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componentplanet · 5 years ago

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Cadillac Super Cruise Adds Auto Lane Change

Enhanced Super Cruise will include automated lane change, which will allow the hands-free system to change lanes on the highway when requested by the driver and certain conditions are met.

Cadillac hopes to gain back some respect for its technical prowess with a new version of the Super Cruise self-driving technology later this year. It will automate the task of changing lanes: Just tap the turn signal and the car does the rest, which includes checking for an opening, turning on the blinker, shifting lanes, and turning off the blinker.

Super Cruise will be on three new Cadillacs arriving in the second half of 2020: the midsize 2021 Cadillac CT5 sedan, the compact CT5 sedan, and the larger-than-life 2021 Cadillac Escalade. Super Cruise is built atop an “all-new digital vehicle platform” with more electrical bandwidth and compute power.

The Sport version of the Cadillac CT5, one of three vehicles to get the new version of Super Cruise autonomy later this year.

Super Cruise was the industry’s best and most advanced self-driving technology when it debuted in 2017. The Super Cruise special sauce was the extra step Cadillac took of lidar-mapping every lane of every US and Canadian interstate, then putting that info in every Super Cruise-equipped vehicle. In-car cameras and radars can precisely correlate the car’s location to the lidar map data.

In addition to the lane change feature, Cadillac says these enhancements were made:

Addition of richer map information to enable automated lane change and improved functionality through turns and highway interchanges

Improved software for better steering and speed control

Enhancements to make it easier and more intuitive for drivers to engage the system

Before that, Cadillac bumped up the number of lidar-mapped highway miles from 160,000 to 200,000. So that now includes more divided-lane, limited-access highways outside the formal US Interstate system (47,000 miles) and Trans-Canada Highway (5,000 miles).

According to Super Cruise chief engineer Mario Maiorana:

This is our most extensive update we’ve made to Super Cruise since its debut. We have made a number of improvements to make Super Cruise more intuitive, better performing and more accessible for our customers. In addition to the automated lane change functionality, we’ve made improvements to the user interface and hands-free driving dynamics.

… [Changes] included improving rear-facing sensors and advanced software algorithms so that the system can confidently track vehicles approaching from the rear. As a result of these improvements, we are able to ensure that Super Cruise will hold in its current lane and only change [lanes] when a sufficient gap exists.

Because of significant changes to the underlying electronics platform, retrofit upgrades aren’t possible, and it appears other Cadillacs won’t get the new Super Cruise until a mid-life refresh or an all-new model of the car.

The cockpit of the compact 2021 Cadillac CT4-V.

Author Howard testing Super Cruise 1.0 in 2017.

How hard can changing lanes be? Not much if you pay attention. (But we’re Americans.) As drivers age, checking the blind spot and changing lanes safely is a significant issue. It’s also an issue with drivers their first 3-5 years of driving.

When I tested a Cadillac CT6 at the 2017 Super Cruise first drive, from New York City to Washington to Cleveland (Cadillac picked the route; they’re probably fans of the Rock ‘n’ Roll Hall of Fame), it was a revelation: 600 miles of almost-completely hands-off driving.

Here’s the trick: You don’t have to have your hands on the wheel, but a camera is tracking your face and eyes and they have to be looking ahead. If you look elsewhere for more than 5-10 seconds, you’re warned, warned again, and if you still don’t respond, the car slows, hazard lights come on, the car comes to a stop, and OnStar calls for help. It’s a lot more comfortable with your hands off the wheel than on.

Super Cruise 1.0 did a fabulous good job maintaining the car exactly in the center of the travel lane. If you wanted to change lanes, you did that yourself. The only less-than-comfortable moments were in curves with an 18-wheeler alongside. If the trucker’s incautious arc through the turn brought it closer to the lane marking between the two of us, a prudent driver would respond to the trucker by moving a foot or two off-center to give a little space. Just in case. The occasional closeness-in-curves didn’t bother GM’s head of engineering sitting to me, but I suspect that would not have been the case with my wife in the passenger seat.

Since the debut of Super Cruise, several automakers such as Tesla and BMW have debuted auto lane-change. Some Tesla drivers have reported close calls during the actual lane change; I never experienced that in a couple of weeks driving two similarly equipped BMWs. But only Cadillac uses lidar-mapped data to help position the car on the road. (Note: The data in the car is lidar-mapped but Cadillacs don’t currently have lidar. They use GPS and other non-lidar sensors such as cameras for an accurate position fix.)

The 2021 Cadillac CT5 midsize sedan. The top of the wheel lights up green when Super Cruise is running.

Cadillac could use more good technology. It has been through leadership changes, the end of its experiment putting the headquarters in Manhattan’s funky SoHo district, and suffered a 1 percent drop in sales in 2019. Meanwhile, competitor Lincoln jumped 8 percent, and international competitors mostly gained sales: Audi and Lexus, flat; Mercedes-Benz, up 1 percent; Jaguar, up 2 percent; Land Rover, up 3 percent; BMW, up 4 percent; Volvo, up 10 percent; Tesla, up 35 percent; Genesis, up 106 percent. Only Infiniti was a big loser, down 21 percent. Mercedes, BMW, and Lexus each outsell Cadillac by about 2-1.

It will be interesting to see how many trim lines (model variants) get the new SuperCruise. When I test drove the CT6 in 2017, Super Cruise was standard only on the top-of-the-line CT6 Platinum ($84,790 base price). On the other CT6 models, it was part of a $5,000 Premium Package.

SuperCruise is effectively Level 2-Plus automation, where Level 2 combines adaptive cruise control with lane-centering assist but the driver has to keep hands lightly on the wheel. Cadillac goes beyond by offering hands-off driving and lane changes initiated by the driver. A Level 3 car wouldn’t require constant eyes on the road and it could automatically change lanes and deal with cars merging onto the highway.

Things may be looking up. Cadillac has new leadership (again). Cadillac is refreshing its lineup. It has enhanced – fixed, to be more precise – its star-crossed CUE infotainment system. We’re huge fans of the vibrating safety-alert seats with tactile feedback rather than raucous audible alerts. It was one of the first with a rearview mirror that flips between an optical mirror and a wide-angle video view. It is offering comfortable and sporting versions where Lincoln is concentrating on luxury and design. Both are reasonable choices and for any US brand, it’s tough today to dethrone any of the European automakers if you go head-to-head on sports packages.

It has long been our belief that if something ails Cadillac, it isn’t their engineers. The latest Super Cruise gives Cadillac and GM a chance to polish off the slogan, “The Standard of the World.” We’ll see in a couple of months how Cadillac has improved.

Now read:

Hands Off With Cadillac Super Cruise, the Masterful One-Trick Pony of Self-Driving

Mine’s Bigger: 2021 Cadillac Escalade Gets a Curved 38-inch OLED Screen

Big Cadillac Recall: NYC Headquarters Moving Back to Detroit

from ExtremeTechExtremeTech https://www.extremetech.com/extreme/305479-cadillac-super-cruise-adds-auto-lane-change from Blogger http://componentplanet.blogspot.com/2020/01/cadillac-super-cruise-adds-auto-lane.html

#Cadillac Super Cruise Adds Auto Lane Change

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dipulb3 · 4 years ago

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The 2021 Lincoln Nautilus offers a uniquely American take on luxury

New Post has been published on https://appradab.com/the-2021-lincoln-nautilus-offers-a-uniquely-american-take-on-luxury/

The 2021 Lincoln Nautilus offers a uniquely American take on luxury

The 2021 Lincoln Nautilus is refreshingly honest. At a time when so many luxury vehicles emphasize record-setting lap times, in-your-face styling and overcomplicated tech, this updated SUV charts a different course. Cushy and quiet, the Nautilus is a rolling sanctuary, and it doesn’t pretend to be anything else.

All in the family

This utility vehicle received a not-insubstantial update for 2021, a remodeling that’s made a respectable vehicle even better, though you’d be hard-pressed to tell based on its exterior. The Nautilus’ styling is barely, and I mean barely tweaked. It gains a revised lower grille section with a cross-body chrome strip and reworked fog lights. Three new colors join the palette including Flight Blue, Green Gem and Asher Gray, which is the hue this example is wearing. My tester is also dressed up with the optional Monochromatic package. Among other things, it adds black-finished 20-inch wheels and a body-colored upper grille insert for a sportier look.

Exterior changes are minimal, but the 2021 Nautilus’ most significant updates are reserved for the interior. This SUV now features a cabin that looks almost exactly like what you get in Lincoln’s other SUVs, the Aviator, Corsair and Navigator. The new dashboard is much more horizontal than before, gently curving as it spans from pillar to pillar. The Nautilus also gains Lincoln’s signature piano-key gear selector, which is neatly mounted below the center air vents and, as with the other switches and controls, feels like high-quality stuff.

Intuitive tech

Sprouting from the dashboard is this SUV’s most eye-catching addition for 2021: a gigantic 13.2-inch touchscreen, the largest found in any Lincoln. This display is easy to reach and looks great, with vibrant colors, nice contrast and excellent viewing angles so it doesn’t get all washed-out if you’re not staring at it dead on. This is the perfect canvas for a Sync 4 infotainment system running a visual theme called Constellation, which was inspired by the evening sky and features subtle blue and orange accents. Most of the time this system responds promptly to pokes and swipes, plus the user interface is elegantly simple. I appreciate the little sparkle animation when you touch one of the primary icons on the bottom of the screen. Of course, wireless Apple CarPlay as well as Android Auto are supported.

The Nautilus’ infotainment system is super-intuitive, as are many other controls. It’s a snap to reconfigure the digital instrument cluster or search for a point of interest in the navigation system. Everything is simple to operate, something that reduces stress and makes piloting this SUV that much more relaxing.

A new 13.2-inch infotainment screen is the star of this Lincoln’s refreshed interior.

Craig Cole/Roadshow

Further enhancing the drive, certain Nautilus models can be fitted with a rockin’ 19-speaker Revel sound system. But even the standard 13-speaker Revel arrangement slays, offering distortion-free bass and crisp highs no matter how far you crank it.

The Lincoln Co-Pilot 360 suite of driver aids is standard across this vehicle’s three trim levels and includes automatic high beams, blind-spot monitoring with rear cross-traffic alert, lane-keeping assist and more. Lincoln Co-Pilot 360 Plus is optional on the midrange Reserve trim and standard on top-shelf Black Label models. Among other things, it gets you front parking sensors, evasive steering assist, a 360-degree camera system and adaptive cruise control with stop-and-go capability as well as lane centering. Unfortunately, that camera array is laughably low-res, though the adaptive cruise control system works extremely well, keeping the Nautilus on its intended course and seamlessly matching the speed of surrounding traffic. It handles stop-and-go congestion with ease, smoothly rolling to a standstill and holding the vehicle there until you’re ready to go again. Just press the Reset button when traffic starts moving.

Other tech includes an available wireless charging pad and Lincoln’s handy phone-as-key system. This allows you to leave the fob at home and access your Nautilus from a mobile device; it also allows you to lock and unlock the vehicle, open the hatch or windows and start the engine, among other things.

The Nautilus offers plenty of tech, but some features are missing, things like a rear-camera mirror, night vision and a head-up display. These items are available on other vehicles including the Nautilus’ primary rival, the Cadillac XT5.

The Nautilus’ updated interior is way nicer than before, and this isn’t even a top-shelf Black Label model.

