacer las mismas funciones. Este sistema de infoentretenimiento puedes operarlo con su nuevo control Touchpad que funciona muy bien y es práctico porque no te distraes al conducir mientras lo operas. Además del confort que ofrece el RDX el desempeño también es para resaltarse, con un nuevo motor 4 cilindros 2.0 L Turbo con 261 Hp y 280 lb/pie de torque con la transmisión “Shift by Touch” de 10 velocidades y su sistema SH-AWD (Super Handling All-Wheel Drive) lo hacen un SUV con mucho desempeño deportivo.

KIA Forte GT Hatchback / Sedan.

Considerando que el Forte es uno de los vehículos más completos por la relación precio/beneficio del mercado, este año KIA lanzó una versión que le hacía falta a la marca porque no contaban con un auto “compacto” con desempeño deportivo. Con la llegada del Forte GT, KIA cubre ese hueco que había entre el motor 2.0 L aspirado de sus versiones EX y el motor 2.0 L Turbo del Optima SXL y para convertirse en la opción de los clientes, lanzó el Forte GT en Hatchback como en Sedán. El motor 1.6L Turbo GDi con 201 HP y 195 lb/pie de torque, se vuelve un auto bastante divertido para andar por la ciudad como en la carretera, la suspensión independiente en la parte trasera hace que el manejo además de ser más confortante, también se vuelva deportivo. Para elegir entre el hatchback o el sedán el factor principal es tu gusto por el tipo de auto, también será factor la transmisión, ya que el Hatchback lo puedes elegir con transmisión manual o doble embrague (DCT) mientras que el sedán, hasta el momento, sólo lo venden con la transmisión automática DCT. Esperemos que KIA ya lo tenga contemplado armar el sedán con transmisión manual.

Ford Fusion Titanium

Aunque tuvimos muy buenos sedanes “medianos” a prueba, no puedo negar que uno de los que más disfruté tener fue el Ford Fusion, tal vez por mi afición a los sedanes americanos o por el porte que tiene o también por el sentimiento al saber que Ford dejará de fabricar este auto. Algo que me agrada mucho del Fusion es su diseño, aunque debo admitir que ya se nota desfazado con todo y los facelift, aún me sigue haciendo voltear al verlo. En equipamiento sobresale ante la competencia ya que cuenta con varias asistencias al conductor como el CoPilot 360 que incorpora el asistente conservación de carril, pre-colisión, control crucero adaptativo con además del asistente para estacionarse. El motor de 4 cilindros 2.0L Turbo EcoBoost ofrece 240 HP y 270 lb/pie de torque tiene lo suficiente para que el Fusion se comporte teniendo un manejo suave y civilizado o un con un desempeño deportivo gracias a la respuesta del EcoBoost.

Mustang Bullitt

El Mustang Bullitt fue una de las pruebas más llamativas de este año considerando el ícono que representa este auto. Teniendo a tu disposición un motor V8 de 5.0 L con 480 HP y 420 lb/pie de torque acoplado a una transmisión manual de 6 velocidades con “Rev Match”, esta función se manifiesta al momento de bajar un cambio, el motor gruñe (aumenta las revoluciones) para que al engranar el cambio inferior no pierda “ritmo” (por así decirlo) el motor. Conducir el Bullitt es toda una experiencia muy satisfactoria, a pesar de ser un auto deportivo, este Mustang hace su mejor esfuerzo para ser civilizado, el manejo es lo confortante gracias a sus cómodos asientos tapizados piel, también por su sistema de escape con válvula activa que con este sistema podrás regular el sonido del motor (por aquellos que lo consideran muy fuerte), pero siendo honestos, uno adorará escuchar el gorgoreo del motor Coyote en todo momento. Otro factor que lo hace civilizado es el sistema Advance Trac con diferentes configuraciones y comportamientos, este sistema te permitirá manejar de una manera más controlada el Bullitt por si aún no estás listo para desatar a este purasangre.

Estamos ansiosos de comenzar el año con muchos más autos.

¡Feliz año 2020 cafrecitos!

