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how to set adaptive cruise control vw Q&A Review

What's a better choice between Audi, BMW and Mercedes? I currently drive a 2002 BMW 3 Series and am looking to upgrade. My budget is around $30k.

I personally picked the C class 204 Bluetech which is actually the new body shape not the one shown in the photo below and despite what has been written about the latest technology have found it very useful. In fact when driving our older VW its almost unbelievable we could drive without them. Firstly adaptive cruise control this makes driving much more relaxing not having to worry about the car in front hit the cruise at the speed limit and it will keep the same distance behind the car in front without you having to brake or hit the accelerator. Heads up I drove a loan vehicle without this feature the other day horrible having to keep checking the navigation display or cruising speed set which meant taking your eyes off the road. Intelligent lighting system when driving at night behind a car there is actually a black square following it around the corners whereas all around it are illuminated amazing. Reversing camera and 360 camera how did I live without this before. The cat also parks itself however I don't use this mainly because it freaks me out . The other things I love are economy around 5.8 litres per 100ks, 0-100,6.6 seconds and the cornering. Previously drove both 5 series BMW AND A5 Audi, this is by far my favourite.

What Model of Car would you drive for the rest of your life?

I took about 2 seconds to decide which car I'd happily drive for the rest of my life: ,MK7 Golf R. We already owned a MK6 GTi when we looked at the new Golf R, and the second we pushed the start button on our test drive, I was sold. The sound is just gorgeous. Firstly, the power is ,insane,. The DSG really makes this car phenomenally quick. If I could quote from ,What is a DSG (direct-shift gearbox)? How does it function? A bit of statistical comparison: The DSG takes only about 8 milliseconds to upshift in comparison, the sequential manual transmission in the Ferrai 430 SF takes 60 milliseconds to shift, or 150 milliseconds in the Ferrari Enzo. The quoted time for upshifts is the time the wheels are completely non-powered. Golf R has many different performance modes, such as ,normal,, ,comfort,, ,ECO,, ,race,, and ,custom, mode. When the car is in race mode [the most fun, and the one we drive around in all the time] makes the suspension harder, the car is louder and a lot quicker [think ,Cheetah,]. But at the push of a button, and you're in 'comfort' mode and the car is as quiet as a ,kitten,! The ride is so smooth, and so quiet, you can hardly believe it's the same car. ECO mode preserves fuel and uses barely more than the Golf TSi [incredible] in fact, it uses less fuel than our other car, the 2014 Corolla! The adaptive cruise control is the ,best, on the highway, just set and forget about it. The emergency breaking has also saved our lives on more than one occasion. It's the little things that I also really enjoy, such as: The soft lighting in the foot wells, and blue LED strip lighting on the doors The headlights turn around corners, and they illuminate as soon as you indicate or start turning around a corner. You then have a 90 degree angle of light following your around the corner. I laughed at this feature until I drove at night time with it. Now when I drive our other car that doesn't have this feature, I really miss it. The passenger side mirror dips as you are reverse parking [so you can see the curb and you don't scratch your wheels. As soon as you put the car into reverse the volume on your music is lowered until you put the car into park. Hooks in the boot for your shopping bags. Admittedly, the GTi had a deeper boot and so bags hung better, but I guess that's the sacrifice you make for the all wheel drive. There are lots of other features, but I've just listed my favourites. The Golf R is really fun to drive, and it's almost impossible to push the limits of; it sticks to the road like no other. It parks like a dream, and there is actually quite a lot of space when you fold the seats flat in the back. There is nothing else I could want from a car. Arguably the best part of this car, is that you get someone pull up next to you at the lights, and they think 'oh, it's "just a Golf".. and boom, they're in your rear view before you know it. The look on their faces is, priceless,! No, I don't work for VW. I just really love this car!

Which major car manufacturers are on track to compete with Tesla in the electric car market?

Will any auto manufacturer ever be able to compete with Tesla in the EV market? Well, Tesla has shown that it is a profitable business in Q3 2019 even if the whole set of offered cars goes down to the Tesla Model 3 SR+ for $40k (including Autopilot - adaptive cruise control and auto-steering). Under the condition that things are done right. High volume (80.000 of Model 3 produced in Q3 2019), vertical integration, optimised costs. ,Tesla Q3 2019 investors report Will any manufacturer be able to compete? Well, VW will definitely try to be the challenger and with its unified platform for the whole group (VW, Seat, Skoda), it may actually succeed. Let’s not forget Audi (e-Tron) and Porsche (Taycan) which are a part of the same group too. VW is definitely big enough to suck up the initial investment costs. Will it drop out? I don’t think so. How successful will it be? Ask again in 2022. Today it is too early to tell.