Craig Cole/Roadshow

The inner sanctum

This Reserve trim’s cabin is nicely done, comfortable and made of premium materials, though I could do with fewer chrome accents. There’s no shortage of soft leather, and the reddish wood trim on the dashboard really pops against the black background. Hands down, I prefer this interior to the XT5’s and Lexus RX’s, though the Volvo XC60 and Audi Q5 still have an edge.

They may not be as over the top as the 30-way Perfect Position seats you can get in other Lincolns, but the Nautilus’ available Ultra Comfort chairs are nearly as nice, adjusting in 22 directions. They feature heat and ventilation, power headrests and extendable thigh supports and can even give your butt and back a massage. Despite the excellent seats, this vehicle’s driving position is a little awkward for taller folks like me. You sit too high in the captain’s chair and the pedals are oddly angled and a bit too close. Shorter people, however, will likely find this setup just about perfect.

Passengers relegated to steerage are sure to enjoy the Nautilus’ spacious and comfortable backseat. When it’s time to haul cargo, this Lincoln offers far more space than an RX 350 and has a distinct advantage over the Q5, XC60 and XT5 with 37.2 cubic feet of room behind the rear backrests and 68.8 with them lowered.

The worst of both worlds

Behind the Nautilus’ reworked front end is one of two engines. A 2.0-liter turbo-four is the base powerplant, which can be paired with front- or all-wheel drive. Delivering far greater performance, however, is the available 2.7-liter twin-turbocharged V6. An absolute honey, it provides 335 horsepower and a stout 380 pound-feet of torque, all of which gets routed to the pavement through an eight-speed automatic transmission and standard all-wheel-drive. Incredibly smooth and nearly silent, this engine feels luxurious, pulling with authority throughout the rev range, making this Lincoln feel plenty quick.

An unsettled ride is this SUV’s most-glaring weakness.

Craig Cole/Roadshow

Helping deliver that admirable performance, the eight-speed transmission is mostly agreeable, swapping gears quickly, though it can feel uneven. Upshift quality is sometimes irregular, and occasionally it’s a little clunky as you roll to a stop.

With that force-fed V6, expect 19 miles per gallon around town and 25 mpg on the highway. Combined, the Nautilus is rated at 21 mpg, though astonishingly, according to the trip computer, I’ve been beating that by about 2 mpg in real-world driving — and with a heavy foot, I might add.

The Nautilus’ steering is soft and light, but not as imprecise as you might imagine. Yes, road feel is lacking, but the wheel is tuned appropriately for a vehicle that favors refinement over sportiness. Surprisingly, body roll in corners is almost nil.

The 2021 Nautilus delivers excellent performance and remains hushed at speed, but one part of its dynamics leaves much to be desired: the ride. Somehow engineers have delivered the worst of both worlds as, paradoxically, this example is both soft and stiff at the same time. It can feel a little floaty over undulating surfaces, with slightly exaggerated body motions (there’s also a fair amount of squat and dive when accelerating or hitting the brakes), but this softness is tempered by way too much impact harshness from small roadway imperfections like expansion joints and frost heaves, which you feel in high fidelity. I don’t expect Mercedes-AMG levels of control here, but the ride should be both more supple and better buttoned-down than it is. Perhaps the available adaptive suspension, which this example is not fitted with, does a better job ironing things out.

With this update, Lincoln has done a commendable job keeping one of its older models fresh and appealing.

Craig Cole/Roadshow

All for Naut(ilus)

The 2021 Lincoln Nautilus starts at a little less than $44,000 including $995 in delivery fees. The nicely optioned Reserve-trim specimen seen here is a good bit pricier, though it’s by no means outrageous, checking out for $66,890. That figure includes the Reserve I ($3,420) and Monochromatic ($1,695) packages, those 22-way seats ($1,500) and a couple of other items.

Aside from a few complaints about its transmission and ride quality, the Nautilus is an agreeable high-end SUV and a refreshing change of pace. Its focus on actual luxury — having intuitive controls, comfortable accommodations and a quiet interior — is almost a novelty these days as competitors push to deliver the most aggressive design and sharpest handling possible. In contrast, the Lincoln Nautilus knows what it is and doesn’t pretend to be anything else.

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perksofwifi · 5 years ago

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2021 Cadillac Escalade Tech Dive: The Luxury SUV Is Packed With Industry Firsts

The 2021 Cadillac Escalade is an incredible piece of machinery, offering all of the bold American style, Caddy-spec roominess, and effortless power we’ve come to expect of the SUV. But previous iterations of the full-size luxury SUV look crude in comparison to the all-new Escalade’s technology suite.

Cutting-Edge OLED Screen Tech

Seemingly taking inspiration from in-home entertainment, the 2021 Cadillac Escalade boasts the auto industry’s first-ever application of OLED technology. The curved display inside the SUV aims to reduce distraction by using a landscape orientation—the company claims that the vertical touchscreens one might see in a Volvo XC90 or Tesla Model X force the driver to look down and further away from the road ahead.

The three sections of OLED screens—a 7.2-inch driver info panel on the left, a 14.2-inch cluster display, and 16.9-inch infotainment screen—offer twice the pixel density of a 4K home television, guaranteeing crystal-clear resolution. Let’s hope the Cadillac’s graphics software is up to the challenge of minimizing lag. Because OLED technology is capable of brighter projection capabilities, Escalade designers were able to omit the dashboard “hood” seen over most competitors’ displays, providing a cleaner and more open appearance.

Techno-Focused Luxury

Cadillac’s Escalade technology advances don’t stop at the OLED displays, as far as the interior is concerned. Optional augmented-reality navigation helps drivers more easily discern route suggestions and turn-by-turn directions. The Escalade also comes standard with Surround Vision, providing a 2.0-megapixel, 360-degree view of the vehicle at low speeds. The optional Trailering Integration Package bundles up to nine camera views to support easier hitching and hauling, as well incorporates a blind-spot monitoring function that accounts for trailer length.

Night vision provides a clearer view of pedestrians and animals on the road ahead thanks to infrared technology—Cadillac pioneered this sort of technology on the 2000 Deville and advanced it for the CT6 flagship sedan. Finally, a new rear-seat entertainment system boasts twin 12.6-inch displays, as well as navigation functions that allow passengers to suggest destinations to the front nav screen for the driver to accept or reject. And soft-close doors make their debut on the Escalade for 2021, eliminating uncouth hard slams.

The Five Senses of Cadillac Escalade Technology

Befitting its darling status among musicians and pop-culture mavens, the 2021 Cadillac Escalade boasts some commendable audio cred. AKG, Harman’s premium/professional audio brand, partnered with Cadillac to develop its first-ever automotive sound system. An available 36-speaker (!) AKG Studio Reference system was designed to convey sound as it was produced, courtesy of three amplifiers with 28 total channels. The standard audio system is a still-impressive 19-speaker AKG Studio system, boasting a 14-channel amplifier and enclosed subwoofer.

On either system, Studio 3D Surround sends audio to the speakers strategically, providing an immersive, directional sound stage. Conversation Enhancement picks up each occupant’s voice through an embedded microphone and sends that sound elsewhere in the cabin. Audio rendering for the navigation system means turn-by-turn prompts are reproduced directionally (right speakers for right turns, left speakers for left turns), making navigation more intuitive. And the Studio Reference system also includes passenger volume control, allowing either front occupant to fine-tune their audio experience.

Cruise Control—On Steroids

Cadillac’s novel Super Cruise technology marks the first time semi-autonomous driver-assistance technology will appear on a full-size luxury SUV. Making the jump from the CT6 sedan, Super Cruise is arguably the best driver-assist suite in the industry, better even than Tesla Autopilot. It now adds the ability to execute hands-free lane-changes, as well.

It enables hands-free driving on more than 200,000 miles of North American roadways, according to Cadillac, by using lidar map data and high-precision GPS. Advanced driver monitoring technology alerts the human behind the wheel if they need to pay more attention to the road ahead, easing concerns for those of us with Luddite tendencies.

Escalade Steps Into the Future

We’ve always loved the Cadillac Escalade for its bold style, but there’s no denying that it’s been a relative automotive dinosaur since its introduction. Trimming a Chevrolet Tahoe with wood appliqués, upgraded leather trim, and added exterior glitz do not always equate to “Standard of the World” luxury. But this fifth-generation Escalade promises to be more to its customers than a gilded GMC, with industry- and segment-leading interior, audio, and driving technology. Whether it works as well in the real world as it does on a spec chart remains to be seen, but the 2021 Cadillac Escalade finally offers more than just chrome to distinguish itself.

The post 2021 Cadillac Escalade Tech Dive: The Luxury SUV Is Packed With Industry Firsts appeared first on MotorTrend.

https://www.motortrend.com/news/2021-cadillac-escalade-technology-audio-oled-super-cruise/ visto antes em https://www.motortrend.com

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adrenalineguide · 7 years ago

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Volkswagen Atlas and Toyota 4Runner TRD Pro

Text and Photos by Michael Hozjan

Volkswagen Atlas: Getting it right

I wasn’t supposed to like the Atlas. It’s big, square and the furthest departure from what we’re used to from Volkswagen in the company’s history. They call it a seven-passenger. Hell, in the sixties my buddy’s parents stuffed more people into a Beetle. I’d hate to see how many kids and adults they’d fit into the Atlas!

Like I said I wasn’t supposed to like the Atlas and I don’t. I love it. Volkswagen has gone out and broken all the rules and given us a behemoth (it’s nearly 200 inches long) that’s as easy to drive as a compact sedan, is as smooth as a limo and then turns around and is as agile as a sporty sedan.

The Atlas doesn’t replace any outgoing model as we were led to believe. It’s an all-new model geared for the big gulp, super-size me, generation. Unlike other mid-size SUVs like the Ford Explorer and Honda Pilot whose greenhouses feel claustrophobic despite their seven and eight passenger cargo ability, the Atlas feels airy. No matter which of the three rows of seats you choose, foot, leg and elbowroom is abundant. Slide the second row all the way back and your passengers can actually cross their legs (shades of 1950 Cadillacs)! Likewise getting into the third row seat, usually a backbreaking chore left for the rug rats, is a cinch even for adults thanks to the folding and sliding second row seat, which can be articulated with one hand. Incidentally the third row is an option and VW also has second row captain’s chairs on the options list (standard on the Execline).

While we await the arrival of Volkswagen’s new minivan, the Atlas can serve as both a people and cargo mover thanks to a whopping 97 cubic feet of space with the second and third row seats folded. Even with all the seats up there’s still an impressive 21 cubic feet behind the third row. Both rear row seats split to offer a slew of seating/cargo carrying capabilities. Need more space; the Atlas has a 5,000 lb towing capacity (V6 model).

Oh and did I say the Atlas’ interior is quiet. Very quiet. That is until you turn up the sound on the sat radio through the intuitive touch screen of the infotainment system and light up the Fender speakers peppered throughout the truck. Honda, Fiat, Alfa and a slew of other manufacturers should take note of the VW’s user-friendly (read uncomplicated), instinctively placed infotainement controls.

The Atlas is available in front-wheel-drive and VW’s 4Motion all-wheel-drive. You get a choice of two engine options; a 2.0L turbo charged four that develops 235 horses and 258 lb.ft. of torque or the 276 horsepower 3.6L V-6 that produces that delivers 266 lb.ft. of torque. Both connect to an 8-speed automatic tranny with Tiptronic.