Los 5 autos que disfrutamos al tenerlos a prueba en el 2019. Otro año se nos ha ido lleno de pruebas, por lo cual quiero agradecer a las marcas que continúan dándonos esa confianza para permitirnos manejar y poner a prueba para evaluar sus vehículos.

[bat2018autoreview-blog]

2019 Lincoln MKC Redesign, Price

2019 Lincoln MKC Release Date

2019 Lincoln MKC

  2019 Lincoln MKC

  2019 Lincoln MKC Review – After a redesign of the Continental, Navigator and MKZ models, the Lincoln manufacturer has decided to make some improvements to its entry-level crossover known as the Lincoln MKC. This is a compact crossover SUV that will soon join the market as Lincoln MKC 2019. It was presented at the LA Auto Show in 2017 and is expected to enter the showrooms later this year.

The Lincoln MKC is an attractive and well-equipped luxury crossover. It offers a quality and modern cabin, although the rear seats are a bit tight, at least for the larger passengers. The 2019 model year has undergone a mid-cycle update, which means that the MKC will now bring many interesting changes. The most noticeable improvement will be visible on the front panel, including a new grill. Security will finally be enhanced with more standard features and Android Auto and Apple CarPlay will finally be available. The new MKC will be available in four trim levels. These will include the Premiere Base, Select, Reserve, and Black Range-topping levels. Its main competitors in the market will be the Mercedes-Benz GLC Class, the BMW X3, the Lexus RX, the Infiniti QX50 and the Acura RDX.

  SPECSDIMENSIONFUEL ECONOMYPERFORMANCESAFETY

Gas Mileage 20 mpg City/27 mpg Hwy Engine Intercooled Turbo Premium Unleaded I-4, 2.0 L EPA Class Small Sport Utility Vehicles 2WD Style Name FWD Drivetrain Front Wheel Drive Passenger Capacity 5 Passenger Doors 4 Body Style Sport Utility Transmission Transmission: 6-Speed Automatic w/SelectShift -inc: paddle shifters

Vehicle EPA Classification Small Sport Utility Vehicles 2WD Weight Information Base Curb Weight (lbs) 3823 Interior Dimensions Front Shoulder Room (in) 56 Second Hip Room (in) 52.8 Front Head Room (in) 39.6 Second Leg Room (in) 36.8 Passenger Capacity 5 Front Hip Room (in) 54.4 Front Leg Room (in) 42.8 Second Shoulder Room (in) 55.3 Passenger Volume (ft³) 97.9 Second Head Room (in) 38.7 Exterior Dimensions Track Width, Front (in) 62.4 Width, Max w/o mirrors (in) 73.4 Wheelbase (in) 105.9 Track Width, Rear (in) 62.5 Height, Overall (in) 65.2 Length, Overall (in) 179.2 Cargo Area Dimensions Cargo Volume to Seat 3 (ft³) 25.2 Cargo Volume to Seat 1 (ft³) 53.1 Cargo Volume to Seat 2 (ft³) 25.2

Fuel Tank Fuel Tank Capacity, Approx (gal) 15.7 Mileage EPA Fuel Economy Est – Hwy (MPG) 27 Fuel Economy Est-Combined (MPG) 23 EPA Fuel Economy Est – City (MPG) 20

Engine SAE Net Horsepower @ RPM 245 @ 5500 Displacement 2.0 L/122 Engine Order Code 999 SAE Net Torque @ RPM 275 @ 3000 Fuel System Gasoline Direct Injection Engine Type Intercooled Turbo Premium Unleaded I-4 Transmission Trans Description Cont. Again NA Fifth Gear Ratio (:1) 1.00 Trans Type 6 Third Gear Ratio (:1) 1.91 Final Drive Axle Ratio (:1) 3.36 Drivetrain Front Wheel Drive First Gear Ratio (:1) 4.58 Sixth Gear Ratio (:1) 0.74 Trans Description Cont. Automatic w/OD Fourth Gear Ratio (:1) 1.44 Trans Order Code NA Second Gear Ratio (:1) 2.96 Reverse Ratio (:1) 2.94 Brakes Rear Brake Rotor Diam x Thickness (in) 12.4 Disc – Rear (Yes or ) Yes Brake ABS System 4-Wheel Drum – Rear (Yes or ) NA Front Brake Rotor Diam x Thickness (in) 13.2 Disc – Front (Yes or ) Yes Rear Drum Diam x Width (in) NA Steering Steering Type Rack-Pinion Turning Diameter – Curb to Curb (ft) 38 Tires Rear Tire Size P235/50HR18 Spare Tire Order Code NA Front Tire Order Code NA Spare Tire Size Compact Front Tire Size P235/50HR18 Rear Tire Order Code NA Wheels Rear Wheel Material Aluminum Spare Wheel Size (in) Compact Front Wheel Size (in) 18 X 8 Spare Wheel Material Steel Front Wheel Material Aluminum Rear Wheel Size (in) 18 X 8 Suspension Suspension Type – Front (Cont.) Strut Suspension Type – Front Strut Suspension Type – Rear (Cont.) Multi-Link Suspension Type – Rear Multi-Link