How can one learn to be a self driving car engineer?

This is a very in depth question….there's no set one way to become a “self-driving car engineer”. I’m a German Auto High Performance Builder, my speciality is really diagnosis, which deals with looking at sensor outputs, inputs, and figuring out what’s wrong when a sensor isn’t outputting what it should. I also have a degree in CNC machining, and I do performance software engine tuning where I download the file from the engine computer and modify the outputs for fuel and spark given the inputs. In other words, I know a lot about what you’ll be doing. Additionally my cousin wrote the self parking software that Lexus used. Now, my cousin didn’t go to school for “self driving cars” he went to school just to be a software engineer, I think specifically he dealt with programming and the chip level maybe. Anyway, his senior project he decided to take the steps my uncle taught him for parallel parking, and turn it into logic to make a self parking car. It worked, and Lexus came to the school looking for such a program. When he was told the school was selling it to Lexus and he’d get none, he GAVE it to them. Lexus was one of the first to release a car that did this. Additionally, I know a bunch of the guys who work for the BIG NAME performance software tuning companies for Vw and Audi, and they modify the parameters for more boost, changing the air fuel ratio, and the spark timing. None of them went to school for cars, or even seemed to be car guys. They were software engineers. The industry is small, and for what it’s worth I believe we WILL get to a point where driving on the road with a driver at the wheel will become a thing of the past. However, as of now there are legal hurdles, technical hurdles, and ethical hurdles. From what I’ve been told the ethical are the hardest. For example, the cars drive themselves and try to avoid accidents. What if the car has a choice, rear end the car or go to the left to avoid. Easy choice, right? Now what if the sidewalk on the left has people on it. If there’s 10 people in the two cars should we sacrifice 1 on the sidewalk? 2 people? What if there’s only 3 people in the two combined cars, all adults, only 2 on the sidewalk but one is a child? What if there’s less on the sidewalk but it’s the president? Einstein? Somebody who is showing promise of curing cancer? It gets difficult. Google, Apple, and Tesla are the main players, oh and Uber. Apple just layed much of their self driving team off. With Google and Apple it’s a mix of engineers with auto experience and just GREAT engineers they already had. Tesla is a mix of younger engineers and engineers from the big 3 American automakers. Most large engineering programs compete in automotive challenges, like a solar car challenge, autonomous vehicle challenges. I’d personally recommend you get into an engineering college that has programs like that, be part of those competitions, and then pick an area you’d like to engineer. An automotive engineer deals with systems that are applicable to self driving and normal cars, and from there you could get into other self driving programs at manufacturers like adaptive cruise control, self parking, etc. Then as your brand comes to market with self driving you would work into there. You’re unclear if you just specifically want to work on self driving aspects or what? Those systems would cross between multiple control units on the car including engine control, transmission control, airbags and occupant protection, etc….and much of that doesn’t require a specific “self driving car engineer”

Why don't bigger car companies such as Ford start producing electric cars, eliminating Tesla's presence in the emerging market, thus claiming said market share for themselves?