Ever been frustrated where to stow your blind? VW has the answer.

Duh!

Oh come on!

A friend of mine who worked at a local VW dealer once told me how a fellow mechanic would use the term Mickey Mouse to describe a non-useful item on a car or an item with no design sense what so ever. The term stuck. The fake twin exhaust tips (above) are the first time I’ve used it on a VW product. Yes that’s the real exhaust pipe under the fake one!

Prices start at $35,690 for the 2.0L powered Trendline, which is almost in par with the lid trim line price of the smaller Tiguan. Next up the ladder is the Comfortline at $39,690 with such amenities as adaptive cruise control, heated front seats and washer nozzles, pedestrian detection and sat radio added. My Highline starts at $48,990 and nets you the V6 plus a power tailgate, heated tushies for the rear seat passengers, panoramic sunroof and ventilated front seats. The good news is it’s still priced under the entry level Toureg! Then there’s the top of the line Execline which starts at $52,540 which adds 20” wheels, 12 fender speakers, a digital cockpit, park and lane assist…

Our Kurkuma Yellow Metallic Atlas drew a lot of attention and one or two even liked the color!

Price as tested: $51,524

Toyota 4Runner TRD Pro: Old school cool

“I can’t believe they’re still making this dinosaur!” exclaimed Eric Descarries, my co scribe, here at Adrenaline Auto Guides.

“Yup, and I’m glad they do.” Came my response.

Obviously we have different visions of what an SUV should be. Eric is of the new school, unibody construction. I on the other hand, still lean more towards the old body-on-frame construction. Maybe it’s the hot rodder or the off-roader in me.

Oh I know I’ll have lots of letters about how unibodied cars have crumple zones to keep their occupants safer than their body-on-frame counterparts and how unibodied cars have withstood the test of time when it comes to rust.

It all depends on what your definition of a SPORT-UTILITY vehicle is, and over the years the term seems to have lost it’s meaning. Today most SUVs are little more than overgrown station wagons with all wheel drive. That’s precisely why we have nonsensical terms like crossover. To me a sport-utility meant you could haul all your gear deep into the woods or across the desert in relative comfort protected from the elements, unlike a 4x4 pickup where your gear would be exposed. The sport portion was more towards hunting, fishing, crossing deep ruts and deeper mud holes, making it to the lot where you hoped to one day build your cabin. And utility meant the truck would be able to haul your construction materials/gear up with you. It didn’t mean how many rug rats you can haul to the baseball diamond – which is what it seems like today’s so called SUVs are all about, even our beloved VW Atlas falls into that category.

The early Jeep Wagoneers, Ford Broncos and Chevrolet Jimmys are a prime example of what I’m talking about. Oh and off-roading doesn’t mean going through the 8 inch trench the construction crew dug up on your street. I’ve taken sports cars through deeper holes.

What makes the Toyota 4Runner the last true sport-utility? To begin with I’ll echo my previous statement, it’s a rugged, utilitarian that will just about go anywhere. While most SUVs, crossovers and the like are built on car-based chassis, the 4Runner still gets its DNA from a pickup.

From a performance aspect, all 4Runners, regardless of which of the five trim packages you opt for are powered by a 4.0 liter, 270 hp, V6 that pumps out 278 lb-ft of torque mated to a five-speed automatic transmission. My Toyota Racing Development Pro (there’s also a TRD Off Road) came with 4-wheel crawl control, TRD Bilstein high-performance shocks with remote reservoirs, TRD-tuned front springs, 17” black aluminum wheels with 31.5" Nitto Terra Grappler all-terrain tires. A locking rear differential, Multi-Terrain Select system and Downhill Assist Control all work in conjunction to get you in and out of the toughest trails. The four-wheel-drive system is of the part-time variety and can be engaged with a manually operated transfer case. Hey these systems, like the 5-speed automatic are bulletproof and have proven themselves over the years. Adding some macho visual appeal while protecting your ride from rocks and logs is a heavy-duty aluminum skid plate mounted up front.

Oh and yes the TRD did get plenty of admiring stares and thumbs up.

As capable as the 4Runner is in the rough, on the road the Toyota doles out a smooth, comfortable ride despite the noisy off-road tires. If there’s a downside to the 4Runner it’s the truck’s off-road traits translate into more sway than usual when doing quick lane changes. The five-speed automatic may be great for tackling the Rubicon but on the highway the truck could also use an extra gear. Let’s not forget the 4Runner hasn’t had a major upgrade in years.

My sunroof-equipped tester’s interior was more truck-like than car-like with large buttons that can easily be manipulated even with gloves. Fit and finish is Toyota quality. Red stitching on the black leatherette seating is a nice touch and rear seat passengers get a provision to tilt their seat backs for added comfort. There is a third row option on the other trim lines. The tester offered an impressive 47 cu.ft. of cargo space behind the second row seats – that’s one of the largest trunks in the midsize SUV category. But what truly sold me on the 4Runner is the opening rear window, a feature that has disappeared off the SUV/crossover/station wagon landscape and something that all of my friends with SUVs have wished for.

The tall off-road tires and ride height make ingress and egress a challenge, but isn’t as bad as the first generation. Showing the truck’s age is the lack of techno gadgetry such as blind-spot monitoring and lane departure warning. You’ll have to old school it and pay attention to the road! However, Vehicle Stability Control, Active Traction Control and trailer sway control are all part of the base vehicle, which starts at $44,800. The TRD Pro package adds another $7395 to the tag. The Toyota can tow 5,000 lbs, only the Grand Cherokee and Dodge Durango can tow more, 7,400 lbs.

If your looking for a large station wagon with all-wheel drive and car like ride, look elsewhere, this Toyota is not for you, But if you want a rugged, tough workhorse that will carry you, your buds and your gear over any kind of terrain, your choices are very limited and none has the opening rear window on the hatch. Add Toyota’s high resale value and the choice gets narrower.

At the end of my tenure with the 4Runner I must admit it was hard to surrender it. Like the Jeep Wrangler, it may not be the greenest vehicle, I managed to squeeze out 12.5L/100kms of the good stuff, but the feel of the truck is so unique and yes it’s smoother than the Wrangler.

Price as tested: $54, 083.47

#toyota #4runner #jeep #vw #atlas #wagoneer #wrangler #suv

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lippyawards · 5 years ago

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Cadillac Super Cruise Adds Auto Lane Change

Enhanced Super Cruise will include automated lane change, which will allow the hands-free system to change lanes on the highway when requested by the driver and certain conditions are met.

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componentplanet · 5 years ago

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Tesla Teardown Scares Competitors: ‘We Cannot Do This’

A teardown of the Tesla Model 3 found Tesla is years ahead of the competition on AI and self-driving – as much as six years ahead by one estimate. Tesla’s choice to ignore the traditional supply channel, design and use its own microprocessors, and integrate much of the control functionality into a single module are cited as reasons for Tesla standing out from the competition.

According to an article in Nikkei Asian Review, a “stunned engineer from a major Japanese automaker … declared, ‘We cannot do it.'”

Nikkei Business Publications recently acquired a 2019 Tesla Model 3 and did a complete teardown of the hardware components. What they found:

What stands out most is Tesla’s integrated central control unit, or “full self-driving computer.” Also known as Hardware 3, this little piece of tech is the company’s biggest weapon in the burgeoning EV market. It could end the auto industry supply chain as we know it…

The module — released last spring and found in all new Model 3, Model S and Model X vehicles — includes two custom, 260-sq.-millimeter AI chips. Tesla developed the chips on its own, along with special software designed to complement the hardware. The computer powers the cars’ self-driving capabilities as well as their advanced in-car “infotainment” system.

Tesla FSD chips.

This massive integration is uncommon in the auto industry, especially out of the desire to separate critical functionality such as self-driving from nice-to-have features such as infotainment, in case the car gets hacked.

Toyota’s original Autopilot system dates to 2014, also called Hardware 1, and “every two or three years, the company pushed the envelope further, culminating in the full self-driving computer.” It would take an automaker such as Toyota or VW – for what it’s worth, the story did not cite GM or Ford – until 2025 to match Tesla, the six-year lead apparently referring to the model year of the car torn apart.

According to the story, the real reason for Tesla’s success may be its willingness to work outside the established supply chain for electronics:

So big automakers apparently feel obliged to continue using complicated webs of dozens of ECUs, while we only found a few in the Model 3. Put another way, the supply chains that have helped today’s auto giants grow are now beginning to hamper their ability to innovate.

Young companies like Tesla, on the other hand, are not shackled to suppliers and are free to pursue the best technologies available. Our teardown underscored this in another way as well.

Most parts inside the Model 3 do not bear the name of a supplier. Instead, many have the Tesla logo, including the substrates inside the ECUs. This suggests the company maintains tight control over the development of almost all key technologies in the car.

Expect big-time pushback from the big suppliers. And they will have fair arguments. Its hubris to assume one group of engineers, even as they’re constantly refreshed and bring in new talent, can’t have all the answers. In addition, Tesla is making a big bet that it doesn’t need lidar to make self-driving cars work.

We’ve also seen Tesla, being so far ahead, runs into problems sooner than other automakers. Its auto-lane-change feature has changed lanes into the path of other cars, where that of competitors does not. Just this year, there’ve been reports that the teenager trick of taping or painting a 35-mph speed limit sign to 85 mph tricks Autopilot into speeding up. All you’d need to counteract this hack is a common-sense module that says no place in America lets you drive 85 mph within town limits.

We’re also waiting to see how Tesla, and everyone else, will manage self-driving in rain or snow. That calls for smarter, or different sensors, perhaps that look downward (ground penetrating radar) or use different visual frequencies (short wave infrared, or SWIR).

The story cheerleads, in some ways, for Tesla, saying:

And with this hardware in place, Teslas can evolve through “over the air” software updates. Right now, the vehicles are still classified as Level 2 or “partially autonomous” cars. But Musk has stressed that they have all the necessary components — “computer and otherwise” — for full self-driving.

At the very least, this is a wakeup call for the rest of the auto industry. The Tesla mystique continues: sales better than the rest of the industry, the stainless steel pickup trick, and a market value bigger than GM and Ford combined. Tesla stock has more than doubled in the first six weeks of 2020.

Now read:

TriEye’s Infrared Camera Helps Autonomous Cars See Through Haze

The Future of Sensors for Self-Driving Cars: All Roads, All Conditions

Cadillac Super Cruise Adds Auto Lane Change

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biofunmy · 5 years ago

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Driverless Cars May Be Coming, but Let’s Not Get Carried Away

“Sometime next year,” Elon Musk says, “you’ll be able to have the car be autonomous without supervision.”

“None of us have any idea when full self-driving will happen,” counters Gill Pratt, an expert in robotics and the director of the Toyota Research Institute.

Beyond Mr. Musk, who has said twice this year that Tesla could have a million “robotaxis” on the roads next year, few experts in autonomous cars believe that the technology is ready to safely chauffeur occupants in any and all driving conditions. And that’s before the regulatory hurdles, including a quaint-seeming 1971 New York law that requires at least one hand on the wheel.

Instead, for the foreseeable future, there are Advanced Driver Assistance Systems. Think of them as a co-pilot, not the Autopilot of Tesla’s marketing parlance but a wingman that amplifies human skills instead of replacing them.