Safety Air Bag-Frontal-Driver Yes Air Bag-Frontal-Passenger Yes Air Bag-Passenger Switch (On/Off) No Air Bag-Side Body-Front Yes Air Bag-Side Body-Rear No Air Bag-Side Head-Front Yes Air Bag-Side Head-Rear Yes Brakes-ABS Yes Child Safety Rear Door Locks Yes Daytime Running Lights Yes Traction Control Yes Night Vision No Rollover Protection Bars No Fog Lamps No Parking Aid Yes Tire Pressure Monitor Yes Back-Up Camera Yes Stability Control Yes Other Features Advancetrac w/RSC Electronic Stability Control (ESC) And Roll… ABS And Driveline Traction Control Side Impact Beams Dual Stage Driver And Passenger Seat-Mounted Side Airbags Rear Park Assist Rear Parking Sensors Tire Specific Low Tire Pressure Warning Dual Stage Driver And Passenger Front Airbags Safety Canopy System Curtain 1st And 2nd Row Airbags Airbag Occupancy Sensor Driver Knee Airbag Mykey System-inc: Top Speed Limiter, Audio Volume Limiter, Rear Child Safety Locks Outboard Front Lap And Shoulder Safety Belts -inc: Rear Center Back-Up Camera

  2019 Lincoln MKC Design

The biggest change of the new 2019 Lincoln MKC will be its exterior design. The front and rear fairings will be updated. The most notable improvement is a new rectangular chrome grille that was introduced in the Lincoln Navigator. The headlights will also be slightly revised. The rear will also feature a small adjustment and there will be more chrome details and redesigned taillights.

  2019 Lincoln MKC Interior

  Speaking of the interior of the 2019 Lincoln MKC, the automaker has not done great jobs. He will continue to be calm, comfortable and well equipped. However, there will be changes given the technology. The board will have the same 8.0-inch touchscreen with Sync3, but this time it will have the standard Android Auto and Apple CarPlay connectivity.

Other standard features include an electric tailgate, dual zone climate control, rear view camera, 9-speaker stereo system, keyless ignition and heated seats. In regards to security, MKC will now receive more standard systems. These will include automatic emergency braking, frontal collision warning, airbags, etc. In addition, neutral monitors, lane change warning and active parking assistance will be optional.

  2019 Lincoln MKC Engines and performance

In the engine department, this time there will be no changes. The 2019 Lincoln MKC will acquire the equal engines because of the modern model. The base is a turbocharged 2.0-liter 4-cylinder engine that will produce 245 horsepower and 275 lb-ft of torque. The second option is a 2.3-liter turbocharged engine with 4 cylinders. This unit will be able to develop 285 horsepower and 305 lb-ft of torque. Both engines will be paired with a 6-speed automatic transmission. In addition, there will be a choice between a front-wheel drive and an AWD configuration. Its towing capacity will reach up to 3,000 pounds.

  2019 Lincoln MKC Release date and price

The 2019 Lincoln MKC is expected to enter the showrooms by mid-2018. The price has not yet been announced.

  The post 2019 Lincoln MKC Redesign, Price appeared first on 2018AutoReview.Com.

