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sheet-music-for-teachers-school · 5 years ago

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Cyberbit Announces New Cybersecurity Technology Portfolio for Managed Service Providers - PR Newswire - #Cyberbit #- #Technology #aePiot

Cyberbit Announces New Cybersecurity Technology Portfolio for Managed Service Providers - PR Newswire

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perksofwifi · 5 years ago

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Best Small Luxury SUVs: These Utes Are Sensible and Fun to Drive

With so many small luxury SUVs on the market, it can be hard to find the one that checks off all the boxes. On this list, you’ll find some of our favorite entries in this competitive segment. Each one of these vehicles offers both style and substance, making them some of best small luxury SUVs money can buy.

2020 Acura RDX – $38,595

Acura is working to beef up its performance cred, and the RDX is a successful product of this effort. Along with sharp steering, the RDX boasts immediate acceleration with the help of its sprightly 2.0-liter turbo-four with 272 hp and 280 lb-ft of torque. With lots of standard features and a huge cargo bay, the RDX is one of the best small luxury SUVs for the price.

2019 Alfa Romeo Stelvio – $41,840

Few other SUVs will get your heart pumping like this one. It’s thrilling to take around corners, and even the base turbo-four engine is potent with 280 hp and 306 lb-ft of torque. The Quadrifoglio’s 2.9-liter twin-turbo V-6 makes an otherworldly 505 hp and 443 lb-ft of torque. Simply put, this is the SUV for people who don’t like SUVs. The Stelvio Quadrifoglio was the first ever utility vehicle to compete in our Best Driver’s Car competition, where it hit 0–60 mph in 3.3 seconds.

2019 Audi SQ5 – $53,395

The SQ5 is quiet on the highway, allowing you to enjoy the sumptuous interior. It’s a top pick among compact luxury SUVs when it comes to interior technology, with an easy-to-operate screen and fully digital instrument cluster. The SQ5 provides sharper driving dynamics than the standard Q5, thanks in part to its 3.0-liter six-cylinder with 349 hp and 369 lb-ft of torque.

2019 Jaguar I-Pace – $70,525

The I-Pace electric crossover is a worthy alternative to the larger Tesla Model X. It benefits from a precise steering and a smooth ride, exhibiting almost no body roll. As we found out in our 2019 SUV of the Year competition, it even performs well off-road in sand pits and steep dirt hills. Its electric motors produce a combined 394 hp and 512 lb-ft of torque, making for a 4.0-second run to 60 mph. Range is not a worry, because the I-Pace is rated to travel 234 miles on a charge.

2020 Lexus NX – $37,745

The Lexus NX is a smooth-riding crossover and has an equally comfortable interior. What it lacks in headroom it makes up for with plenty of legroom front and rear. Along with satisfying handling, we like the standard 2.0-liter turbo-four with 235 hp and 258 lb-ft of torque as well as the efficient 194-hp hybrid model. The Lexus NX 300h was named the Best Overall Value for a premium vehicle by IntelliChoice.

2020 Mercedes-Benz GLA – $35,245

Is it a hatchback or a crossover? Whatever you want to call this hot hatch on stilts, the Mercedes-Benz GLA is fun to drive because of its nimble handling. Its standard 2.0-liter turbo-four engine makes a just-enough 208 hp and 258 lb-ft of torque, while the GLA 45 is rip-roaring fun with 375 hp and 350 lb-ft of torque.

2020 Mercedes-Benz GLC – $43,495

MotorTrend’s 2017 SUV of the Year has only gotten better over time. For the 2020 model year, it receives a more powerful 2.0-liter turbo-four. With 255 hp and 273 lb-ft of torque, the unit feels more like a V-6 than a four-cylinder. If you want a ridiculous amount of power, opt for the V-8 with up to 469 hp and 479 lb-ft of torque. This is one of the few small luxury SUVs to offer a plug-in hybrid variant; this version makes 315 hp and 516 lb-ft.

2020 Porsche Macan – $52,250

Now Porsche’s best-selling model, the Macan appeals to buyers looking for top-notch performance. In addition to its buttery smooth ride and sharp cornering abilities, the well-rounded Macan S packs a robust 3.0-liter turbo V-6 with 348 hp and 354 lb-ft of torque. There’s also a 248-hp, 273 lb-ft turbo-four engine and a 434-hp, 406 lb-ft V-6 option.

2020 Volvo XC40 – $34,695

This small SUV is full of surprises, from its spunky exterior to its unique interior with bag hooks, a ski pass-through, and optional orange carpeting. An available 2.0-liter turbo-four provides quick acceleration from its 248 hp and 258 lb-ft of torque. In a review, we noted the XC40’s quick reflexes are well suited to urban driving.

2020 Volvo XC60 – $41,145

This well-rounded SUV boasts a quiet ride, good visibility, and plenty of room for passengers and cargo. We like all the powertrains, including the base turbo-four with 250 hp and 258 lb-ft of torque, a turbo- and supercharged four-cylinder with 316 hp and 295 lb-ft of torque, and a plug-in hybrid with 400 hp and 472 lb-ft of torque.

Best Luxury Small SUVs

2020 Acura RDX – $38,595

2019 Alfa Romeo Stelvio – $41,840

2019 Audi SQ5 – $53,395

2019 Jaguar I-Pace – $70,525

2020 Lexus NX – $37,745

2020 Mercedes-Benz GLA – $35,245

2020 Mercedes-Benz GLC – $43,495

2020 Porsche Macan – $52,250

2020 Volvo XC40 – $34,695

2020 Volvo XC60 – $41,145

The post Best Small Luxury SUVs: These Utes Are Sensible and Fun to Drive appeared first on MotorTrend.

https://www.motortrend.com/news/best-small-luxury-suvs/ visto antes em https://www.motortrend.com

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whittlebaggett8 · 6 years ago

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

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The stalwart Acura RDX.

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Matthew DeBord/BI

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

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

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

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

Visit Defence Online’s homepage for more stories.

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

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

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The impressive Cadillac XT5.

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Benjamin Zhang/Defence Online

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

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

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

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

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Benjamin Zhang/Defence Online

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

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Matthew DeBord/BI

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

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

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Benjamin Zhang/Defence Online

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

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

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Matthew DeBord/BI

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

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Matthew DeBord/BI

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

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Matthew DeBord/BI

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

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

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

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Matthew DeBord/BI

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

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Benjamin Zhang/Defence Online

The XT5’s panoramic moonroof is a stunner.