These building blocks of autonomy are becoming common on even the most affordable cars: electronic stability controls, certainly, but now radar, cameras and other sensors that perceive their surroundings and automatically accelerate, stop, steer, follow lanes or take evasive action. And every major carmaker in America has pledged to make automated emergency braking standard on all new models by September 2022.

Global giants like General Motors, Toyota, Ford and Volkswagen are fully engaged in the self-driving race against the likes of Tesla, Uber and Waymo, a unit of Google’s parent company, and are loath to be outmaneuvered by Silicon Valley disrupters. But traditional automakers are also hitting the brakes, as premature promises run headlong into reality — what Mr. Pratt calls the current “trough of disillusionment” in autonomy.

A growing consensus holds that driver-free transport will begin with a trickle, not a flood. Low-speed shuttles at airports or campuses may be the early norm, not Wild West taxi fleets through Times Square. Operational boundaries will be enforced by the electronic leash of geofencing.

Toyota is among the many companies backing that more cautious, two-track approach. Mr. Pratt, who ran the vaunted robotics program at the Defense Advanced Research Projects Agency, or Darpa, recalls tossing and turning on the night in 2015 when he signed a contract to lead Toyota’s $1 billion research arm for artificial intelligence and robotics.

Toyota’s cars alone, he figured, log perhaps one trillion miles of annual travel around the globe. Making a robocar perform in controlled demonstrations is easy, Mr. Pratt says, such as having it effortlessly avoid hay bales tossed in front of it. Making a robocar so foolproof that consumers and automakers can trust it with their lives, including in one-in-a-billion situations, is very different.

“Ever since, we’ve tried to turn down the hype and make people understand how hard this is,” he said.

That’s not preventing companies from trying. Toyota’s Chauffeur technology fully intends to create autonomous cars for corporate fleets. But using 80 to 90 percent of the same software, its Guardian concept blends inputs from man and machine.

General Motors’ Cadillac is also working to keep humans in the driving loop — even if it requires an occasional slap on the wrist, via the driver-monitoring system developed by an Australian company, Seeing Machines.

Consider Cadillac’s Super Cruise the digital disciplinarian that makes drivers sit straight and keep eyes up front. It is G.M.’s consumer answer to Tesla’s Autopilot, but its approach illustrates the divergent philosophies of traditional automakers and the Valley rebels.

Many experts say Super Cruise, or a system like it, might have prevented the highly publicized fatal crashes of some Tesla Autopilot users, or Uber’s robotic Volvo that struck and killed an Arizona pedestrian in March last year. In the Uber case, police investigators said the human backup driver had been streaming Hulu before the accident. In some Tesla crashes, driver overconfidence in Autopilot’s abilities, leading to inattention, appears to have played a role.

That kind of carelessness isn’t possible with Super Cruise, as my own testing on Cadillac’s CT6 sedan has shown. The optional system will expand to other Cadillac models next year. Unlike Tesla’s current Autopilot, the system is explicitly designed for hands-free operation, allowing people to drive safely without touching the steering wheel or pedals — but strictly on major highways.

Using laser-based lidar, the Detroit-area company Ushr mapped 130,000 miles of freeway in the United States and Canada, in deep detail. That map is stored onboard the car, and updated monthly over the air to account for new construction and other road changes. The maps fix the Cadillac’s global position to within four inches, backed by onboard cameras, radar and GPS.

When I drove the Cadillac outside its geofenced borders, self-driving was strictly off limits. But once on its proper turf, Super Cruise breezed along highways in New Jersey for up to two hours with zero input from me.

It’s an odd sensation at first. But the Cadillac tracked down its lane as if it was on rails — better than the average Uber — so that I quickly gained confidence, eventually leaning back with hands folded behind my head as we zipped between semitrailers.

An infrared camera and lighting pods tracked my face, eyelids and pupils. The system let me look away long enough to, say, fiddle with radio stations. But if I closed my eyes or dared to text, the Caddy flashed escalating warnings. Putting eyes back on the road allowed me to proceed.

Ignore more prompts, and the system shuts down, refusing to work with a distracted driver. If that driver is disabled or asleep, the Caddy can pull over, stop automatically and call for help.

“What I love about Super Cruise is that it’s always watching you,” said Chris Thibodeau, Ushr’s chief executive.

The system also disengaged when it couldn’t confidently identify lane markings, or when it approached construction zones. While those cautious disengagements could be frustrating at times, Super Cruise proved a trusty co-pilot that prevents overconfidence from either party.

“The last thing you want is the machine making a judgment that would be better done by a human,” Mr. Thibodeau said.

Experts add that driver monitoring systems would be a boon to safety even in conventional situations. For one, parents could rest assured that teenagers weren’t texting while driving.

Designing skill amplifiers for automobiles, Mr. Pratt noted, is infinitely complex, in part because of the crowded and varied roadways that cars must perceive, predict and react to: what he calls the “complex ballet” of driving.

It doesn’t help that human drivers can be the weak dance partner. Roughly 1.3 million people die in global auto accidents every year, according to the World Health Organization. Human error is blamed in 94 percent of those deaths.

While Mr. Pratt is a champion of modern robotics, he said artificial intelligence would still take decades to rival some human abilities.

“We shouldn’t have this replacement mind-set to pop out the human and pop in the machine,” he said. “Sometimes the A.I. is better than the human. Sometimes the human is better than the A.I.”

The brain gives people one advantage, in predicting behaviors based on visual cues. Mr. Pratt offered the example of a driver cruising through intersections where various pedestrians wait to cross: an older person, a mother holding a child’s hand or a group of teenagers. A human driver will instantly process the scene and know that the teenagers are most likely to jaywalk.

“The A.I. system, unless it’s fed with hundreds of millions of examples, can’t pick that up, because it doesn’t think. It just pattern-matches,” Mr. Pratt said.

In the robot’s corner, it never gets tired or drunk, and has 360-degree sensor “vision.”

Mr. Musk has dismissed any need for a driver monitoring system on Teslas, or redundant hardware sensors, insisting that its coming “full self-driving computer” will handle any task.

That stance is drawing an unusual backlash against Tesla from industry analysts, from skepticism that Tesla can pull it off, to charges that the company is cutting corners on safety.

My tests of various semiautonomous systems highlighted what experts call a paradox of self-driving: As the technology gets better, it may initially become more hazardous, because drivers are sidelined for longer periods, lulled into a false sense of security.

“It’s a whole new paradigm for the manufacturers: How do I keep drivers engaged, what are the right alerts?” Mr. Thibodeau said.

“People have been trained for years to pay attention to everything on the road. It’s going to be hard to change that behavior and trust the machine.”

For people who envision the government coming for their car keys, Mr. Pratt has a message: The rise of the machines is real, but most people will choose personal autonomy over an autonomous car.

“The joy of driving a car is something that is incredibly innate and precious, and we don’t think that’s under threat at all,” he said.

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jonathanbelloblog · 6 years ago

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First Drive: 2019 Lincoln Nautilus

SANTA BARBARA, California — After years of futile experimentation with its design past, Lincoln has finally found the right proboscis for its cars and sport/utility vehicles. The modern Lincoln front end premiered on the Continental sedan, but the design was first unveiled at a consumer clinic where potential customers were shown several new proposals for a facelift of the mid-size MKX sport/utility.

Consumers liked it, this new nose, and so now the MKX finally gets it along with a real name. It’s the 2019 Lincoln Nautilus.

Although it comes with two new engines both combined with an eight-speed automatic transmission, a retuned chassis, and an upgraded interior featuring a comfortable 22-way power seat option, the Nautilus carries forth the MKX’s CD4 (Ford Edge) platform and its sheetmetal from the A-pillar back. The new sheetmetal forward of the A-pillar makes for much more cohesive styling, next to the MKX.

The new nose is just a few millimeters longer than the old one, thanks to ditching the canted-back 1941 Continental-style split-wing grille, though its upright rectangular replacement makes the Nautilus look much longer than the MKX, and more distinct from the somewhat dowdy Ford Edge, which also benefits from a mid-cycle update for model year ‘19. Enhancement of Ford-Lincoln delineation is important, because the Edge Titanium, with a base price of $39,545 and the EcoBoost V-6 ST, at $43,350, encroach on lower-trim Nautilus territory.

Your humble servant also reported on the first drive of the ’14 MKX, also in Santa Barbara, and found that Lincoln’s chassis tweaks of the Edge’s chassis did wonders to make it a credible premium highway cruiser. Lincoln engineers retuned the ’19 SUV’s front and rear suspensions, with larger rear bushings, softer tuning and new, cushier Continental tires on wheels of up to 21 inches.

The ’19 Lincoln Nautilus is rather nautical in its highway dynamics, but that’s a good thing. “Nautical” in this case does not mean it wallows while canyon carving. It’s a soft and well-controlled ride, which is what the segment needs.

Nevertheless, the Nautilus comes with dynamic chassis control; “normal,” “comfort” and “sport” when the eight-speed automatic is placed in Drive, and “normal” and “sport” when shifted into Sport. The S-mode holds gears longer, for more aggressive acceleration, and it locks out eighth gear and the stop/start system. Switching between these various modes requires digging through digital pages on the instrument panel menu, so probably only Lincoln engineers and auto journalists will use them.

A Lincoln engineer told me he likes the “comfort” mode for Metro Detroit’s war-zone-like roads, and “sport” for twisty mountain roads like the ones just outside Santa Barbara, but the only difference I could detect was in the steering, with sharper turn-in under “sport.”

The front seats are fabulous, especially the Black Label trim my drive partner and I first sampled. (Our Black Label color and trim combo was “Gala”—the others are “Thoroughbred,” and “Chalet.”) The optional Ultra Comfort 22-way power seats, with lumbar control and a massage feature are far more comfortable, and more premium in look and feel than anything from Cadillac.

On the driver’s side, the SUV sits a bit tall for my taste, probably to assure sufficient forward view over that long, un-sloped hood. But there’s not a lot of extra headroom with the seat in its lowest position even for a sub-six-foot driver like me.

Most of the Nautiluses—Nautili?—in Lincoln’s test fleet here were equipped with the optional 335-hp 2.7-liter twin-turbo EcoBoost V-6, same engine as in the Ford F-150, even though the company forecasts 70 percent of buyers, more or less, will choose the 250-hp 2.0-liter EcoBoost turbo I-4. Lincoln offers either engine up and down the Nautilus line, from the base and Select to the Reserve and Black Label. Any trim level, with either engine, is available with front- or all-wheel-drive. Lincoln says the AWD take rate has been about 55 percent for MKX, and that won’t change much.

The 2.0 EcoBoost is perfectly adequate for the 4,305-pound SUV (all examples in the fleet had AWD), and probably the better choice for everyday fuel efficiency and road trip range, but the engine sounds thrashy. Full-throttle acceleration can get the engine winding out a bit and holding a gear too long after lifting, which makes the eight-speed automatic wind out like a CVT.

The EcoBoost V-6 better suits the Nautilus’ premium aspirations, with a throatier sound and good power for accelerating up steep hills. The third who choose this engine will be the same sort of customers who take the time to find the dynamic suspension control settings in the IP menu.

Available driver assist systems include automatic emergency braking with pedestrian detection, blind-spot detection with cross-traffic alert, adaptive cruise control with stop-and-go, lane-centering technology, evasive steering assist, back-up camera, automatic high-beams, and enhanced active park assist. Happy to say we didn’t use much more than the blind-spot and cross-traffic features, and the lane-centering technology, which seems to aggressively turn in around tight canyon corners. For the most part, this is good, reliable state-of-the-art stuff, though not cutting edge (see Cadillac Super Cruise), that should provide some stress-reduction on long drives.