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[robertkstone]

2019 Acura RDX A-Spec Long-Term Update 2: Intuitive or Distracting?

Before we critique the controversial touchpad, take a moment to enjoy the 2019 Acura RDX’s 10.2-inch infotainment screen. Not just for its impressive size or for the fact that even base models use the same screen but also for its perfect placement. Perched high on the dash and set back, the screen requires minimal effort to see at a glance, unlike the systems in many competitors.

Such an optimal screen position makes touchscreen functionality impossible (unless you’ve got elastic arms). So the RDX uses a touchpad that Acura promises will work more intuitively than similar tech in other cars. During 2019 SUV of the Year evaluations, opinions generally fell into two camps: A few editors found the system incredibly distracting while others had no trouble adjusting to its logic. And that’s crucial—if you don’t give the system a chance when the salesman or your tech-savvy niece shows you how to use it, you’ll have some trouble. But once you play with it, you’ll start to understand the logic. Unfortunately, however, even more patient tech experts may experience a few issues.

The screen is split into a large section that covers most of the 10.2 inches and a smaller space on the right side. In the larger segment, the home screen will display up to eight icons of your choosing, from navigation destinations (maybe you frequently get lost on the way to Grandma’s house) to audio presets across different media sources. Your favorite satellite radio stations can live next to an FM station preset as well as a navigation destination. Neat.

To select an icon on the top left of the screen, press the top left of the touchpad. In the mood for The Groove on XM? If you’ve placed that icon on the lower right, just tap the lower right section of the touchpad—no need to drag your finger across the touchpad toward the item you want as you might in a Lexus NX. As your finger comes in contact with the touchpad, the screen illuminates the icon you’re about to engage if you press down.

Where the touchpad’s functionality starts to weaken is with Apple CarPlay, which I use almost all the time. (Acura says Android Auto compatibility is on the way.) Once CarPlay takes over the larger left part of the 10.2-inch screen, forget about the one-to-one touchpad-to-screen-space mapping. Touching the top right side of the touchpad no longer gets you whatever command you were trying to reach on the top right of the screen—instead, you’ll probably have to swipe from side to side once or twice to reach one onscreen button or another. I wouldn’t buy a new car without CarPlay, but I still wish the system worked as well with the touchpad as the integrated system does.

Although I almost exclusively use navigation through Apple CarPlay, the RDX’s integrated system is simple to use; say “navigate to [address]” to get things moving.

The other problem I’ve had with the touchpad interface is with the smaller screen on the right. To the right of the square touchpad that controls the larger part of the screen is a slim vertical touchpad you swipe up and down to shift the smaller screen’s contents. First off, this split-screen execution is awesome. As in the Subaru Forester, which has a two-screen infotainment system, I never need to switch from song and artist info to a navigation map—I can see both simultaneously. So every time a Capital Cities song plays and I want to check how the band spells “Capital” (don’t ask), I don’t need to switch off the CarPlay map to an audio screen. The problem is that the system doesn’t always register my up or down swipes on that smaller touchpad. I’m not sure if it’s an issue with our particular 2019 RDX, the software, or even with the way I’m swiping, but it’s definitely something I’ll ask at a future service. Also, as testing director Kim Reynolds pointed out after a long road trip, the system’s responsiveness should be quicker. It takes slightly more time than it should to open the navigation or satellite radio page, for example.

Like many systems on the market, this infotainment system could clearly use some refining. Acura has made advanced tech one of its brand priorities, but this system’s greatest strength is value; the huge screen is standard on every RDX. Short of a head-up display, no other screen placement keeps the driver’s eyes on the road as effectively. Acura deserves credit for sticking with that idea, and we hope the automaker will continue to make improvements. Consumers who want an infotainment system they can immediately understand may have difficulty with the RDX, but those who give it a chance may find—as I have—that the trade-offs are worth it when you consider the Acura’s overall advantages.

Read more about our long-term 2019 Acura RDX A-Spec:

Arrival

Update 1: Sporty?

[jeffrey2garner]

Driving the New CX-5 Proves Mazda Can Compete as a Premium Brand

With the addition of a couple of new trims to the 2019 Mazda CX-5 crossover lineup, it’s now clear: Mazda plans to compete directly with premium vehicles like the Acura RDX and Infiniti QX50.