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Benjamin Zhang/Defence Online

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

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Benjamin Zhang/Defence Online

The infotainment system is a standout feature for the XT5.

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Benjamin Zhang/Defence Online

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

The Bose audio system is wonderful.

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Matthew DeBord/BI

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

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

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

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Matthew DeBord/BI

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

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Matthew DeBord/BI

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

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

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Matthew DeBord/BI

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

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Matthew DeBord/BI

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

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Matthew DeBord/BI

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

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Matthew DeBord/BI

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

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

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Matthew DeBord/BI

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

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Matthew DeBord/BI

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

Both SUVs have panoramic moonroofs.

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Matthew DeBord/BI

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

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Matthew DeBord/BI

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

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Matthew DeBord/BI

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

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Matthew DeBord/BI

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

Apple CarPlay is available, but not Android Auto yet.

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

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Matthew DeBord/BI

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

And the winner is the Acura RDX!

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Matthew DeBord/BI

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

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

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

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

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

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

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

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

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

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

from WordPress https://defenceonline.com/2019/05/17/we-drove-a-64000-cadillac-xt5-and-a-47800-acura-rdx-to-see-which-luxury-suv-was-better-and-the-winner-was-obvious-defence-online/

#Acura #BITranspo #Cadillac #car reviews #Features #Finance #GM #Honda #Life #Luxury Cars #News #SUVs

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227snewfacebookfries · 6 years ago

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enginerumors · 6 years ago

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2019 Cadillac XT4 Sport AWD, Price, Release Date

2019 Cadillac XT4 Sport AWD, Price, Release Date – Because the modest high-end SUV marketplace gets hot, Cadillac is to get to the online game using the 2019 Cadillac XT4. Using rates beginning below $36,000 as well as small compared to Cadillac’s XT5, your XT4 will be all-new not to mention inside the separate in between compacts just like the Mercedes-Benz GLC as well as BMW X3, as well as…

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actutrends · 5 years ago

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

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

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

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

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

OpenPilot

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

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

Comma Two

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

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

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

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

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

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

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

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

Compatibility

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

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

Buick Regal (2018)

Chevrolet Malibu (2017)

Volt (2017-2018)

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

GMC Acadia Denali (2018)

Holden Astra (2018)

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

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

Jeep Grand Cherokee (2016-2019)

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

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

Subaru Crosstek (2018) and Impreza (2019)

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

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

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

Driving experience

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

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

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

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

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

Safety

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

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

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

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

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

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

Backend improvements

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

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

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

Future developments

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

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

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

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

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

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

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robertkstone · 6 years ago

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2019 Chevrolet Blazer Interior Review: Bold Design Inside and Out

Camaro-style air vents dominate the new 2019 Chevrolet Blazer’s interior. It’s the first thing you’ll see when you step into the midsize two-row crossover’s cabin, and it instantly distinguishes the Blazer from every other crossover Chevrolet offers. There’s more to the interior than just big, circular air vents, however—keep reading to learn more about the new Chevrolet’s insides.

Camairo

The 2019 Blazer’s HVAC controls and air vents appear as though they were ripped from a Camaro. It’s a good look. Adjust the air temperature by turning the outside of the low-mounted central air vents left or right. One minor issue: Taller drivers may find that the tops of the HVAC buttons—such as inside-air circulation, the temperature readouts, and A/C controls—are slightly covered up by the protruding lip of the dash above.

This Could Be Good

Most Blazers will come with a cloud-connected infotainment system that can associate various settings to each key fob. So if your significant other has different audio and navigation presets and has logged into Chevy’s integrated Spotify application, all of that info—plus settings connected to collision detection systems and the auto heated/ventilated seats—are all associated with that key fob. And if you’ve got another new GM vehicle with the same tech, Chevrolet says you can log into that car’s system to apply your settings.

About that integrated Spotify system: If you set it up, your audio presets can be a mix of different types of audio, from a Spotify playlist to satellite and FM radio options.

Spacious for People…

The 2019 Blazer’s rear seats feel spacious, and the backs of the front seats are soft. The drivetrain tunnel barely intrudes on foot space, meaning the occasional middle-seat rear passenger will have a tad more room. The rear-seat backrest recline functionality is also appreciated. Instead of having the control on the top of the seat as in some crossovers, a giant lever near the outboard passengers’ thighs is more convenient. The seats also move forward and backward, though we’re curious how often owners will actually use this feature.

The Blazer loses people-space points when it comes to rear-seat headroom when the crossover is equipped with a panoramic sunroof. It won’t be a problem unless your rear-seat passengers are tall, but competitors surpass the Blazer in this respect.

…But Not as Much for Their Stuff

If you’d never seen the cargo space of other compact and midsize crossovers, you’d probably never realize that the 2019 Blazer’s cargo area underperforms in its segment. The flashy Chevy’s cargo measurements are actually within 1 cubic foot of the smaller Equinox’s figures.

Higher trims offer a cargo rail system that can separate your stuff, and the rail stores away under the cargo floor. While you’re down there, appreciate the two underfloor cargo compartments—I’ve found similar spaces on my long-term 2019 Acura RDX very useful.

Oooh, Look at That!

Mentioning a luxury crossover is more relevant than you might think, considering the Blazer’s pricing tops out over $51,000 with all-wheel drive, or more than a loaded RDX with similar equipment. Go all out on a 2019 Blazer—and no, we’re not including the crossover’s $395 illuminated bowtie option—and the Chevrolet is well equipped. Except for the lack of auto brake hold and head-up display options, the Blazer comes with everything else you’d want at that price. That includes enormous 21-inch wheels, a panoramic sunroof, a surround-view camera system, heated and ventilated front seats, and active safety tech.

One of Chevrolet’s more expensive trims is Premier, which eschews the RS’ sportier appeal for a more luxurious appearance. The available beige seats look great, and the sueded microfiber trim will make some think, “This is a Chevy?” The piping on the dash and seats features an awesome red/white/blue detail that’s easy to miss. Once you see it, though, it’s the type of detail that will make an owner proud they splurged on the Premier model.