The top-of-the-line Black Label trim advances experiential luxury, and the notion that time saving is the ultimate indulgence. It adds dedicated showroom personnel, extended premium service and maintenance, car washes any time, annual vehicle detailing, Avis President’s Club membership, and the Culinary Collection, with “access to select restaurants” nationwide. The Lincoln Nautilus Black Label’s base price is $8,020 more than the next-highest trim level, Reserve, which raises the question of whether a.) all that experiential luxury is worth it, and b.) Lincoln can sell in the high atmosphere of the German luxury brands.

That seems a bit optimistic, though with its new, much-improved look, quiet and compliant ride and comfy seats, the $45,540 Lincoln Nautilus Select and $49,870 Reserve are legitimate competitors for similar SUVs from Acura, Cadillac, Infiniti, and even Lexus.

2019 Lincoln Nautilus Specifications

ON SALE October PRICE $41,335 – 57,890/$67,905 (Black Label as-tested) ENGINE 2.0L DOHC 16-valve turbocharged I-4, 250-hp @ 5,500 rpm, 280 lb-ft. @ 3,000 rpm; 2.7L DOHC 24-valve twin-turbo V-6, 335 hp @ 5,500 rpm, 380 lb-ft. @3,250 rpm TRANSMISSION 8-speed automatic LAYOUT 4-door, 5-passenger, FWD or AWD sport/utility vehicle EPA MILEAGE 21/25 mpg (city/hwy, I-4); 18/27 (city, hwy, V-6) L x W x H 190.0 x 78.7 x 66.2 in WHEELBASE 112.2 in WEIGHT 4,142-4,305 lb FWD-AWD 0-60 MPH N/A TOP SPEED N/A

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dipulb3 · 4 years ago

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2021 530e isn't BMW's best plug-in hybrid option

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2021 530e isn't BMW's best plug-in hybrid option

The 530e is a very handsome sedan.

Emme Hall/Roadshow

The seventh-generation BMW 5 Series gets a few small changes for 2021, including tweaked style and better tech. You can buy the 5 Series with everything from a sensible four-cylinder turbocharged engine to a stonking V8, but for folks who want great power without totally destroying their efficiency cred, BMW continues to offer the plug-in hybrid 530e.

Slight power bump

Smoother front-end styling

Larger infotainment screen

Don’t Like

Poor electric range

M Sport option doesn’t add handling upgrades

In the 530e, BMW pairs a four-cylinder gas engine with an electric motor for a total of 288 horsepower — 40 more than last year — and 310 pound-feet of torque. Power goes to the rear wheels through an eight-speed automatic transmission, but you can also get the 530e with BMW’s xDrive all-wheel-drive system.

I like plug-in hybrids for their ability to do double duty: I can cruise around town in EV mode but I still have the convenience of a gas engine for longer trips. The bummer here is that the 530e is only EPA-rated for 21 miles of all-electric range (the xDrive model lowers that rating to 18 miles). That’s slightly less range than what you get in the smaller 330e, which uses the same powertrain. The larger X5 PHEV, meanwhile, offers more power and more EV driving range.

Electricity is stored in a 12-kilowatt-hour battery, fed by a 3.7-kW onboard charger. Don’t expect super-quick charging times here, folks — PHEVs are definitely meant to be plugged in overnight. On my Level 2 home charger it takes 3 hours to go from totally empty to full-on full. BMW says an 80% charge from 0% takes 2 hours.

The 530e isn’t particularly quick but the instant electric torque makes the sedan scoot. There’s an XtraBoost feature that delivers an additional 40 hp under full-throttle acceleration when the car is in Sport mode, but the difference isn’t terribly noticeable. BMW estimates a 5.7-second 0-to-60-mph time for the rear-wheel-drive 530e.

These LEDs double as the running lights and turn signals.

Emme Hall/Roadshow

As for on-road handling, the 530e is enjoyable but not what I’d call sporty. Plus, the plug-in hybrid drivetrain adds weight; this sedan tips the scales at over 4,200 pounds, and that’s before you tack on an additional 100 pounds for all-wheel drive. My tester’s M Sport package doesn’t offer any real handling upgrades, though there’s a lot of grip thanks to the Michelin Pilot Sport 4 tires. Body roll is kept in check and the steering is nicely weighted but vague — typical 5 Series attributes. Really, my only major complaint is that the M Sport brakes are a little squishy and hard to modulate.

Of course, the big reason to pick a plug-in hybrid is overall efficiency. After a week of spirited driving and regular charging, I’m seeing 37 miles per gallon. That’s a great increase over the base 530i’s 28 mpg combined.

The 530e’s interior is largely the same as before, save for the addition of a now-standard 12.3-inch infotainment screen. This display runs BMW’s iDrive 7 tech with wireless Apple CarPlay and Android Auto, which is great since I find the native system’s menus and submenus a little tough to navigate. The 530e has one USB-A and a 12-volt outlet up front, and there’s a USB-C port tucked away in the center console. Rear-seat passengers get two USB-Cs and a 12-volt outlet, as well. Wireless charging is available as part of the $1,850 Premium Package that also includes heated front seats, a head-up display and a Harman Kardon audio system.

The 530e’s plug-in powertrain makes 288 hp and 310 lb-ft of torque.

Emme Hall/Roadshow

I’m a big fan of BMW’s optional Back-Up Assistant technology that records the last 50 yards of your drive (at speeds below 20 mph, like when you’re parking) and can then steer the car along that same path in reverse. It’s very useful for getting out of a tight parking space or navigating a tricky driveway.

However, the 530e’s list of standard driving aids is minimal, which is sadly par for the course for most German luxury sedans. While blind-spot monitoring, lane-departure warning and rear cross-traffic alert are standard, you’ll need to pony up for the good stuff. Adaptive cruise control, lane-keeping assist, front cross-traffic alert and an emergency stop assist are all part of the $1,700 Driving Assistance Plus Package.

On top of that, you can also add the Extended Traffic Jam Assist, which allows for limited hands-free driving in stop and go traffic. This system isn’t nearly as robust as Cadillac’s Super Cruise, which can operate at higher speeds and has lane-changing abilities. BMW’s tech, meanwhile, only works below 37 mph. In my experience, the system doesn’t react quick enough when someone cuts in front of me, and I find myself needing to take over a lot of the time. Best to just skip this one, I’m afraid.

The 530e is a nice car, but not the BMW plug-in we’d buy.

Emme Hall/Roadshow

The 530e starts at $58,195 including $995 for destination, but the test car seen here tops out above $70,000. Skipping superfluous upgrades like the $2,500 M Sport package can reduce that cost a bit, and poking around on the configurator, I can spec a nicely optioned 530e in the low $60,000s. Much better.

Still, I can’t help but think I’d be better served by the BMW 330e or X5 xDrive45e. The 330e is a little smaller, but it’s a lot less expensive and it adds a few miles of EV range. The X5 PHEV, meanwhile, starts a few thousand dollars above the 530e, but you get standard all-wheel drive, more space, more power and more range. Especially considering today’s SUV-all-the-things trend, good as the 5 Series is, the X5 really seems like the best way to go.

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perksofwifi · 5 years ago

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2021 Cadillac Escalade vs. GMC Yukon Denali, Chevy Tahoe High Country: GM’s Full-Size SUVs Compared

Functionally, the fanciest examples of the spanking-new GMT T1XX* SUV architecture are nearly indistinguishable. The range-topping 420-hp, 460-lb-ft 6.2-liter V-8 and 10-speed automatic transmission come standard on all 2021 Cadillac Escalade/ESV models the 2021 Chevy Tahoe/Suburban High Country, the 2021 GMC Yukon/XL Denali, and each will be offered with an equally torquey 3.0-liter turbodiesel. Throttle and transmission calibrations are essentially identical because Chevy, GMC, and Caddy buyers all value a non-jumpy throttle and smooth but not mushy transmission shifts, meaning one “ideal” calibration is pretty much shared across all brands. They also share many other features, including all the cool trailering apps. So what do you get as you add extra Clevelands to the purchase price? (Remember him from the rare $1,000 bill?) Let’s take a look.

*For the number geeks: The last two digits of the T1 code distinguish the many different truck and SUV bodies. Tahoe is T1UC, Suburban is T1YC, Yukon is T1UG, Yukon XL is T1YG, Escalade is T1UL, and Escalade ESV is T1YL.

Which GM SUV Has the Best Suspension?

The Air Ride Adaptive suspension with magnetic-ride-control shocks comes standard on the new Escalade, but you still pay extra for it on the top versions of the new Chevy and GMC. (The architecture’s midlevel coil-springs-and-MR-shocks suspension comes standard on these.) But if you pop for the air suspension on the Chevy and GMC, the spring and damper rates and tuning vary little between the three brands (aside from minor tweaks to account for weight differences). It turns out that buyers of all three want a smooth, quiet ride that only firms up as needed when you’re sawing at the wheel or stabbing at the pedals. So if someone took you for rides in air ride–equipped examples of these three trucks blindfolded (with the audio systems off and maybe with your nose plugged so you couldn’t smell the different leathers), you’d be hard-pressed to identify which was which.

Does the Escalade or Yukon Have Better 4WD than the Tahoe?

Two-speed auto AWD transfer cases are offered across the board, but the new Chevy Tahoe makes do with a mechanical limited-slip rear diff, whereas GMC and Cadillac offer electronically controlled diffs that permit a bit more programming of traction and handling characteristics. (Note that this T-case features a neutral position that makes it possible to flat-tow any of these trucks behind your Prevost pusher-diesel RV.)

What Driver-Assists Systems Do They Have?

Adaptive cruise control is optional on the 2021 Tahoe High Country and Yukon Denali, but 2021 Escalade owners get the option of Super Cruise. This system, available for a few years on CT6 now and extending to CT4, CT5, and Escalade for 2021, allows hands-off-the-wheel driving for extended periods under the right conditions. Those include reasonable weather and driving on some 200,000-plus miles of limited-access freeways that GM has thoroughly mapped and logged. No pricing has been announced yet, but the option adds $2,500 to the price of a top CT6, and the Escalade system adds lane change assist to what the CT6 can currently do.

Yes, the 2021 Escalade Has a Giant Curved Screen

High Country buyers make do with the same 10.0-inch (diagonal) central touchscreen protruding up from the dash that base Chevy and GMC buyers get. Denali splurgers get a completely unique dash that integrates a similar 10.0-inch screen lower in the dash structure with air vents above it. And of course, upgrading to Cadillac gets that Escala concept car dash, complete with its three separate curved OLED display screens that combine for 38 total diagonal inches. Each of those screens reportedly delivers double the resolution of a 4K TV with vastly higher contrast than is possible with the industry standard LED-backlit LCD screens. Optional rear-seat entertainment systems from all three brands include a pair of 12.6-inch screens we’re told are the biggest in the biz. One “screen” that’s smaller in the Caddy: the head-up display. A 2×4-inch screen projects a bit less information up onto the Escalade’s windshield, while the HUDs that come standard on the top Chevy and GMC offerings project a 15-inch diagonal image from a 3×7-inch screen. More info is shared in unique new ways on the Cadillac’s main screens.