The premium market has plenty of appeal. Higher price tags often correlate with higher profit margins, and finding buyers with more spending power easily translates into higher sales prices.

But breaking into the luxury market can be tricky. Just ask Kia, Hyundai, or even Chrysler. All these brands have attempted to break into the premium car market in one way or another. Kia debuted the $60,000 K900 in 2015 and hoped to reap the benefits of having a high-end (and high-margin) option in its lineup. But while the K900 offered luxury in spades, it also had a Kia badge on the hood. Convincing shoppers to view that logo as a viable luxury symbol has been challenging, and as a result, the company has sold barely 5,000 of them.

Hyundai had a similar story with the Equus sedan, and has since placed an even bigger bet by debuting a luxury brand to move its metal. While the new Genesis G70 has earned plenty of praise for its combination of technology and comfort, it’s still yet to be seen whether the Genesis brand will succeed, as Lexus was able to when it arrived in the early 1990s.

Breaking into the luxury market is not the only hard part, either. It’s also hard to stick around. Even companies historically associated with premium cars, like Chrysler and Buick, have seen how quickly their stars can fall in the eyes of American consumers, and how hard it can be to regain lost prestige.

So, how does Mazda expect to measure up against established players? Well, the CX-5 Signature and Grand Touring Reserve both fill their interiors with supple leather and upscale touches, like layered wood trim and satin chrome accents. The CX-5’s MazdaConnect technology suite has a European feel, too, employing a rotary controller to handle user inputs, and the system is (finally) equipped to run Apple CarPlay and Android Auto.

But simply adding leather and smartphone connectivity isn’t always enough. Luckily, Mazda may have the secret ingredient. When premium-car shoppers shop for a car, they don’t just consider upholstery and infotainment, they look for a refined and engaging driving experience—the car is expected to deliver accurate feedback through the steering wheel, the pedals, and the chassis. And at Mazda, every part of the car comes second to perfecting how it drives.

The company’s Jinba Ittai engineering philosophy is grounded in the idea that a car should act as an extension of the driver’s body. And this is clear every time you drive the CX-5. The steering is well weighted, the 6-speed automatic transmission shifts predictably, and even the all-wheel-drive (AWD) system is tuned to provide a smooth and consistent drive. Rather than reacting to slippery conditions, the system works proactively, relying on inputs ranging from wheel-spin sensors to the car’s thermometer and windshield wipers to deliver traction and stability without disrupting the car’s natural driving dynamics.

Premium vehicles are expected to have premium engines, and as such, drivers will find the larger CX-9’s turbocharged 2.5-liter engine under the hood of top-tier CX-5s. Like the car’s suspension, the engine has been tuned for real-world performance and not hypothetical benchmarks. Zero-to-sixty measurements were replaced with freeway-passing tests, and the turbocharger employs dynamic pressure technology, simulating a person’s thumb over a garden hose to modulate pressure to keep its output strong and steady.

In the end, it’s hard to describe the CX-5’s driving experience as anything other than balanced. This car doesn’t lay on the power unnecessarily, and the steering never feels simulated.

Mazda has long been credited for building cars that reward driver engagement, and it has recently earned a reputation for adding upscale features at relatively bargain prices. With the CX-5, those two roads have met, resulting in a car ready to steal market share from established premium automakers. But will it succeed? The Mazda CX-5 seems to have everything a luxury-car buyer would want, except for an expensive logo on the steering wheel. So, while Mazda may be fully capable of building a premium vehicle, there is a final question left to answer: Will consumer perception of the Mazda logo keep it off shopping lists filled with Acuras and Infinitis?

Check out more car news with these articles:

CarGurus Investigates the Disappearance of Affordable Pickup Trucks

CarGurus Investigates: Are Millennials Really Buying Fewer Sedans?

CarGurus’ Top LA Auto Show Cars for Every Lifestyle

from The CarGurus Blog https://blog.cargurus.com/2018/12/20/driving-the-new-cx-5-proves-mazda-can-compete-as-a-premium-brand via Car Gurus from Blogger http://jeffrey2garner.blogspot.com/2018/12/driving-new-cx-5-proves-mazda-can.html via IFTTT

[whittlebaggett8]

I drove a $60,000 Acura MDX Sport Hybrid to see if the fuel-efficient SUV can take on Audi, BMW, and Mercedes. Here’s the verdict., Defence Online

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Matthew DeBord/BI

The 2019 Acura MDX Sport Hybrid is a mid-size, three-row crossover SUV whose powertrain is related to the Acura NSX supercar.