General Motors, Nissan and Mitsubishi already are selling mass-market electric vehicles, but they're still more costly than cars with gasoline engines, and they haven't sold in great numbers. ( USA Not included ) Higher cost is one reason consumers are not yet buying purely electric vehicles in large numbers. The lack of charging points is another, leaving many owners of electric vehicles to use them mainly in cities or for shorter trips. Volkswagen and other automakers are working together on building a freeway network of fast-charging stations to enable longer trips with battery powered cars. VW's growth plan is ,heavily focused on electric vehicles, and investments in "sustainable mobility." It aims to boost its operating margin to between 7% and 8% by 2025 (from 6% in 2015, excluding special items related to the diesel scandal), and to hold its distribution ratio at about 30%. Toyota's growth plan is more of an incremental one. Like several of its rivals (including VW and GM), Toyota is in the process of moving most of its vehicles to a shared architecture. That's expected to reduce costs and increase the speed with which it can launch new models and variants. Dieter Zetsche, ,President August 2018,: ,Porsche just released some new specs, about the upcoming Taycan electric car. As expected the electric sedan will make more than 600 horsepower in total system power and come with 800-volt charging capability, which will give the car enough juice to go 400 km. (248 mi.) in just 15 minutes of charging. Overall, Porsche proclaims an electric range of 500 km. (about 310 mi.) and a 0-100 kph time of three and a half seconds. Porsche says it has built "three figures" worth of Taycan prototypes altogether. PorscheTaycan will ride on a custom-built platform called J1 with a big space in the floor for its hulking lithium-ion battery. The Taycan will come with multiple variants. ,Reportedly,, the three initial power outputs offered will be 402 hp, 536 hp, and 670 hp. Daimler- Mercedes-Benz, has a message for Tesla CEO Elon Musk: It’s putting money into electric vehicles. Daimler’s provocation was in response to Musk’s own tweet sent over the weekend that expressed disappointment in the German automaker’s announcement it was going to ,invest $1 billion into its Alabama factory, to produce an electric SUV for North America there. Daimler announced Sept. 21 that it plans to produce a Mercedes electric SUV under a new brand called EQ at the VANCE, Tuscaloosa, Ala. factory for the North American sales. The automaker is also building a separate battery plant next to the factory. The EQ brand will cover a number of electric products, from vehicles and charging services to home energy storage units. Mercedes-Benz is fervently working on fully-autonomous driving technology, the EQC will only come with driver assist features like automatic emergency brakes, adaptive cruise control and self-steering lane-keeping assist. It’s built-in navigation system is also optimized for electric operation, with routes taking range and charging times into account. Pricing for the EQC revealed its arrival in U.S. showrooms in 2019, but competitive with the I-Pace, which starts at $69,500. FRANKFURT -- Volkswagen intends to invest 44 billion euros ($50 billion) in the electric and autonomous car technologies expected to reshape the industry -- and said it would make battery-powered vehicles more accessible to mass-market auto buyers by selling its new I.D. compact for about what a Golf diesel costs. The investment plans for the next five years aim to make Volkswagen "a worldwide supplier of sustainable mobility," Chairman Hans Dieter Poetsch said Friday. He added that the company is in talks with Ford about possible co-operation in making light commercial vehicles. Established automakers as well as several U.S. startups are rolling out electric models to compete with Tesla , currently the market leader. Auto companies need electrics to meet new environmental standards in many countries. Dezhou city is the biggest production base of electric car of China, developed various vehicle types with decades production experience and strong technical strength. . BYD on the ,ChinaEV, blog, the e6 will be a fleet-only vehicle in the U.S, as the company instead concentrates on its electric bus sales in North America. BYD, which stands for 'Build Your Dreams', makes a range of vehicles in the Asia-Pacific market, from compact cars right up to commercial vehicles and buses. The e6 electric crossover will be part of those plans, but any hopes the vehicle would be available for private purchase in the U.S. have now fallen through, at least for the time being. Instead, says BYD's Stella Li, the company will focus on taxi fleets. BYD recently held an opening event for its Lancaster plant in California, where the electric buses are produced. While the battery cells are imported from China, assembly and several other components are sourced from American companies. For most Americans then, their first taste of BYD's products won't be behind the wheel, but as a passenger in its electric buses and taxis. The company recently announced those projects may be coming to an end, as it seeks to stem falling profits ,by putting