Seeing Red (and Black)

The other high-end trim is the Blazer RS. A quicker steering ratio makes the Blazer feel more maneuverable, but there are a bunch of aesthetic changes inside and out, too. The cabin gets a blacked-out look down to the the bowtie on the steering wheel, with lots of red stitching. A red “RS” trim piece on the gearshift stalk is a welcome touch, as is the red-colored air vent trim. In the future, we hope the RS will have slightly more aggressive front seats.

Shiny

Regardless of trim, the 2019 Blazer uses lots of shiny silver trim on the steering wheel and dash. Even if that’s your style, hopefully the trim won’t reflect light directly into a driver’s eyes when the sun hits it at just the right angle.

Take Your Time

The Blazer’s drive mode dial takes too long to adjust to a driver’s double twist from one mode to another. And on the front-drive model, having the regular drive mode between the low-traction and sport modes would be an improvement.

The Blazer will accommodate drivers who occasionally use engine braking, but the process can be cumbersome for those seeking a quick and strong response. First shift to L before using the gear up/down button on the side of the gear stalk.

So…

The interiors of the 2019 Blazer RS and Premier are full of character. Even the lower trims retain most of what makes the Chevrolet functional and some of what makes it feel special. The Chevrolet isn’t the best value in its class, and the Blazer’s interior isn’t perfect, but the higher trims especially deliver with elements of captivating design.

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completeautoloans · 6 years ago

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A Guide To The Best Luxury Crossover SUVs Under $40,000

Best Luxury Crossover SUVs Under $40,000

SUVs are becoming more popular in the automobile industry. A few years ago, SUVs were only available in large size. Today, however, the increasing demand has necessitated the introduction of a wide variety of the SUV concept. The midsize SUVs, for instance, lies between full-size and compact and this provides buyers with an excellent vehicle option. That’s why today we’ll look at the Best Luxury Crossover SUVs Under $40,000.

Midsize SUVs offer extra cargo and passenger space compared to compacts. Many of them come with a V6 engine for added torque and power, despite the increasing popularity of 4-cylinder turbocharged engines. Whether you are looking for high-end boulevard cruising or off-road travel, midsize SUVs can execute a variety of purposes depending on their specification and model.

What are the best rated crossover SUVs?

In the year 2017, approximately 57% of all luxury vehicles sold were SUVs. Manufacturers are researching and availing new models to satisfy the growing demand, which has been attributed to the SUVs fuel economy. An SUV offers excellent benefits such as big and flexible cargo space, all-wheel drive, and a sublime driving position. Many luxury car fanatics appreciate these factors which explain why they are purchasing SUVs regardless of the price.

Luxury SUVs are different compared to the non-premium cars. For instance, they come with superior structural quality and interior materials. Many of them provide soft suspensions specially designed to move smoothly even on bad roads. Power trains transform the fuel guzzling vehicle series into extremely robust 12-cylinder engines complete with numerous automatic transmissions.

Further, owning a luxury SUV comes with ultimate prestige. Searching for the ideal luxury vehicle however, can be an arduous task. If you are yearning to venture into the SUV world, purchasing a small crossover SUV can be cost-effective. Unlike the standard SUVs, these luxury crossovers come with elegant interiors, can be customized, and offer more features.

Some of them come with a prestigious badge which buyers can get for an extra price. The demand for luxury SUVs has continued to increase with the growing popularity of the crossover vehicle. These have merged and resulted in the luxury crossover SUV.

While many car enthusiasts are comfortable spending huge amounts on new luxury crossover SUVs, you can enjoy utility and luxury at affordable prices. Below are the top luxury crossover SUVs below $40,000

1. 2016 Acura RDX

The second generation RDX comes with a 3.0 liter V6. While some car fanatics will prefer driving the first generation turbo, the RDX can be enhanced with advanced technology. Rather than the conventional front wheel drive, you could upgrade the RDX to all-wheel drive for $1,500.

The vehicle comes with an extensive cargo capacity of 79.9 cubic feet. This makes it one of the most efficient compact luxury crossovers. However, a partitioned exterior structure and the cheese slicer grille common with Acura may not appeal to everybody. The RDX starting price is $35,370.

2. 2019 BMW X1

The BMW compact X1 crossover is the smallest in the BMW sports activity vehicles (SAV). This car comes with the signature BMW xDrive all-wheel-drive system, a standard automatic 8-speed transmission, and a 228-hp, 2.0 liter 4-cylinder twin turbo engine, giving you a maximum driving experience that is only familiar with BMW enthusiasts.

You can get all-wheel for an extra $2,000, though this is optional. The front seats have a wide leg area. However, they may not be ideal for long trips. The X1 has a lane departure warnings and an automatic standard emergency braking. Its outward vision is also excellent.

Each X1 comes with 18-inch wheels, a 6.5-inch advertorial screen, Apple CarPlay compatibility for a year, and Bluetooth connectivity. Many X1 owners will probably not renew their Apple CarPlay especially because they are spending huge amounts of money on their phones. The X1 starting price is $36,000.

3. 2016 Audi Q3

The Q3 offers expansive utility in a limited package. Q3 features a variety of the Audi family structural cues while delivering a legitimately sporty ride. A 2.0-liter 4-cylinder turbocharged engine and an automatic 6-speed Tiptronic transmission power it.

In terms of interior design, the Audi is a favorite of many luxury car enthusiasts. Its dashboard has a modern yet simple layout complete with excellent quality materials, a good fit, and finish.

4. 2017 Cadillac XT5

Cadillac released the XT5 crossover in the year 2017. Its replaced the SRX. according to Cadillac, the new name stands for Crossover Touring is fixed to a new vehicle complete with numerous quality feature. The XT5’s handling and performance are more robust compared to the SRX. XT5 is a front wheel but that does not compromise its performance.

You can get the all-wheel option for a higher price starting at $48,375. The vehicle whose starting price is $39,990 comes with an elegant interior and a spacious rear passenger area. These factors resonate well with luxury vehicle buyers who adore comfort.

Suggested read: Are you thinking of getting a luxury truck under $40k?

5. 2019 Infiniti QX50

Infiniti renamed its SUV lineup in 2014 when the QX56 was upgraded to QX80. The QX50 was previously known as EX is the company’s compact crossover. It comes with quality rear wheel drive which makes driving it fun. You can add all-wheel drive for an extra $1,400 especially if you live in snow-prone areas.