Competition is intense in this segment, but Acura has a worthy entrant.

If you want an excellent luxury SUV that’s cheaper than a BMW or Audi, yet has great performance and lots of the tech, the Acura MDX Sport Hybrid is worth a look.

Visit Defence Online’s homepage for more stories.

We don’t lack for luxury car brands in this world. But the sheer magnitude of choice can be daunting. So if you’re having a tough time deciding whether it should be BMW or Audi, Mercedes or Lexus, Jaguar or Alfa Romeo, I’m here to help.

Consider Acura – I know I have. I’ve nearly bought an Acura a couple of times, and in the time I’ve been reviewing cars at Defence Online, I’ve driven many and enjoyed them all.

Acura, Honda’s luxury brand, debuted in 1986 and has been producing excellent vehicles ever since. The NSX supercar nabbed our Car of the Year award in 2016, and other Acuras have been finalists. As luxury brands go, Acura takes a lot of agita off the table. If you’re familiar with Honda, you know the company engineers superb cars that have a deserved reputation for reliability.

Acura adds a premium dimension to that, and has always pushed for technical innovation. That’s why I was excited to test the 2019 Acura MDX Sport Hybrid, which has a nifty three-electric-motor drivetrain coupled with a bulletproof VS engine.

Read on to learn how it went down:

Here we have the 2019 Acura MDX Sport Hybrid, in a fetching “Canyon Bronze Metallic” paint job. My tester was about $60,000, but the base MDX is $44,000.

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The color is nice, but the overall design is pure crossover. Personally, I think the styling is more appealing than the Audi Q7.

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The beaklike grille and the large Acura badge have been divisive, but overt time I have grown to kind of like them.

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The Acura badge does double duty — it’s an “A” and also a caliper, with the latter stressing the Honda luxury brand’s passion for precision engineering.

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And precision engineered it is. This “Japanese” ride is assembled in Ohio — and assembled beautifully. The LED headlights really slice through the darkness.

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The Acura MDX Sport Hybrid of course falls prey to the design weakness of all crossovers: the backend is dominated by a huge (powered) liftgate.

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The integrated spoiler and dual chrome exhaust pipes take some unpleasantness away, however.

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And the tail lights are nicely coordinated with the overall rear design.

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The Acura badge could even be called subtle.

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Cargo capacity with the third row deployed is typical for the segment, at 15 cubic feet.

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Drop the third row, and you more than double that, to about 40 cubic feet. Drop the second row and you’re looking at about 80 cubic feet.

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The hybrid system is related to the powertrain in the Acura NSX supercar.

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Let’s pop the hood and take a closer look.

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The 3.0-liter V6 cranks out 290 horsepower, but the hybrid power plant’s three electric motors brings that to 321 hp. In real life, this crossover feels quite robust, and it can dash to 60 mph in less than six seconds. A seven-speed dual-clutch automatic transmission channels the power to the MDX’s all-wheel-driver system.

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Let’s slip inside and sample the “Espresso” interior.

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The seats are extremely comfortable without being overly smushy, and the moderate bolstering will hold folks in place if the driver opts for spirited motoring.

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The front seats are heated and cooled, and the wood trim is downright gorgeous.

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The rear captain’s seats are also comfy, and there’s a decent amount of legroom.

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The third row is intended for short hops if adults are in the picture, or for smaller passengers if longer journeys are planned.

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The interior can get a bit dark …

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… so the moonroof is a welcome extra.

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The rear seats are heated and have their own climate controls.

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I generally find Acuras to be optimized for driving in a way that’s challenged mainly by BMW. The leather-wrapped steering wheel and analog gauges are purposeful.

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The offbeat, pushbutton gear-selector take some getting used to.

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We haven’t been huge fans of Acura’s two-screen infotainment system, but the additional screen does allow you to run the Acura system and Apple CarPlay or Android Auto at the same time.