more effort into hybrid and electric vehicles,. BYD China Electric car not to be sold in the USA, Chinese automakers as well as U.S. startup companies also are getting into the electric car market. Rivian, a Detroit-area company, plans to unveil a high-end electric pickup and SUV later this month, to go on sale in late 2020. Lucid Motors, a Newark, California, startup whose leadership includes six former Tesla executives, plans to deliver its first cars in 2020 as well. Saudis Invest $1B In Newark-Based Electric Car Firm Lucid Motors The investment “will provide the necessary funding to commercially launch Lucid’s first electric vehicle, the Lucid Air, in 2020,” the sovereign wealth fund said in a statement. “The company plans to use the funding to complete engineering development and testingof the Lucid Air, construct its factory in Arizona, enter production for the Lucid Air to begin the global rollout of the company’s retail strategy starting in North America.” (Lucid Motors) Lucid issued a statement quoting Peter Rawlinson, its chief technology officer, welcoming the investment. “At Lucid, we will demonstrate the full potential of the electric-connected vehicle in order to push the industry forward,” said Rawlinson, who worked as the lead engineer of the Tesla Model S before joining Lucid. The over $1 billion investment easily dwarfs prior funding for the manufacturer and puts Saudi Arabia clearly in the firm’s driver seat. Three previous venture funding rounds have netted Lucid Motors some $131 million, according to the business information website ,http://crunchbase.com,. The firm’s all-electric Lucid Air will have a range of over 400 miles (640 kilometers). The company already is taking deposits for the vehicle, which they’ve priced at $52,500. Lucid plans to make the Air at a factory it’s building in Casa Grande, Arizona. The company wants to make up to 130,000 vehicles per year by 2022. BYD China Taxi Fleet FORD CHINA HAS A COMPLETE LINE OF ELECTRIC CARS TO COMPETE WITH TESLA AND ALL THE OTHERS. WITH THE WAR TRADE AND THE 25% DUTY BY THE TRUMP ADMINISTRATION GROUP …FORD IS EXPANDING EVERY WHERE ELSE …. THEY USE THE SAME BATTERIES DESIGN BY PANASONIC THAT SUPPLIES TESLA , TOYOTA AND MANY OTHERS CAR MANUFACTURER. Ford China Electric 2019 Models Ford, China's Zotye Auto invest $756 million in electric vehicle JV HONG KONG (Reuters) -October 3, 2017 Ford Motor and China’s Anhui Zotye Automobile have agreed to invest a combined $756 million to set up a 50-50 joint venture in China to build electric passenger vehicles, both companies said on Wednesday. The new joint venture, Zotye Ford Automobile Co. Ltd, plans to build a manufacturing plant in Zhejiang province and will sell all-electric vehicles under a new Chinese brand, tapping into a boom for such vehicles in the world’s top auto market, Ford Motor said in a statement. Ford Motor Co., is counting on the SUV -- and a new electric car tie-up -- to turn around its flagging fortunes in the world’s largest car market. FORD Anhui Zotye Automobile Co Ltd Economic Technology Dev Zone She County Hunagshan, 245200 China 86-559-6537-806 The Company produces automotive instruments, automotive wiring harnesses, car sensors, motorcycle instruments, motorcycle sensors, and other products. Anhui Zotye Automobile also operates investment businesses. The Territory model will be the first of several SUVs Ford is rolling out in China to win customers who are passing on the company’s aging lineup amid a trade war that has further dented demand by boosting prices of imported models. Ford also plans to launch a range of electric small cars in China with ,Anhui Zotye Automobile Co., to tap the growing demand for new-energy vehicles, Peter Fleet, Ford’s president of Asia Pacific, said on a conference Tuesday. DETROIT — The latest electric vehicle startup doesn't come from a tech titan, and it isn't funded by the checkbook of a Chinese billionaire. Rivian Automotive is spearheaded by MIT graduate RJ Scaringe, 35, who founded the company after finishing his graduate studies and has so far raised $450 million in funding. The venture is nearly a decade old, putting it in the elder-statesmen range of startups, but it has evolved its product strategy and timetable over the past seven years.It moved its headquarters from Florida to suburban Detroit, acquired an existing assembly plant in Normal, Ill., resolved to focus on electric vehicles, and now employs about 450 people in Michigan, California and Illinois. Rivian will debut two vehicles, an SUV and a pickup, at next month's AutoMobility LA. The company is eager to introduce itself to potential customers and begin taking deposits on its launch vehicles, which are expected to be produced and begin shipping mid-2020. "We're launching a vehicle that has to deliver a lot of technology — electrification, connectivity, self-driving," Scaringe said last week during a presentation at ,Automotive News' ,office. He said it has to be "a brand that can transcend the shifts away from ownership and steering wheels." Rivian's strategy will be to focus on high-end utility vehicles and trucks made for the outdoors, more functional than current offerings from the likes of European carmakers, Cadillac and