The modern 2019 Infiniti QX50 was specially designed with the buyers in mind. All the features, extra inches, and innovations are structured to enhance, inspire, and fulfill the ultimate potential of luxury car enthusiasts. It comes with a variable turbo compression engine which offers you a combination of eco-friendly efficiency and sports car performance on demand.

These collaborate to augment and satisfy your desires. Further, it offers a more robust drive and comes with various innovative features such as the first-hand steering aid which keeps drivers focused on their lanes regardless of the nature of the road. The distance control aid helps maintain the distance between vehicles while in traffic. The starting price is $36,550.

6. 2016 GMC Terrain Denali

The Denali line from GMC upgrades the company’s professional-grade vehicles to the luxury classification. The Terrain gains from this and shares the same platform with the Chevrolet Equinox. It comes with LED running lights and chrome accents. The Terrain interior is a clear indication that technology played a major role in its advancement.

With excellent safety and entertainment features, the Terrain Denali is the ultimate purchase for the luxury and comfort-oriented buyers. The vehicle features ventilated perforated leather power front seats which differentiate the Denali from a standard Terrain. Still, you can get an all-wheel-drive V6 powered Terrain Denali for less than $40,000.

The 2016 GMC Terrain Denali starting price is $34,175. The 2018 second Terrain generation comes with an upgraded rear view camera for 8-inch touchscreen cars. If you buy this car, you will experience added comfort and enhanced interiors. It also comes with intuitive and easy to utilize touchscreen interfaces. This model is available for up to $39,500 depending on where you purchase it.

7. 2016 Land Rover Discovery Sport

The launch of discovery sport followed the elimination of the LR2 and the Freelander from the land rover’s stable in the year 2015. The vehicle is among the few available compact luxury crossovers that come with a third-row seat, often designed for young adults or children.

It has a standard four-wheel drive regulated by the terrain response system by Land Rover. Discovery sport is one of the most robust off-road vehicles in the automobile world. Whether you want to utilize it for off-road or on road drives, this vehicle’s prestigious interior guarantees that all the passengers and their cargo a comfortable and stylish arrival. The starting price is $37,455.

8. 2016 Lincoln MKC

The MKC is the smallest crossover in the Lincoln’s stable and is classified in the same category with the Ford Escape. Both the Lincoln interior and exterior design features differentiate the MKC from its Ford counterpart with elegant upscale interior, a trademark lighting package, and a magnificent grille.

Lincoln has enhanced its technology over the years by adopting the sync 3 and the certified THX II audio system which delivers the ultimate sound experience in this class. While many drivers experience difficulties while parking, the MKC comes with an active park assist which makes parking effortless. The MKC starting price is $33,260

9. 2016 Lexus NX

The NX was first released as a model in 2015. It was the first of its kind with a 4-cylinder turbocharged power plant. The vehicle is a compact crossover that gives it excellent on-road performance. It comes with quality front-wheel but you can get an all-wheel drive for an extra $1,400.

The vehicle’s moderate 6.9-inch ground clearance means that you can hardly enjoy off-road adventures. It, however, performs excellently in well-maintained trails and dirt roads. The starting price is $34,965

10. 2016 Mercedes-Benz GLA-Class

The GLA class offers an affordable driving experience in the Mercedes Benz luxury SUVs. it is classified in the same compact driving characteristics and high structural design with its more expensive and bigger counterparts.

The GLA_Class gains from numerous optional and quality Mercedes Benz advancements such as lane keeping aid, radar-based collision prevention aid, Distronic plus cruise regulator, and attention aid. It retails at a starting price of $32,500. However, you can spend much more to get a 375 hp and an exclusive 3-pointed star. For this, you will need $49,580.

Finally

If you are considering purchasing a luxury crossover SUV, begin with one of the above models under $40,000. Many of them will give you a maximum experience you will not want to blow your money on a new one.

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smoothshift · 6 years ago

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

We test drove 10 cars to find the next wife mobile

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

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

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

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

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

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

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

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

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

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

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

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jesusvasser · 6 years ago

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Acura Gets the Brand Back Together, Again

MARYSVILLE, Ohio — This marque’s cultural high point came in 1994, when The Wolf (Harvey Keitel) warned Vincent Vega (John Travolta) and Jules Winnfield (Samuel L. Jackson) there had better not be so much as one scratch on his Acura.

The movie was Quentin Tarantino’s Oscar-robbed “Pulp Fiction,” and The Wolf had lent Vega and Winnfield his Acura NSX as part of his effort to clean up their botched plan to retrieve their boss’ suitcase. And yes, it was product placement.

The movie came out just as the Acura NSX was getting some attention as not just the first Japanese car to retail for more than $60,000 in the U.S., but also as one that was worth it—an affordable Ferrari alternative that could be driven around town as easily as a Honda Civic. As an engine supplier, Honda had won the last of six Formula 1 Manufacturers Championships—four with McLaren, and two with Williams—in 1991, and for the last couple of years, the McLarens wore the Acura marque as its engine supplier for North American races.

For 2019, Acura has unified its styling, having eradicated the last of its much-derided “platypus” grilles from its lineup. Like everyone else in the industry, Acura’s sport/utility business is leading its passenger car business. For the first three quarters of 2018, Acura outsold Cadillac by just 1,243 units, with 114,483 to hold onto fifth place among luxury/premium brands in the U.S. It’s still well behind fourth-place Audi for the year, by nearly 53,000 units.

Acura marketing is playing up the marque’s technological advances and its longstanding image as a driver’s brand, led by its halo, the fabulous hybrid NSX supercar. The full-line event took place at the 170,000 square-foot NSX factory, where approximately 100 workers assemble the midengine car by hand. Here’s a quick look at what I saw and what I drove:

2019 Acura ILX A-Spec

The compact ILX is the last Acura model to benefit from a redesign featuring the new, five-point grille and the dual hood strakes. The rear license plate pocket has been moved from between the taillamps down to the bumper, giving the tail a stronger, more massive look.

The new design is handsome, if a bit anonymous, and it doesn’t fix the Acura ILX’s biggest problem. The ’19 model is a refresh, rather than a full redesign, and thus is based on the Mark IX Honda Civic and not the far superior Mark X Civic that premiered three model years ago. So the old 2.4-liter naturally aspirated four also is a holdover, combined with an eight-speed dual-clutch transmission with torque converter.