Escalade, Tahoe, and Yukon Exterior Differences

Dub-deuces (22-inch wheels) come standard on Chevy’s High Country and on all Cadillacs, but GMC charges extra for them on a Denali. This may make the GMC the compelling choice for buyers in the pothole belt looking for more compliant tire sidewalls. Chevy buyers get unique bronze accents on the grille, while GMC and Cadillac grilles feature a Galvano (matte silver) finish. To open the rear liftgate, Escalade owners press the Cadillac crest emblem, and Chevy and GMC buyers reach for a traditional switch. And only Cadillac offers optional soft-close self-cinching doors.

Is the Escalade’s Interior Worth the Money?

This may be where the money spent becomes most evident. High Country interiors are distinguished from lesser Chevy (and GMC) models primarily by logo sill plates, seat embroidery, and some unique color options. With 60 percent of Yukon buyers springing for the Denali, the numbers make sense to offer the first completely unique interior in the Denali brand’s 20-year history. In addition to the aforementioned unique dash, it gets its own seats (at least in the front and middle rows), and four unique color themes are offered—each with a genuine wood accent trim. Surprisingly, the absolute base fleet/livery Cadillac Escalade features leatherette seats, whereas High Country and Denali models get leather seating surfaces. But step up at all, to either the premium luxury or sport grade, and the Cadillac materials quickly surpass the best Chevy and GMC can offer, with the top Platinum trim featuring intricate and unique sew patterns, real woods manipulated to look like carbon fiber, marquetry, lace, etc. And there are eight color themes to choose—double what the less aspirational brands offer.

Escalade, Yukon, and Tahoe Stereo System Differences

The more audio-snobby you are, the easier you’ll be to upsell. Chevy’s fanciest audio system is a very nice 10-speaker Bose system. GMC upgrades Denali owners to a Bose Performance Series setup boasting 14 speakers. Cadillac’s entry-level audio system is an AKG Studio surround setup with 19 speakers, but of course the true audiophile will be powerless to resist AKG’s Studio Reference system. A total of 36 speakers—including a pair in each front-seat headrest and several in the ceiling—immerse occupants in Surround 3D sound, which can be optimized for front- or rear-seat listeners or muted for left or right front-seat passengers while taking a phone call. This system also includes four microphones to enhance conversation between the seat rows. It’ll be standard with the Platinum trims, optional on mid-grade models. Cadillac is the first OEM to engage the microphone and headphone experts at AKG, which has been awarded a technical Grammy for its contributions to the art and science of music recording and performance.

What Does the Escalade Have the Yukon/Tahoe Don’t?

Only 2021 Cadillac Escalade buyers can opt for an onboard refrigerator-freezer or night vision. And 2021 GMC Yukon/XL Denali buyers are the only ones who can purchase a power-sliding center console. Motoring said console aft 10 inches (via an unmarked button on the center roof console) opens up a space to store a purse or parcel, moves the cupholders on the rear of said console closer to occupants of the rear captain’s chairs (the option isn’t offered with a middle-row bench seat), and exposes a drawer in the bottom of the console in which to store valuables. When the console’s motored forward and the key is away from the vehicle, it would take a lot of vicious crowbarring to access what’s in that drawer.

More 2021 Cadillac Escalade

2021 Escalade First Look: Specs, Trims, and More

Fast Facts: The Escalade’s Giant, Curved 38-Inch OLED Screen

2021 Escalade vs. Lincoln Navigator: Compared and Contrasted

Cadillac Escalade 2021 Chevrolet Tahoe/Suburban High Country 2021 GMC Yukon/XL Denali BASE PRICE $77,500-$102,000 (estimated) $68,000-$80,000 (est) $69,500-$83,000 (est) VEHICLE LAYOUT Front-engine, RWD/AWD, 8-pass, 4-door SUV Front-engine, RWD/AWD, 7-9-pass, 4-door SUV Front-engine, RWD/AWD, 7-9-pass, 4-door SUV ENGINES 6.2L/420-hp/460-lb-ft OHV 16-valve V-8; 3.0L/277-hp/460-lb-ft DOHC 24-valve turbodiesel I-6 6.2L/420-hp/460-lb-ft OHV 16-valve V-8; 3.0L 277-hp/460-lb-ft DOHC 24-valve turbodiesel I-6 6.2L/420-hp/460-lb-ft OHV 16-valve V-8; 3.0L 277-hp/460-lb-ft DOHC 24-valve turbodiesel I-6 TRANSMISSION 10-speed automatic 10-speed automatic 10-speed automatic CURB WEIGHT 5,550-6,350 lb (est) 5,450-6,250 lb (est) 5,450-6,250 lb (est) WHEELBASE 120.9-134.1 in 120.9-134.1 in 120.9-134.1 in LENGTH X WIDTH X HEIGHT 211.0 x 81.0-81.1 x 76.4-76.6 in 210.7-225.7 x 81.0-81.1 x 75.7-75.9 in 210.0-225.2 x 81.0-81.1 x 75.7-75.9 in HEADROOM, F/M/R 42.3/38.9/38.2 in 42.3/38.8-38.9/38.2 in 42.3/38.8-38.9/38.2 in LEGROOM, F/M/R 44.5/41.7/34.9-36.6 in 44.5/42.0/34.9-36.7 in 44.5/42.0/34.9-36.7 in SHOULDER ROOM, F/M/R 65.5/64.6/62.7-62.8 in 66.0/64.8/62.7 in 66.0/64.8/62.7 in CARGO VOL, Beh F/M/R 122.4-144.7/72.7-92.9/25.5-41.1 cu ft 122.4-144.7/72.7-92.9/25.5-41.1 cu ft 122.9-144.7/72.7-92.9/25.5-41.1 cu ft 0-60 MPH 5.5-8.0 sec (MT est) 5.1-7.8 sec (MT est) 5.1-7.8 sec (MT est) EPA CITY/HWY/COMB FUEL ECON Not yet tested Not yet tested Not yet tested ON SALE IN U.S. Summer 2020 June 2020 Summer 2020

The post 2021 Cadillac Escalade vs. GMC Yukon Denali, Chevy Tahoe High Country: GM’s Full-Size SUVs Compared appeared first on MotorTrend.

https://www.motortrend.com/news/2021-cadillac-escalade-vs-gmc-yukon-denali-chevy-tahoe-high-country-differences-comparison/ visto antes em https://www.motortrend.com

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jesusvasser · 6 years ago

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First Drive: 2019 Lincoln Nautilus

Consumers liked it, this new nose, and so now the MKX finally gets it along with a real name. It’s the 2019 Lincoln Nautilus.

2019 Lincoln Nautilus Specifications

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robertkstone · 7 years ago

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Alfa Romeo Giulia is the 2018 Motor Trend Car of the Year

It’s become de rigueur to declare driving dead. If we are headed for autonomous transport, ask the pundits, why bother having fun behind the wheel? Just clamber into your soulless people hauler, select “Stultifying Ambient Tedium” on your Pandora playlist, and tune out.

At Motor Trend, dear reader, we are not ready to give up the fight even if the morning commute is more slog than slalom, more torture than torque. We contend that a schlep through shoreline traffic should not extinguish individuality.

Driving great distances because you can is a deep-rooted American tradition. It is the declaration of independence of the industrial revolution. It is our automotive destiny. We embrace the decreasing-radius corner, the back road’s unexpected undulation, the hairpin with a dusting of gravel at the apex.

At a time when the formulaic commoditization of cars is not only expected but also a standard feature, we rebel. We are not ready to relegate our cars to the status quo of an A-to-B anachronism of conveyance. We believe in the necessity of passion and finding your heart’s desire. There is still time—time to instill joy, lust, rivalry, and good cheer.

For those who won’t settle for ubiquity, we present the 2018 Motor Trend Car of the Year: the Alfa Romeo Giulia.

No less a luminary than Henry Ford, the inventor of the mass-production automobile, once said: “When I see an Alfa Romeo go by, I tip my hat.”

Mr. Ford knew there was something special about the car that carries the cross-and-serpent badge, the company where Enzo Ferrari proudly got his start in racing before hanging his own shingle.

Our international bureau chief, Angus MacKenzie, an axle-greased eminence of the auto industry, knows his Alfa history. In his London garage sits a 1967 GTV coupe—a rolling symbol of Alfa Romeo’s glory years. “Back in the early ’60s, Alfa occupied a niche that BMW later came to own—building fast, charismatic sedans, wagons, and coupes that looked good, weren’t stupidly expensive, and, most of all, were utterly delightful to drive,” he says. “This new Giulia recaptures the spirit of those 1960s Alfas but in a thoroughly modern manner.”

Anyone reading Motor Trend this past year shouldn’t be surprised. Each successive time we drove the Giulia, through summer’s ripening breath, our enthusiasm grew.

Alfa Romeo’s erratic legacy in this country might mean many Americans have limited knowledge of this brand and heritage. Consider the Giulia your introduction.

“There is sorcery in this car,” road test editor Chris Walton says. “The Giulia fills the space vacated by BMW. Yet even at the apex of its reign, a 3 Series never rode this well or cornered with such poise and precision simultaneously.”

When seeing the strength of the 2018 COTY field, some readers might feel our choice of the Alfa Romeo seems out of left field. The Honda Accord, Kia Stinger, and Tesla Model 3 all make strong plays for top honors (and received individual first-place votes among our judging panel).

But Alfa Romeo is dashing away with the prize—the first time an Italian brand has won COTY or our discontinued Import Car of the Year—and anyone who has been reading Motor Trend this past year shouldn’t be surprised.

Earlier this year, the base Giulia beat all comers in our Big Test of 2.0-liter compact luxury sedans—a field that included Audi, BMW, Jaguar, Lexus, and Mercedes-Benz, among others.

The Quadrifoglio version then eviscerated its rival BMW M3, Cadillac ATS-V, and Mercedes C63 S super sedan entrants in a four-way comparison on streets and at the racetrack.

And in Best Driver’s Car against 11 supercars, sports cars, and six-figure grand tourers, the Quadrifoglio (the lone sedan) finished in a respectable sixth.

Each successive time we drove the Giulia, through summer’s ripening breath, our enthusiasm grew.

“Best steering, best chassis—this car saves the sport sedan market,” says guest judge Chris Theodore—the former Ford and Chrysler product development executive who knows something about creating cars to make a soul ache.

“It was the only car that said, ‘You’re in charge. You want to be nice and tidy, I can be tidy. You want to be crazy and drift me wild, I’ll be right there with you,’” Theodore adds. “You fall in love with it.”

The top-trim Quadrifoglio, with its 505 fiery-footed steeds underhood, is blisteringly quick, especially in Race mode. Its 2.9-liter V-6 is a Ferrari engine with two cylinders cleaved off, for crying out loud. While punching out a 3.8-second 0–60 time and a 12.1-second quarter mile, this pazzo Alfa also carries asphalt-peeling lateral grip. Yet the car’s attitude can be adjusted on the throttle at will. In short, it goads expletive-shouting misbehavior while delivering a commute-friendly ride.

What clinched the Calipers was the base Giulia. Many brands make blazingly fast performance sedans, but when the exercise is reduced by mass-market pressures, the lesser version is often found lacking. Not so here. The $38,990 base Giulia achieves something Acura, Lexus, Infiniti, and Jaguar have tried futilely to do for decades: build a better compact sport sedan than the Deutschlanders.