its startup EV competitors. On Rivian developing its own self-driving technology: Rivian is developing low-level self-driving technology that can function in clearly defined situations and geofenced areas, but Scaringe said the company isn't funded or staffed to pursue full self-driving systems that go anywhere at anytime, also referred to as Level 5 autonomy in reference to SAE standards. "The world has become massively confused with what is self-driving," he said. "Level 5 is really hard. This is not something you can do with $100 million. This is Manhattan Project-style hard. Automakers have concluded that improvements in battery technology and declining battery prices will enable them to produce electric cars with much greater range. Mr. Westerman’s 600 miles may be unlikely soon, but far speedier recharging times are becoming a reality. For electric cars over all, one big hurdle is the availability of charging stations. While more are popping up in shopping centers and parking garages, with about 20,000 in the United States, they are vastly outnumbered by the 150,000 gas stations across the country. Homeowners can install charging units in garages, but the millions who live in apartments don’t have that option. Tesla’s Superchargers require 40 minutes to provide an 80 percent charge. Doing the trick at home is generally an overnight job. Automakers are trying to address those challenges. G.M., Nissan, Volkswagen and others are working with partners to install more chargers. They are getting help from Electrify America, a company that Volkswagen funded as part of its agreement to settle lawsuits over its deception on diesel emissions. With a budget of $2 billion, Electrify America is aiming to install an initial wave of 600 chargers at gas stations, and 1,500 at office parks and apartment buildings. Three more waves are to follow. But even so, Electrify America’s network will probably provide only 10 percent of the country’s charging needs by 2021, the company’s chief executive, Giovanni Palazzo, said at the Los Angeles Auto Show in November. Tesla’s Superchargers require 40 minutes to provide an 80 percent charge. Doing the trick at home is generally an overnight job. “We can’t make it happen on our own,” he said. “We need more players.” Electrify America is also hoping to install 350-kilowatt chargers within the next few years, which in theory could provide a full charge in about 15 minutes. About 80 percent of the chargers currently installed use 120 kilowatts, Mr. Palazzo said. One advantage that automakers are counting on is the wider variety of cars they will bring to the market. The Model 3, the Chevrolet Bolt and the Nissan Leaf are all small cars, a type of vehicle that fewer Americans are buying. Like Ford, Nissan is working on a roomier, S.U.V.-like model that it thinks will have wider appeal. “We can’t make it happen on our own,” he said. “We need more players.” Electrify America is also hoping to install 350-kilowatt chargers within the next few years, which in theory could provide a full charge in about 15 minutes. About 80 percent of the chargers currently installed use 120 kilowatts, Mr. Palazzo said. One advantage that automakers are counting on is the wider variety of cars they will bring to the market. The Model 3, the Chevrolet Bolt and the Nissan Leaf are all small cars, a type of vehicle that fewer Americans are buying. Like Ford, Nissan is working on a roomier, S.U.V.-like model that it thinks will have wider appeal. You can reach Shiraz Ahmed at ,sahmed@crain.com, -- Follow Shiraz on Twitter: ,@shirazzzz Panasonic leading the race Panasonic is dominating the EV battery market with 36% market share (end 2015), thanks to its monopoly in supplying Tesla. With Tesla Model S being the best-selling EV while requiring greater kWh for battery pack vs. others, Panasonic’s battery sales (MWh) jumped 67% YoY. Thanks to aggressive subsidies levied by the Chinese government in promoting EVs during 2H15, BYD’s battery sales more than doubled (+146% YoY). LG Chem and SDI continue to maintain their respective No.3 and No.6 market shares, with both showing +60% YoY sales growth. Panasonic has the biggest US exposure, followed by LG Chem and SDI With Tesla as the best-selling EV in 2015, with 25,000 Model S sales, Panasonic has the biggest exposure in the US EV market, followed by LG Chem and SDI. Panasonic will likely retain its top market share in the US with the completion of 35GW battery cell plant (50GW pack) in Nevada in 2017, which will be in time for the release of Model 3 EV. The recent pre-order numbers disclosed by Tesla are for more than 400,000 units. LG Chem operates 2GW battery capacity in Holland, Michigan, which was completed at end-2012 and partially operational from 2013. LG Chem is capable of further expanding its US plant without having to invest heavily in infrastructures, as the plant was originally designed to house further capacities. Separately, LG Chem is planning to construct a 1GW battery facility in Wroclaw, Poland by 2H17 to supply European automakers. LG Chem’s flagship EVs in US/EU includes GM Volt/Bolt, Renault Zoe, and Nissan Leaf. SDI has no battery plants located in the US or EU, but plans for sizeable investments centered around the EU and China for the next five years. Its flagship EV model is BMW i3 (battery supplied from Korea), which was the 5th best-selling EV globally in 2015. 