This unusual hybrid tranny is very smooth. It launches the car and shifts more smoothly than even the best wet-clutch DCTs, though it’s a bit of a downer that there are no new Acuras available with a Honda manual, still among the best gearboxes available.

The four’s 201 horsepower is adequate, though not special. The ride-handling balance seems just right for a premium compact with somewhat superficial sporting pretensions, with a smooth ride and some compliance in the corners (our Central Ohio drive route didn’t serve up any particularly challenging roads). The steering is too light, though, and lacking in feel and feedback, and the rather heavy understeer is a reminder of how far the ’16 Civic has come in this department.

In its defense, Acura has shaved $2,110 off the base price of the ILX, bringing it in at $26,895 for 2019, near the top-spec levels of the Civic. The A-Spec, with its special paint options and spectacular blood red leather seats with Alcantara center-seat trim, is $30,645 with the premium package and $32,545 with the technology package. The A-Spec still lacks a front passenger seat power lumbar control.

The ILX is the bestselling premium compact in its class, among Millennials, Acura says [the others in that segment are the Audi A3 and Mercedes-Benz A220]. Choose an A-Spec with Still Night Pearl dark blue paint over that blood red interior, and you’ve got a vibrant look that’s hard to match in a Honda Civic, even the Si or Type R. Still, I can’t help but think that if Honda could be convinced to let Acura spend development money on something that’s not an SUV, an Acura based off the Type R, with a small rear wing and toned-down sedan body, slightly softer suspension but with the 306-hp 2.0-liter turbo and six-speed manual would make a dandy replacement for this car.

2019 Acura ILX A-Spec Specifications

ON SALE Now PRICE (as tested) $30,645 – $32,545 (with Premium Package/with Tech Package) ENGINE 2.4L DOHC 16-valve I-4, 201 hp @ 6,800 rpm/180 lb-ft. @ 3,600 rpm TRANSMISSION 8-speed dual-clutch automatic LAYOUT 4-door, 5 passenger, FWD sedan EPA MILEAGE 24/28 mpg (city/highway) L x W x H 182.2 x 70.6 x 55.6 in WHEELBASE 105.1 in. WEIGHT 3,144-3,148 lbs 0-60 MPH 7 sec (est) TOP SPEED 130 mph (est)

2019 Acura NSX

Editor-in-chief Mike Floyd has a thorough review of this supercar’s mid-cycle update, which features new, stickier Continental SportContact 6 tires designed specifically for the car, and retuned adaptive dampers, electronic power steering, Super Handling All-Wheel Drive, vehicle stability assist and stiffer front and rear stabilizer bars to work better with the new tires.

I got a total of about nine laps in the 2019 Acura NSX at the Transportation Research Center’s 1.9-mile road circuit, the first three on cold tires in sub-50 degree weather. I’d rather drive the old and new cars back-to-back to confirm Acura’s claims that turn-in is quicker and rotation around the corners in the midengine car is more progressive and predictable. All I can say is that the turn-in is about as close to perfect as you could want, without the too light nose that plagues so many rear-engine Porsches, and progressive rotation that’s easier to adjust than in a mid-engine 718. The Acura NSX is as easy to drive fast, confidently, as a BRZ/86 or Miata/Fiata, though with 500 horsepower being fed to the four wheels via Super Handling AWD torque vectoring.

Acura also showed off the NSX’s new Thermal Orange Pearl paint option. Several cars were making their way through the model’s bespoke factory during our tour. The only bad news plaguing the NSX is disappointing sales—it’s hard to imagine what Honda or Acura might put in this plant to supplement capacity utilization. Acura says it has sold about 2,000 NSXes, all built in Marysville, Ohio, and shipped globally.

In the U.S., Acura sold 850 NSXes in 2016 and ’17, while McLaren sold 1,193 of its Sport Series models here in those two years. Year to date, Acura has sold just 122 in the U.S., so far. So go check out the Acura NSX, rich enthusiasts.

2019 Acura NSX Specifications

ON SALE Now PRICE $159,300 (base) ENGINE 3.5-liter twin-turbo DOHC 24-valve V-6/500 hp @ 6500-7500 rpm, 406 lb-ft @ 2000-6000 rpm, plus three electric motors. Peak power: 573 hp/476 lb-ft TRANSMISSION 9-speed dual-clutch automatic LAYOUT 2-door, mid-engine, AWD coupe EPA MILEAGE 21/22 mpg (city/hwy) L x W x H 176.0 X 87.3 X 47.8 in WHEELBASE 103.5 in WEIGHT 3,878 lb 0-60 MPH 3.0 sec TOP SPEED 191 mph

2019 Acura RDX A-Spec

It’s reassuring to see that young Billy Rehbock had as much trouble with the two-screen infotainment system as I had. Acura lent me a white RDX A-Spec to drive the 204 miles between Detroit and Columbus, Ohio, and back, and I gave up on using the navigation system when I couldn’t find the keyboard to type in my destination address. Instead, I plugged in my iPhone and used Apple CarPlay.

The controls for changing radio stations, or to go between FM and XM are barely more intuitive, but once underway, the RDX was the right kind of SUV for this trip. It’s not too big, although it feels more like a midsize two-row instead of a compact SUV from the inside, and it’s comfortable and compliant without being too soft. Steering turn-in is quite crisp, and my only complaint about dynamics is the steering felt a bit busy on long, straight roads, needing a bit too much minor correction. May be the tires.

The A-Spec interior has the same leather-and-Alcantara red and black seats as the ILX A-Spec, but there’s also Alcantara trim on the middle of the passenger-side dash. Nice touch.

In Marysville, Acura showed off the RDX’s fourth-generation AWD software, which can shift up to 70 percent torque to the rear and up to 100 percent to a single wheel, just like Gen III, but more quickly. On a wet skidpad, the RDX was easier to drift than an AWD TLX with Gen III software, and on a rally-style rock-and-gravel twisty road, the RDX caught itself out of a slide more quickly, though the MDX with Gen III software was looser, and thus more fun to a frustrated rally driver like me.

The all-new, 2019 Acura RDX has crisper handling than most of its Asian and American premium competitors and with a much better ride than its German and Italian competitors. The 2.0-liter turbo is more refined, with more useful power than pretty much any other downsized turbo four in an AWD SUV. The Acura RDX has the rare combination, for an SUV, of crisp handling and good ride quality, like the Mazda CX-5, but with a more premium interior and a better, more powerful engine.