The Giulia’s eager 2.0-liter turbo-four is no wisp of an engine. It cranks out a stunning yet tractable 280 hp and 306 lb-ft of torque. In testing, we admit to finding a hint of lag and lash, but when the powerband kicks in to second gear and the exhaust note awakens, your senses will revel in jubilation.

“This is a car that snorts and burps and gurgles,” Detroit editor Alisa Priddle says. “There is something visceral about hearing the car. There’s sheer fun in driving a car like that.”

Call it Italian finesse; Alfa understands the nuance that some drivers might desire, a racy engine response without turning the suspension into a kidney-beating nightmare—hence the option of a softer suspension setting while in Dynamic mode. Markus observed that some twisty roads benefit a car with a softer shock setting. Adds Ed Loh: “The Germans always say, ‘We make everything hard.’ No! Softness. Softness.”

Putting the power to the pavement is a proven ZF eight-speed with 100-millisecond shift times and the ability to skip-shift from eighth gear directly to second if instant hp is needed. If you are stuck in the typical morning snarl, a switch to “A” mode changes the shift logic to smooth and calm. So what if we Americans don’t get a manual version? One toggle of the cold, all-aluminum paddle shifters will make you cease yearning to row your own gears. The Brembo brakes, normally a sure thing, and brake-by-wire system earned some frowns for being mushy under pressure, though.

“It handles absolutely beautifully, with light, linear sports car–like steering,” features editor Christian Seabaugh says. “It rides like a luxury car with no impact harshness in the cabin, and it’s downright quick. This is a car that puts a smile on your face. It doesn’t matter whether you’re sitting at a stop light, bombing down a back road, or cruising on the highway. It just wants to please.”

Many luxury sedans have imitated the stark Germanic style. But Alfa retained its legacy of what an Italian car’s exterior and interior should look like. It is unmistakable and sensual, imbuing a cosmopolitan glamour to the driver.

“The design, packaging, and various visual elements seem to come together to complement each other,” former Chrysler design boss Tom Gale says, pointing to the shield grille, shrouded instrument cluster, and ’60s-inspired wood inlays as iconic Alfa styling points.

Alfa Romeo could have taken the cheap way out, relying on tacked-on pieces of faux heritage. But no, the whole car is heritage—swoopy, sexy, and more than a little brazen. The smooth detents of the buttons, the rheostatic clicks of the dials, and the swing of the stalks all carry a tactile elegance. The italic typeface on the instrument gauges connotes velocity. The back seats, though a tad tight on legroom, are draped in the same sumptuous leather as those up front.

This snazzy aesthetic travels into places most people won’t see (but Theodore did), such as the attention to detail in the chassis design—with stout spring perches, strut-tower braces, and shrouding of the cooling system.

Now let’s talk value. This segment is cutthroat, and Alfa has not flinched at what is expected. After following the industry-standard 36-month, $399/month lease deal, it launched a 24-month, $299/month lease deal that should get the attention of any individual with Maserati tastes but a Mazda budget.

Carrying such a gutsy engine could tank fuel economy. But the Alfa is a miser. The rear-drive version of the 2.0-liter Giulia delivers 21.7/37.9/26.8 mpg city/highway/combined in our Real MPG tests, while the Quadrifoglio managed 15.8/28.5/19.8 mpg—in both cases, underperforming the EPA ratings slightly in city and combined and significantly exceeding them on the highway.

As for safety, the Giulia was rated a Top Safety Pick+ by IIHS, its highest rating, and earned top marks for its automatic emergency braking and headlamp systems. The Giulia carries a five-star rating in the European NCAP evaluation. It offers smart cruise control (down to a full stop), forward collision warning, pedestrian detection, blind-spot monitoring, rear cross-traffic alert, and numerous other systems. And although other cars blare Klaxons to warn of a lane departure, the Giulia thumps a bass line more akin to a Deadmau5 beat.

As to the elephant in the room: Some readers with long memories will recall Alfas of yore as temperamental and unreliable—the main reason for its departure from this market in 1993. And upon Alfa Romeo’s return to the U.S., some early-build 2017 Giulias had issues with electrical gremlins. But in this year’s accelerated wear-and-tear Car of the Year testing of three Giulias, we found nary a glitch, hiccup, or bark of protest—while several cars from other luxury automakers had notable issues.

Is the Giulia perfect? No, but neither are any of its rivals. T from PerformanceJunk WP Feed 3 http://ift.tt/2BjHSs1 via IFTTT

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componentplanet · 5 years ago

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MIT’s Ground-Penetrating Radar Looks Down for Perfect Self-Driving

Ground-penetrating radar may soon be the sensor that makes your car autonomous in all weather conditions. It turns out that when you scan the 10 feet below the roadway surface, you get a unique identifier that is accurate to an inch or two. Mapping cars would scan the roadways once, then your self-driving car with its own ground-penetrating radar would rescan as you drive, matching its real-time scan to the master map. That would keep your car centered, even if pavement markings are covered by snow or ice, according to WaveSense, an MIT spinoff that already has already tested military applications.

Ground-penetrating radar can’t be the only sensor in a self-driving car. An autonomous car still needs surface radar, possibly lidar, and cameras to track other vehicles, pedestrians, animals, blocked lanes, and cars stopped or crashed in travel lanes. But it has the potential to be the breakthrough that allows bad-weather autonomous driving.

To the human eye, every road looks about the same, give or take the number of potholes, and how much the lane markings have faded. But the subsurface combination of rocks, cavities, culvert pipes, utility infrastructure (cables, conduits, sewer lines), and reinforcing steel bar for concrete (rebar) creates a radar image uniquely different from any other part of the roadway.

Each initial mapping pass covers almost the width of a highway lane. WaveSense president and co-founder Tarik Bolat says the map WaveSense creates is “rich in detail, stable, and always available.” The accuracy at highway speeds can be as good as 4-6 cm or 1.4-2.4 inches depending on weather, he says. A passenger car is about six feet wide, while a truck is eight feet wide and a highway lane is 12 feet wide. So the location accuracy is 25 times better than it has to be to stay in lane.

Tested First by the Military

Byron Stanley, WaveSense’s co-founder and chief technology officer, says the concept evolved at MIT’s Lincoln Laboratory at Hanscom Air Force Base in Lexington, Massachusetts. The Lincoln Lab creates technology for national defense.

The GPR concept dates to 2013 and a project to make 6×6 military trucks safer in war zones by potentially swapping the driver for an autonomous system. Such trucks would operate on roads with no lane or edge markings, no road signs (or signs deliberately switched), and harassing fire that might affect a driver’s concentration.

What did the tests find? “There was a real possibility of a significant impact on the safety metrics of existing autonomous vehicle fleets,” Stanley said. It became clear there was a civilian market awaiting as hardware costs came down for ground-penetrating radar as well as for the sensors auto- and truck-makers would need as well. WaveSense was founded in 2017. As is customary, MIT receives future proceeds for having been the incubator.

According to Bolat, ground-penetrating radar could be on autonomous cars circa 2024 with a cost to produce on the order of $100 in quantity. WaveSense believes lidar may not be necessary; lidar is currently the most expensive sensor system on prototype cars. Lidar provides a high-resolution map of what’s around a vehicle, although the range and image are reduced in snow or rain.

A WaveSense scanned public parking garage in Madrid. Concrete, rebar (steel reinforcing bars), and conduits create a signature just as on public roads.

Works in Parking Garages, Too

Interestingly, WaveSense believes the use of GPR could extend off public highways. It might enable the automated parking garage. The arrangement of concrete, rebar (reinforcing metal bar), and conduit creates the same kind of unique digital signature in a parking deck, underground garage, or large surface lot. Just as on the highway, there would have to be cameras, radar, or (possibly overkill in this instance) lidar to detect garage walls, posts, and other cars. The garage structures would also have to be pre-mapped, just as on highways.

Pre-mapping is also the technology that has lifted General Motors’ Super Cruise above all other current self-driving technologies. Before GM launched Super Cruise on its Cadillac brand in 2017, it sent mapping cars to lidar-scan all interstates and similar roads in the US and Canada. That gave GM a map of roads, road edges, bridges, and other obstacles near the road. That exact location information then goes into production cars to assist the existing sensors – radar, cameras – determine the car’s exact location.

Unlike WaveSense that calls for GPR for pre-mapping and in end-user vehicles, Super Cruise needs lidar pre-mapping but doesn’t require lidar in production cars. It relies on cameras and radar to locate the car relative to lane markings, along with the lidar map that links to GPS location info. GM recently announced it would expand Super Cruise to about 20 car models across the GM lineup, which should further reduce the cost, perhaps to around $2,000. In past Cadillacs, it was part of a $5,000 options package.

Now read:

TriEye’s Infrared Camera Helps Autonomous Cars See Through Haze

The Future of Sensors for Self-Driving Cars: All Roads, All Conditions

Cadillac Super Cruise Adds Auto Lane Change

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buildercar · 7 years ago

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New Post has been published on http://www.buildercar.com/first-ride-with-cadillacs-super-cruise/

First Ride With Cadillac’s Super Cruise

MILFORD, Michigan – Audi has a suite of self-driving features ready to go on its 2019 A8, although it remains unclear whether either North America or the European Union will allow it on the roads quite yet. Tesla’s Autopilot came quickly with a number of advancements a couple of years ago, though some features, including hands-free driving were removed by software update after some YouTube videos showed owners “driving” from the front passenger seat.

Because Tesla brought those features to market without the kind of belt-and-suspenders safety regimen that every mainstream, traditional automaker has been practicing for about half a century, Cadillac is ready to take the lead on self-driving car development. The General Motors luxury brand’s new Super Cruise is set to become the most advanced semi-autonomous technology on U.S. and Canadian roads if none of the above changes.

Super Cruise becomes standard on the 2018 Cadillac CT6 Platinum, and optional as part of a safety package that builds on such features as intelligent cruise control, on the CT6 Platinum Luxury, this fall. Cadillac says start-of-production of the ’18 CT6 is about one month away, so figure Tesla, Mercedes, Volvo et. al. (the ’19 Audi A8 can’t be a model year-’19 until January) have until the end of September before the first examples are on dealer showrooms.

Super Cruise will let Cadillac CT6 drivers pilot their new cars hands-off so long as conditions are right and the system can find the middle of the car’s lane, on about 160,000 miles of limited-access highway in the U.S. and Canada, mapped by GM and its high-definition mapping partner, Geo Digital. The system consists of front cameras, a map database in back, and a high-precision GPS developed with GM partner Trimble, which can pinpoint the car’s location to within two meters. Conventional GPSes are no more accurate than four meters, GM says.

“The driver is always in control,” chief engineer Barry Walkup says, which is unlike Volvo, whose Drive Me test program lets XC90 drivers read, eat breakfast or even nap. Volvo remains the only automaker to claim responsibility for any of its vehicles involved in an accident while operated by its autonomous systems, but the Drive Me test program is being conducted with 100 Volvo XC90s on just 50 kilometers (31 miles) of limited-access highway in Gothenburg, Sweden, which, I am told, doesn’t get much snow.