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Infotainment is controlled using a knob and buttons. The system has been updated — we sampled the new version in an RDX crossover — but for this test vehicle, we had to deal with the previous generation.

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Even though it isn’t terribly user-friendly, it gets the job done. My test vehicle included Acura’s extraordinary ELS Studio premium audio system, which is among the best in the business.

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Navigation worked superbly, and Bluetooth pairing was a breeze. There are also USB/Aux ports and numerous places in the vehicle to charge up. As you can see, there’s also a CD player!

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If you like, you can tweak the system to display how power is being routed through the hybrid drivetrain.

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So why don’t we fire up this luxury hybrid, drive it around, and …

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… Render a verdict!

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It’s hard to argue with Acuras. My colleague Ben Zhang and I can certainly find things to pick on, such as the awkward two-screen infotainment system. But when we got down to the important stuff, the Acura MDX Sport Hybrid delivered a fantastic payoff. Some car companies simply build a fine automobile that checks off all the boxes.

Acura adds luxury to Honda’s already stupendous engineering and quality. It isn’t Mercedes-level luxury, but it’s about what you see in BMW and Audi. In my experience, Acura can’t quite match BMW for driving dynamics, and Audi offers some snazzier tech. But those brands cost more, and it’s not always clear it’s worth the extra scratch, given how well-executed Acuras are.

Driving the MDX Sport Hybrid ranges from relaxing to invigorating, depending on how you’ve managed the settings. Ben was particularly impressed with the buttery smooth power delivery, something we’d already experienced with the NSX supercar. I like the steering, which combined gentleness at low speeds with precision at higher velocities.

The MDX Sport Hybrid is brisk off the line, and in corners, it exhibits a refreshing lack of body away. It isn’t a sports car, but the “Sport” in the name isn’t a ruse. You can have some fun with it.

Otherwise, the vehicle is an ideal suburban family hauler that won’t make parents feel like minivan-piloting schlubs if they want to enjoy date-night at an establishment with a valet line. For an oomphy V6, the hybridized MDX drivetrain yields decent fuel economy numbers without sacrificing performance: 26 mpg city/27 highway/27 combined. And the MDX is crammed with driver-assist technologies and safety features, under the “AcuraWatch” banner.

The upshot here is that the 2019 Acura MDX Sport Hybrid is well-priced, offers good fuel-economy, and won’t bore you behind the wheel. At $60,000 well-equipped, it’s a bit pricey, but you’re getting a lot of car for the money (and Acuras tend to hold up over the long term).

It’s the thinking person’s mid-size, three-row luxury crossover.

The post I drove a $60,000 Acura MDX Sport Hybrid to see if the fuel-efficient SUV can take on Audi, BMW, and Mercedes. Here’s the verdict., Defence Online appeared first on Defence Online.

from WordPress https://defenceonline.com/2019/04/07/i-drove-a-60000-acura-mdx-sport-hybrid-to-see-if-the-fuel-efficient-suv-can-take-on-audi-bmw-and-mercedes-heres-the-verdict-defence-online/

[savetopnow]

2018-03-30 17 CAR now

CAR

Auto Spies

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[smoothshift]

We test drove 10 cars to find the next wife mobile via /r/cars

We test drove 10 cars to find the next wife mobile

The wife and I differ greatly on what we want in a car, so we knew finding a new "our" car would be challenging. We drove a slew of vehicles over the course of 6 months, as that is what helped us narrow in on what we wanted. Below is a short overview of each vehicle, mostly in the order we test drove. I'll share which one we bought after people have time to guess!

Nissan Rogue: The Rogue is nice in that it allows customers to get upgrades such as a panoramic moonroof without requiring leather or nav. Handling is well mannered. I thought the steering feel wasn’t bad. That’s were the good starts to end. The engine is under powered, and the programming in the CVT makes for a lot of drone when stepping on it.

Ford Escape: The Escape handles well for a CUV, with nice steering feel while cornering. The 2.0T delivers solid power, with not much in the form of turbo lag. Though the Escape is starting to show its age. The styling looks dated, even with the recent refresh. The interior has bits of cheap plastics, and the sloping center stack has never grown on me. Sync3 however is one of the better infotainment systems out there, especially at this price point. If you want a small CUV from an American brand, this is the one to get.