2019 Acura RDX Specifications

ON SALE Now PRICE (as tested) $46,895 ENGINE 2.0L turbocharged DOHC 16-valve I-4/272 hp @ 6,500 rpm, 280 lb-ft @ 1,600-4,500 rpm TRANSMISSION 10-speed automatic LAYOUT 4-door, 5-passenger front-engine AWD sport/utility EPA MILEAGE 21/26 mpg (city/highway) L x W x H 186.8 x 74.8 x 65.7 in WHEELBASE 108.3 in WEIGHT 4,068 lb 0-60 MPH 7.5 sec (est) TOP SPEED 130 mph (est)

The Classics

Acura also gave us time to drive perfectly maintained cars from its Torrance, California museum: a ’91 NSX Formula Red, ’01 Integra Type R, and ’03 3.2CL Type-S. I didn’t get time to drive the NSX, though I drove a couple of the last first-generation models about 2004 or ’05, and I can say the new NSX faithfully captures the spirit of that car. Acura doesn’t need to replicate the stiffly suspended, high-rev/low-torque model of the ’01 Integra Type R, though a new model following my suggestion above would make a good modern interpretation.

The post Acura Gets the Brand Back Together, Again appeared first on Automobile Magazine.

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jonathanbelloblog · 6 years ago

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Acura Gets the Brand Back Together, Again

2019 Acura ILX A-Spec

2019 Acura ILX A-Spec Specifications

2019 Acura NSX

2019 Acura NSX Specifications

2019 Acura RDX A-Spec

The A-Spec interior has the same leather-and-Alcantara red and black seats as the ILX A-Spec, but there’s also Alcantara trim on the middle of the passenger-side dash. Nice touch.

2019 Acura RDX Specifications

The Classics

The post Acura Gets the Brand Back Together, Again appeared first on Automobile Magazine.

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eddiejpoplar · 6 years ago

Text

Acura Gets the Brand Back Together, Again

2019 Acura ILX A-Spec

2019 Acura ILX A-Spec Specifications

2019 Acura NSX

2019 Acura NSX Specifications

2019 Acura RDX A-Spec

The A-Spec interior has the same leather-and-Alcantara red and black seats as the ILX A-Spec, but there’s also Alcantara trim on the middle of the passenger-side dash. Nice touch.

2019 Acura RDX Specifications

The Classics

The post Acura Gets the Brand Back Together, Again appeared first on Automobile Magazine.

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enginerumors · 6 years ago

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2019 Cadillac XT4 Release Date, Configurations, Price

2019 Cadillac XT4 Release Date, Configurations, Price – General Motors has undoubtedly undertaken Cadillac in the marketplace host to small high-end autos making use of his / her brand-new breezes to the 2019 Cadillac XT4. The following option would be the consequence of some adjustment from management throughout 2014, implementing the latest Director with Worldwide Cadillac possessing earlier…

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#2019 Acura Rdx Vs Cadillac XT4 #2019 Cadillac XT4 #2019 Cadillac XT4 Availability #2019 Cadillac Xt4 Awd #2019 Cadillac Xt4 Colors #2019 Cadillac Xt4 Configurations #2019 Cadillac Xt4 Dimensions #2019 Cadillac XT4 For Sale #2019 Cadillac XT4 Interior #2019 Cadillac XT4 Price #2019 Cadillac XT4 Release Date #2019 Cadillac Xt4 Reviews #2019 Cadillac Xt4 Sport #the 2019 Cadillac XT4 #when Will The 2019 Cadillac XT4 Be Available

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mobileautorepairpros · 6 years ago

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Road Tests: 2019 Acura RDX

Vital Statistics

Engine: 2.0 liter

Horsepower: 272

Torque: 280 lb-ft.

EPA: 22 mpg city / 28 mpg highway

Energy Impact: 13.7 barrels of oil/yr

CO2 Emissions: 6.1 tons/yr

Ever since the NSX made its return to the Acura lineup for 2017, Acura has been trying to sprinkle a little bit of its exotic magic throughout their lineup. So next up on that checklist is the 3rd generation of their compact crossover RDX. Let’s see what precision crafted performance adds to this already popular choice.

The first Acura RDX was a bit ahead of its time when it arrived for 2007. Not only was it one of the first luxury compact crossovers, but it arrived with a 4-cylinder turbo engine and a healthy dose of performance. When the 2nd generation arrived, it seemed to reverse course, showing up somewhat bloated, bland, and packing a V6. Today, it’s all about turbo-4s; and sport utilities that handle better than sport sedans did a decade ago. So, the 2019 Acura RDX goes back to its roots, to now join the pack.

Sporting a requisite 2.0-liter I4 turbo with 272-horsepower, the new RDX gets a big boost in torque, 280 lb-ft.; that’s 28 more than last year’s V6, feeling just as energetic from a standing start.

There’s also a new paddle shift 10-speed automatic trans, and of course optional all-wheel-drive, which is the latest version of Acura’s Super Handling All Wheel Drive.

This new RDX boasts a decidedly different look, though not so different that it doesn’t include current Acura signatures such as their diamond pentagon grill and jewel eye headlights.

Exterior dimensions have increased, including 2.6-addtional inches to the wheelbase, which is a significant step up; and allows for a much more aggressive, yet trimmer look outside, while still giving the interior designers a lot more room to play with.

A-Spec trim takes the aggressive new nature to the next level, with 20-inch alloy wheels, gloss black trim, LED fog lights, and larger dual exhaust tips.

Riding on an all-new platform with as yet no Honda brand counterpart, the suspension setup is MacPherson struts up front and a 5-link independent rear. The four available drive modes include adjustments to the adaptive suspension, with Sport+ making things the most responsive.

The ride certainly firms up as well, to the point we’d put Sport+ in the “occasional use only” category. But really, it’s the SH-AWD that’s still the star of this handling show. Turn-ins are very quick; and you really have push hard to approach this ute’s limits.

Technology is always a key Acura attribute, and there’s plenty to showcase here. Gauges are clear and comprehensive; and a 10.2-inch dash-top HD LCD display screen, is the centerpiece of a new user interface.