Super Cruise is easy to operate, if you’re familiar with ICC and lane-keep assist, or any of a number of variants of such technology from the past half-decade. Enter a freeway, center in your lane and wait for the Super Cruise steering wheel icon to appear on the dash. When the icon appears, press the system’s button on the steering wheel and the dash icon (which frankly, takes your eyes off the road to find it) goes green. You won’t miss the green LED along the top of the steering wheel rim, which also confirms Super Cruise mode. You may take your hands off the wheel for as long as the system is “green,” and at speeds up to 85 mph.

You can “drive” like this for miles, even, potentially across states for as long as there’s gas in the tank. But if you want to pass or change lanes for any reason, you must grab the steering wheel. If you touch the brakes, you’ll disengage the system, just like any standard cruise control, but if you give it more throttle to pass, just like any cruise control, Super Cruise will resume its original settings, once you’ve centered in the lane again. Super Cruise can slow the Cadillac down in tight freeway curves, such as those found in the American and Canadian Rockies.

The steering wheel LED goes from green to flashing-blue while you’re changing lanes or speeding up by overriding the ICC. Manual lane changing and speeding up back up Cadillac’s position that the human driver always is in control of the Cadillac.

“This is hands-free, but the driver is supervising the vehicle,” says Pam Fletcher, GM’s executive chief engineer for autonomous and electrified vehicles.

Red lights drive that point home. Super Cruise incorporates a GM-proprietary “driver attention system” that makes sure your eyes are on the road, even though your hands don’t need to be on the wheel. Take your eyes away for a long time, say to talk to the person in one of the passenger seats, or to jab at the touch-screen buttons on the CUE infotainment program and eventually the steering wheel LED and the dash display steering wheel icon go red.

How long does this take? Depends on the car’s speed, but if you don’t move your eyes back to the road, you get an audio warning and a haptic warning in the seat. Still not moved? The system eventually slows the car, then to a full stop in its lane, locking out Super Cruise for the key cycle. You must turn off the ignition and restart it to use Super Cruise again.

I tried to trigger the red light during my drive, by looking directly at Cadillac executive chief engineer Brandon Vivian, who was in the front-passenger seat. I could not get it to go red. I couldn’t take the idea of looking away from the road while traveling at 70 mph for that long, so I guess it works.

Will Super Cruise allow Cadillac owners to drive, or supervise, longer in a given day, I asked? Perhaps drivers will go for 10 hours instead of six, though I’m sure most CT6 owners won’t drive more than 200 miles before jumping on an airliner or private jet.

Super Cruise will allow its human drivers to arrive fresh for a business meeting or various arbitrage, Vivian told me. Well, he didn’t mention the arbitrage, but you get the idea.

We didn’t bring up the obvious: that Super Cruise also will make it safe for drivers to make calls and text on their smartphones, so long as their eyes are pointed toward the road. Cadillac would tell you to use the CT6’s Apple CarPlay or Android Auto instead, but the idea’s the same. Super Cruise will let you safely concentrate on that call to your broker while keeping you in the middle of the road without tapping the brakes every 500 feet.

Yes, you could have this level of hands-free control, more or less, in a Tesla Model S circa 2015, but as several of its less-intelligent owners proved with YouTube videos, Tesla’s system wasn’t well-tested. Super Cruise’s Driver Attention System makes it impossible, Cadillac says, to put your dog behind the wheel while you sit in the front passenger seat taking a selfie.

Cadillac first announced Super Cruise in 2012, and it was expected to launch in the ill-fated ELR extended-range electric. Tesla CEO Elon Musk announced Autopilot in 2014, added it in 2015, and has since retrenched a bit, though he plans to amp it back up with a cross-country autonomous drive by the end of this year. For now, you have to keep your hands lightly on the wheel for the Tesla system to work.

But by taking its time, and mapping out 160,000 miles of U.S. and Canadian highways, Cadillac seems to have a much more robust system, far less prone to driver errors or hooning than Tesla’s Autopilot. Thus, Cadillac stands as the leader of this technology, to-date.

Price hasn’t been announced, though Barry Walkup told me at the New York International Auto Show last Spring that it would be part of a $2,500 “safety” technology package. The 2017 Cadillac CT6 Platinum has a base list price of $84,790, and it remains to be seen whether the ’18 model’s price goes up to absorb the Super Cruise cost. The CT6 Premium Luxury starts at $54,890. I suspect that when pricing for the ’18 models come in, the option price on the Premium Luxury will be somewhat higher than the $2,500 mentioned earlier this year.

Cadillac plans to add Super Cruise to the Chinese-market option list some time in the future (mapping that country should take a bit longer than five years). If it proves successful in moving autonomous technology forward, Super Cruise will quickly trickle down into Buicks, GMCs and Chevrolets.

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dipulb3 · 4 years ago

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2021 Cadillac Escalade review: Hugely impressive

New Post has been published on https://appradab.com/2021-cadillac-escalade-review-hugely-impressive-2/

2021 Cadillac Escalade review: Hugely impressive

Smaller than a barn, but honestly not by much.

Tim Stevens/Roadshow

It’s been satisfying to watch the Cadillac Escalade grow over the last decade or so. I don’t mean literally, though its dimensions are truly prodigious (especially in the ESV trim you see here). I’m instead talking about how the Escalade has matured and evolved from a stately but familiar SUV into something truly premium.

Making that evolution more impressive is that, on the surface, not all that much has changed since the last revision. This ESV model is a thumb short of 19 feet long and one set of golf clubs shy of 6,000 pounds, all wrapped around basically the same 6.2-liter V8 as in the previous generation, still putting down a healthy 420 horsepower and 460 pound-feet of torque.

Strong V8 power

Impressive cabin tech

All the good stuff comes standard

Don’t Like

Middling fuel economy

A few cheap plastics inside

Even when motivating something this prodigious, that motor proves plenty, accelerating smoothly and cleanly slicing through the attached 10-speed auto. It even sounds nice when pressed, deep and purposeful without being annoying. It’s a thirsty thing, though, a fact that should come as no surprise. The EPA says you should expect 14 miles per gallon in the city and 19 mpg on the highway. My mostly rural driving scored me 15.3 mpg, just shy of the official 16 mpg combined rating. Keep in mind those gallons must be of 91 octane fuel, further boosting the running costs. (If fuel economy is a major concern, perhaps consider the Escalade Diesel.)

The Escalade brakes just as competently as it goes, and while the pedal feel can be a bit lacking, the long throw means you can get exactly as much stopping power as you need. The new, independent rear suspension also means a smoother, more compliant ride for those in the back. Important details, these, for a rig destined to haul as many dignitaries as this one surely will.

And what luxurious appointments await for them, a reinvented interior that’s far more polished than anything I’ve seen in Caddy’s biggest boy before. Sure, individual features aren’t quite as posh as, say, a Mercedes-Benz GLS or BMW X7, but there’s a different sort of luxury to be found here, one that emphasizes volume and spaciousness.

Quite a view.

Tim Stevens/Roadshow

That’s not to say the details are lacking. Hallmark of this latest Escalade is the series of massive, curving OLED panels that sweep cleanly from gauge cluster to infotainment. OLED not only enables the subtle shaping here but also means inky blacks and huge contrast of the sort you just can’t get out of ye olde LCDs. The overall effect is not only expansive but genuinely premium looking and feeling. It’s a huge step up over the outgoing experience.

Both Android Auto and Apple CarPlay are here, wirelessly even, but you’ll have to rely on the integrated navigation if you want to take advantage of one of the Cadillac’s new trick features: augmented-reality navigation. In this mode, the car uses a high-resolution, forward-facing camera and paints the footage from that onto the gauge cluster. When it comes time for a turn, the car superimposes a big, hovering arrow over the image to literally point the way. It’s overkill for leisurely trips across country roads, but I could absolutely see it being a godsend on trickier jaunts through twisty city confines. After all, when you’re piloting something this huge, you’ll want all the help you can get to avoid having to make an extra U-turn.

That mega gauge cluster can also be toggled over to show the Escalade’s night vision system, which not only gives a comprehensive vision into the darkness but kindly highlights and warns about pedestrians or wildlife along the way. My road always, always has deer this time of year, and the Escalade never failed to slap a big yellow box around them. However, as a $2,000 option, you’re paying a hefty premium for that warning.

This makes other reconfigurable gauge clusters look a bit… basic.

Tim Stevens/Roadshow

The Platinum-trim Escalade seen here comes with a whopping 36-speaker AKG sound system. Of all the cars I’ve tested over the years, I’ve never been so quick to dial down the bass as I was on this one. Suffice to say this system has plenty of power to fill that massive cabin.

Given the volume of that cabin it should come as no surprise that there are some cheap feeling plastics to be found if you look hard enough, but the overall effect of the Escalade’s new interior is undeniably refined from stem to stern. I will say the white — sorry, whisper beige — carpeting outfitted on this ESV is perhaps not the best choice for a car that will see winter duty, and the loud Zebra wood pattern doesn’t win high marks among the Roadshow crew, but there are six different woods and many interior configurations from which to choose.

It’s all illuminated by a massive, panoramic glass roof the size of a small pool that makes even the way back feel less claustrophobic. And, since the rear of this car is indeed way back there, the digital rear-view mirror is a welcome addition, which uses the camera at the back to give you a clear, crisp view of what’s behind. Trying to rely on the traditional mirror is a little like using a compact to look over your shoulder down a subway car.

Tim Stevens/Roadshow

The overall effect of the Escalade’s new interior is undeniably refined from stem to stern

On the outgoing Escalade, some of the massive styling details made it look a little like a train on the outside, too. The new one is more modest in nearly every respect. Though the grille is still big enough to give an X7 envy, the chrome has been toned down a bit. The stacked headlights have been replaced by subtler, more slender units that squint out from on top of Cadillac’s vertical signature illumination.

The massive, 22-inch polished wheels are exactly the right scale to go with the ESV’s proportions while the strong shoulder crease running the length of the SUV adds some much needed character to the side profile. About the only styling detail I don’t like here are the garish LEDs on the ($1,750 optional) power retractable running-boards, but they are certainly effective at ensuring those steps don’t catch you in the shin when they pop out.

Usually at this point in a review of a car that costs in excess of $100,000 I’d have mentioned many more options than I have here, and that’s because the Platinum trim on the Escalade includes just about everything you could want. As it should, considering the starting price of $107,290 (including a $1,295 destination charge) for the all-wheel drive model. The Escalade you see here has an additional $5,210 in options (like $700 for a decidedly powerful armrest cooler), bringing the total price to $112,500.

Best measure carefully before bringing this big boy home.

Tim Stevens/Roadshow

A base, RWD Escalade ESV Luxury starts at $80,490 including destination, and for that you’ll be giving up niceties like Magnetic Ride Control suspension, lane-keep assist and rear cross-traffic alert with automatic braking. The latter is optional on the $87,290 Premium Luxury and standard on the Platinum and above. Otherwise, the majority of the Escalade’s comprehensive safety suite is standard on even the base trim, but if you want the best hands-off driver assistance system on the market, Super Cruise, you’ll have to pony up an additional $2,500.

So that’s a lot for sure, but then this is a lot of SUV and, this year more than ever, it feels well worth it. It’s miles ahead of sister SUVs like the GMC Yukon in terms of luxury and, though the Escalade is not as posh as a Mercedes-Benz GLS nor energetic as a BMW X7 nor cosseting as a Lincoln Navigator, it has a unique flavor of luxury that is all its own.

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dipulb3 · 4 years ago

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2021 Cadillac Escalade review: Hugely impressive

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2021 Cadillac Escalade review: Hugely impressive