Ford Explorer: I see a ton of newer Explorers on the road, so I was surprised to find out they weren’t that great to drive. Steering was ok, and so was the interior. 3.5L is adequate for the vehicle. I’m sure the twin turbo version is a hoot. There was a dead spot on the throttle during initial tip-in, which drove me nuts. (The new Volvo XC90 is even worse at this). These quickly breach the $40k mark as you go up trims. For $40k one can do better than this.

Audi Q5: Audi’s are known for their excellent interiors, and the Q5 is no different. Pieces fit together well, materials are great, and switchgear makes a satisfying click as it goes over detents. The virtual cockpit is awesome. One can have a map right in front of them or make the gauges fill the screen if they know where they are going. The MMI has a bit of a learning curve, but is well thought out once you pick up on the nuances. The Q5 corners impressively for a CUV, with minimal body roll. I did find the engine to be a bit lacking. Not to say the Q5 was slow by any means, but it didn’t feel like 252 HP. The steering wheel was a bit strange as well. A thin but deep oval shape made it awkward to hold. I was told this was to allow for the user to see the virtual cockpit better. I was disappointed to see a $40k vehicle not come with adaptive cruise standard. That was only available on the top trims.

Subaru Ascent: The Ascent does everything well but nothing spectacular, which I think will draw in a large number of buyers without turning too many off. Subaru’s new interior is well laid out, and the infotainment is actually good. The new 2.4T won’t win any drag races but is decent for the vehicle. Steering is on the light side, but it does have some feedback. One can tell this is a bigger vehicle, but it isn’t as unwieldy as most pickups. The sticker on upper trims can push $50k, quite a bit for a Subaru. Even still, Subaru is going to sell a boatload of these.

Subaru Forester XT: It’s too bad so many here immediately write off a car because it has a CVT, because the XT is a lot of fun. The CVT allows boost to build and stay as the car pushes you into the seat. Steering is nicely weighted and decently quick, but somewhat vague. The car handles well for a CUV, but one can tell it is setup for a preference to off-road. The eyesight works well, especially on the highway. The biggest downside is the infotainment system, which is completely outdated for 2018. My Corvette system is two years older, looks better and supports Android Auto/Carplay.

Mazda CX-5: Sorry /r/cars, but this one was the biggest disappointment of them all. For all the hype of this car’s sporting intentions, I didn’t find much. Steering feel is good, but nothing spectacular. Our base Impreza does a better job. The steering is also too light. The 2.5L didn’t have much torque down low, and disappointing power up top. Coupled with squishy seats and a slightly annoying infotainment, this car was a hard pass for us. A real shame too, because it looks great and is priced spectacularly. Hoping the 2.5T model remedies the power issue.

Chevy Colorado: I’ll be upfront, this was more of a future play for the Ranger replacement. Overall, I was impressed with the Colorado. Nicely weighted steering, and the redesigned V6 coupled with the 8-speed got the truck up and moving. It handles better than I thought it would given it’s a BOF truck. The interior is lacking quality, with cheap plastics on most surfaces. I thought the gauges looked cheaper than the ones in our 11 year old Ranger. Overall the Colorado has a lot going for it, GM just needs to spend a little more on the interior.

Chevy Equinox 2.0T: The 2.0T makes the car peppy. Light steering, otherwise nothing stands out. Interior is ok. I wish the dealer had a diesel to test drive. Not a lot else to say for this one. Not bad, not great.

Acura RDX: Newly redesigned for 2019, the new RDX has a lot going for it. We drove the A-Spec in its exclusive blue color. The 272 HP engine moves the car with authority. The exhaust note sounds nice for a 4 cylinder, even if part of it is faked. Steering feel is good, although I felt the lane guidance system was too intrusive. It would constantly take hold if the car wasn’t perfectly in the centered in the lane. The interior is nicely appointed, great steering wheel and gauges. I liked Acura’s True Touch system, and the split screen is nice for keeping the map and audio info both up at the same time. The panoramic roof is huge, and really gives the cabin an open feel. At around $45k, this one was at the upper limit of our budget.