But it’s strictly hands off, as you must use a console touchpad for inputs. It seems overly complicated and there’s a definite learning curve. Fortunately, they haven’t gone overboard, as there are still manual controls for the basics.

There’s plenty of storage everywhere inside the NSX-flavored cabin, thanks that additional wheelbase; and the sportily adorned seats are as, if not more, comfortable than before. A panoramic sunroof is standard.

At 31.1 cubic-ft., cargo capacity is quite good compared to rivals; 5.0 cubic-ft. more than last year. Max, is up too, at 79.8 cubic-ft.

Packing in plenty of safety features as well, Adaptive Cruise Control with Automatic Emergency Braking is standard.

Government Fuel Economy Ratings with front drive are 22-City, 28-Highway, and 24-Combined; all numbers one less with all-wheel-drive, at 21-City, 27-Highway, and 23-Combined. So, it’s an average Energy Impact Score, burning 13.7-barrels of oil yearly, with C02 emissions of 6.1-tons.

RDX pricing starts at $38,295, with SH-AWD adding 2-grand more. And, on up the ladder you go, until things top out at Advance trim for $46,395.

The spirit of the NSX does indeed exist in the 2019 Acura RDX, as it has returned to where it started only better; bringing equal parts high-performance and high-technology, plus Honda-design reliability, to the luxury compact utility scene, without leaving the practicality or comfort behind. That formula was central to the original RDX. And while timing may not have been perfect then, it couldn’t be more perfect now.

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robertkstone · 6 years ago

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2019 Acura RDX vs. 2019 Cadillac XT4 vs. 2019 Infiniti QX50 Luxury SUV Comparison

As an immigrant of Mexican descent, I have become accustomed to hearing the phrase, “Ni de aqui, ni de alla.” It means, literally, “Neither here nor there.” My friends and cousins often jokingly say that to describe me: I have lived in America for more than a decade, but when I mingle with Americans I’m always seen as the outsider.

That phrase can also apply to our recently tested trio of luxury SUVs. They have a shorter wheelbase and a lower price than the traditional compact European SUVs (such as the BMW X3, Mercedes GLC, and Audi Q5), yet they are larger and pricier than their subcompact counterparts (such as the BMW X1, Mercedes GLA, and Audi Q3). Our batch of crossovers lives between two worlds. They are tweeners.

Whether you’re in your mid- to late 30s and are about to start a family, or you’re an empty nester who’s looking to downsize from your three-row SUV or minivan, these tweeners provide the utility, agility, and value you might be seeking.

As automakers grow their SUV offerings, they try to satisfy the needs of everyone. That means splintering segments into ever-narrower niches. In the case of this particular sector, we see consistently elegant and aggressive designs but quite different approaches in terms of technology and comfortable seating for five. Did Acura, Cadillac, and Infiniti make the right choice in splitting it down the middle?

The Players

Our goal was to have each SUV priced at about $50,000. But Cadillac wasn’t able to provide us with a model meeting those specs, so they sent us one with $18,545 worth of packages and options��topping out at an eye-watering $56,835 for an SUV with a base front-drive price of $35,790. Although the XT4 is the smallest crossover from this group, it also was the most expensive. It’s powered by a 2.0-liter turbo engine mated to a nine-speed automatic that sends 237 hp and 258 lb-ft of torque to all four wheels. With a ground clearance of 6.7 inches, the XT4 rides closer to terra firma than the two other SUVs in this group, but its polished design and clean lines make it an attractive crossover on the road.

Acura sent a $51,715 version of its top-trim RDX, with 20-inch wheels (that alone price out at $3,320). Propelled by a lightly massaged version of the 2.0-liter turbo-four yanked from the wild Honda Civic Type R backed to a 10-speed transmission and Super-Handling AWD, the RDX SH-AWD is the most powerful player in this group, with 272 hp and 280 lb-ft of torque. However, its design can be polarizing. With a yawning pentagonal grille and an oversized brand logo, the RDX’s lines could be described as busy and aggressive. From the cockpit, it’s impossible not to stare at the hood’s sharp creases, which extend from the grille toward the A-pillars.

With its VC-Turbo 2.0-liter inline-four, the Infiniti QX50 has the most complex powertrain of the group. It’s a turbocharged variable-compression engine mated to a CVT that sends 268 hp and 280 lb-ft of torque to all four wheels. A technical marvel, Infiniti met our $50,000 cap by sending the Essential trim, priced at $49,685. The QX50 can also be described as the most attractive of the tweeners, thanks to its clean lines and simple creases. Its constitution blends and expresses luxury from every angle.

Inside

The QX50’s interior is the nicest of the three, a clear statement of luxury. The design flows well, with a premium aluminum trim that delineates the contour of the cabin. For $50,000, this is one of the finest interiors you’ll see in this category, and if your budget is more flexible, Infiniti provides a combination of suede, wood, and leather that’s even more opulent. This is also the only tweener that offers a second row with reclining seat backs and its own HVAC controls for rear passengers. Acura and Cadillac provide air vents and heated seats for the second row, but the RDX has two USB ports while the XT4 and QX50 have one.

In terms of versatility, both the RDX and XT4 have fold-flat rear seats, but Infiniti’s seats are a few degrees off. The Acura and the Infiniti can tumble their second-row seats from either the rear hatch or the rear door openings; the Cadillac, however, only does so from the cargo area. Speaking of cargo, Infiniti’s trunk space is superior in the category, with up to 31.1 cubic feet of space. Acura offers a smidge more cargo space, but only if you include the 1.6-cubic-foot bin located underneath the cargo floor.

As for seating multiple passengers, these tweeners are challenged for space, but we concluded that the QX50 would be the one to pick—mostly due to its reclining second-row seat backs. The RDX also has a spacious second row with a flat floor that frees legroom for middle-seat occupants. Both Erick Ayapana and Chris Walton of our test team, who are hardly giants, found the XT4 cramped. Although it has a longer wheelbase than the RDX, the Caddy’s poor packaging and high beltline proved too confining. As for my 6-foot frame, there was precious little headroom and barely enough legroom.

One of the must-haves in today’s luxury SUVs is a premium audio system. After continuously listening to the three systems, we judged Acura’s 16-speaker ELS Studio 3D as the best. It delivered crisp, clear audio quality, whether I played my own tunes through Apple CarPlay or listened to SiriusXM radio. Both Infiniti and Cadillac offer a Bose surround-sound system, but the QX50 comes with 16 speakers, and the XT4 has 13. Ayapana preferred the clarity of the Cadillac’s system but added that the QX50’s sound system was also decent.

For driver assistance, both Cadillac and Acura offer a head-up display. Cadillac’s multicolor version felt more intuitive, modern, and clear, with a premium appearance.

Performance

We had a chance to sample these SUVs in two different environments—first at the Honda Proving Center near California City, as part of the MotorTrend SUV of the Year testing. The Honda proving ground allows for closed-course driving on a challenging winding track, an off-road sand circuit that mimics fresh snow, and different surfaces that imitate the worst conditions of our nation’s highways and byways. A few weeks later, road test editor Walton, associate road test editor Ayapana, and yours truly took a deeper look at the handling of these crossovers on the roads of Southern California’s Palos Verdes Peninsula—which includes hilly switchbacks, open boulevards, and the gnarled, slow-motion landslide known as Portuguese Bend.

Whether it was on city streets, the desert, or the highway, it was easy to choose a winner in terms of performance. The RDX quickly gained everyone’s attention with the way it corners, its punchy power delivery, and the smoothness of the 10-speed automatic. It’s not the quickest of the group, but it’s the one that handles best. “I love the supportive, comfy seat, the contour and weight of the steering wheel, and the directness of the steering,” Walton said.

With four driving modes available (Comfort, Snow, Sport, and Sport+), drivers can enjoy the different settings depending on the road conditions. The RDX can reset to Comfort or Sport every time it’s turned on, but it’s easy to switch to a different mode via the enormous rotary knob in the center console. Like its name suggests, Sport+ is the most lively of all, as the software refines the response of the steering and suspension while the engine revs at higher rpms. The RDX took 6.6 seconds to get from 0 to 60 mph and completed the quarter-mile test in 15.1 seconds at 92.9 mph.

The good powertrain communication we enjoyed in the RDX was missing in the QX50. The Infiniti’s variable-compression engine is a technological marvel, but it is poorly mated to a CVT, which mutes power delivery. “There are at least three things changing all the time—gear ratio, turbo boost, and engine compression—and they are each fighting over who takes the mic,” Walton said. “They only all come together and agree what to do at wide-open throttle. What a mess.” Ayapana shared this feeling, saying that the throttle response has a “lurching, slingshotlike delivery.” We also complained about the suspension, noticing far more vibrations inside the cabin than when driving the RDX or XT4 over the same pavement. “I found bumps and impacts I didn’t know were there,” Walton said. Regardless, the QX50 was the quickest of the group, taking 6.3 seconds to get from 0 to 60 mph.

Things got a little better with the XT4, though Walton described its ride as ��flinty.” Ayapana liked the responsiveness of the steering but said that it lacked road feel. He enjoyed the reaction of the transmission to throttle inputs, as it shifted when it needed to. Yet the three of us found ourselves opting for the paddle shifters for a sportier experience. Despite the XT4 being the smallest crossover of the mix, we noticed a lot of body roll, which lost the Cadillac points in terms of handling. This was the tweener with less power and more heft, with a weight-to-power ratio of 16.7 lb/hp—the worst in the group.

Connectivity

There are different paths to achieving in-car connectivity. With dual screens, touchpads, and even simpler interfaces, Acura, Cadillac, and Infiniti have followed different paths to please their customers.

Walton, Ayapana, and I all liked the way Cadillac handled its business with an updated version of its once-pilloried CUE system. It behaves like a smartphone and has modern graphics that are sharp and simple to use. Through an 8.0-inch touchscreen, occupants can use their phone via Apple CarPlay or Android Auto, or they can use the contemporary navigation system to get around. The infotainment system responds quickly, and it’s easy to get to where you want without frustration—you can use your fingers to zoom in or out, just like with a phone. With a straightforward layout, Cadillac really paid attention to the technology. After all, some buyers place an intuitive infotainment system higher on their must-have list than, say, handling.

Such contemporariness is missing in the QX50’s nav system and its outdated graphical interface. Infiniti opted for a dual-screen layout, leaving the top screen for the nav system and the bottom for infotainment. But it’s a missed opportunity. The clunky user interface is “a glaring weakness in an otherwise decent cabin,” Ayapana said. Walton complained about the many options to control the two screens: steering wheel buttons, touchscreen, hard buttons below the touchscreen, and the push-knob controller. “In a hurry, I never know where to go to change something,” he said. We were also disappointed to find that the QX50 offers neither Apple CarPlay nor Android Auto. Even though the QX50 is relatively new, Infiniti failing to provide this useful technology made us wonder what the product planners were benchmarking. In a retro touch, the QX50 is the only one in the group that offers a CD player—great for folks who prefer a higher-quality audio source, albeit in a ponderous form factor.

With a touchpad cursor that mirrors the screen above, Acura has the most avant-garde infotainment setup in the group. But the system still needs some refining. How easily you can control a touchpad might depend on which generation you belong to. The younger folks on our staff found the infotainment system easier to use than the mature group at the office—yet both groups concluded that the haptic touchpad was distracting, as you have to take your eyes off the road to follow the cursor on the screen. Sure, the screen is mounted on the highest point possible on the center dash, but even then it’s hard to know where each icon is located. Apple CarPlay also takes more time to navigate, as you have to swipe your finger across the touchpad to move the “cursor” to where you want it. Android Auto is not available. However, Acura’s voice control was a good redundant option, and it understood my commands even with my strong Spanish accent.

Safety

You’re buying a crossover from a luxury brand. You expect the best. And that includes safety mechanisms. Offering AcuraWatch as standard equipment across the lineup, the RDX comes with collision mitigation braking, adaptive cruise control, lane keep assist, forward collision warning, lane departure warning, and road departure mitigation. Only the Acura had been tested by the IIHS at the time of this story’s closing—it was given the prestigious Top Safety Pick+ award, scoring “Good” in all categories.

Our Infiniti came equipped with the ProAssist package, a $550 option that adds backup collision assist, adaptive cruise control, rear cross-traffic alert, and distance control assist, which helps maintain safe following distance without cruise control enabled. The Cadillac carried the Driver Assist and Driver Awareness packages, which together include adaptive cruise control, forward and revers from PerformanceJunk WP Feed 3 https://ift.tt/2E0ZtJE via IFTTT

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