201.6 V Prismatic Battery /,Toyota Prius Hybrid Panasonic Battery Pack Configuration Batteries • 201.6 V, 1.31 kWh (38%-82%) • Ni-MH cells of 1.2 V, 6.5 Ah • 168 cells = 28 modules , 6 cells • Module: 46 Wh/kg, 1.3 kW/kg • no charge balancing Sensors • 1 current sensor • voltage sensor every second string • 3 thermistors Toyota battery has these characteristics: Capacity, Voltage, and Ampacity. Capacity: Total "Energy" in the battery. We measure it in Amps x Time, or Amp*hours. Voltage: Volts coming out. Amps x Volts = Power. Amps x Volts x Time = Energy. Ampacity: Amp limit. Here is a chart showing the Capacity, Volts, and energy in an Eneloop, a 1/28th module, and the whole battery. In short, the "28 modules " when you calculated the whole-car energy. If you were to put the 28 modules in parallel, you'd get (6.5 Amp*hours x 28 modules) = 182 Amp*hours at 14.4v. This would be tough to manage though, with an ideal minimum charge rate of about 100 amps at 16v (!). Don't forget the difference between "An amp" and "An amp for one hour." An eneloop can deliver two amps for an hour, or about four amps for half an hour (Or one mA for 2000 hours). Working with battery supplier Panasonic Corp - which also produces Li-ion batteries for Tesla - Toyota has also improved the precision in battery cell assembly, ensuring battery chemistry is free of impurities. Toyota is under stiff competition in Europe, it is only the 11th biggest selling car brand. The big issue the Prius has is that its price pushes it against poverty spec cars from the premium German brands. Prius sell in Europe to taxi drivers (mostly), where cost savings and tried and tested battery technology counts, and then to people who want the technology can find a OEM battery replacement and green credentials including financial savings SUNTO-GUN, Japan -- Toyota Motor Corp. for 2016 is installing its next-generation Prius hybrid with a choice of newer-generation lithium ion or more traditional nickel-metal hydride batteries. Toyota has mainly used the more mature nickel-metal hydride batteries to power the motor in the conventional Prius, widely regarded as the forefather of the ‘green’ car, though it did use some lithium-ion batteries from 2009 in its first plug-in hybrid Prius, around the time the first all-electric cars powered by lithium-ion batteries - such as the Tesla Roadster and Nissan Leaf - came on to the mass market. The United States and China are encouraging automakers to make more all-electric battery cars as they push alternative energy strategies. The weight savings will be critical for automakers to meet new CAFE standards, as well as being critical for BEV range. “Developing lithium-ion batteries for both hybrids and plug-ins will enable us to also produce all-electric cars in the future,” said Toyoshima said. “It makes sense to have a range of batteries to suit different powertrains.” Since (2015) Prius lineup includes both nickel-metal hydride and lithium-ion batteries. Nickel-metal hydride batteries use newly developed electrode material and battery case design for dramatically increased charge performance. Lithium-ion batteries have dramatically increased output performance due to their use of newly developed electrode materials and reduced cell resistance. Both nickel-metal hydride and lithium-ion batteries charge at a constant level at all times by monitoring and computing the cumulative amount of discharge under acceleration, and recharging by regenerative braking or with surplus power under normal running conditions. They also eliminate the need for external charging and regular replacement. There are (2) different models unit for a new OEM Toyota Prius battery pack ; Depending on the generation model. 1- lithium ion (since 2016) ( 56 cells) 207.2 volts / 30.5 liters (1.1 cubic feet) 2-nickel-metal hydride batteries (only 168 cells) 201.6 volts / 1.25 cubic feet A Panasonic local joint venture partner in Dalian China sells the OEM units. The two batteries are also about the same size. The lithium batteries are 30.5 liters (1.1 cubic feet), while the nickel-metal ones are 1.25 cubic feet. Both are smaller than the outgoing battery, under the back seat . Lithium-ion is proven enough for Tesla, Chevrolet, Nissan, and many others as well. Toyota uses NiMH because its cheaper, which is fine, but Lithium-ion is superior in every way (except initial cost). Lithium-ion is just as durable. It has much lower self-discharge rate. Lithium-ion has higher voltage so fewer batteries are needed to obtain a certain voltage. Lithium-ion has much better energy and power density. NiMH will go the way of NiCad batteries--soon to be completely obsoleted by even cheaper and more powerful Lithium-ion variations. The Prius NiMH battery has a ,specific energy density of 41Wh/kg,. Compare that to A123System's LiFePO4 prismatic cell 131W/Kg. That's more than 3X the energy density of the Prius c battery! The A123 prismatic cells require a heavier enclosure because they are pouches rather than hard encased cells. And, be careful of you units, because W/kg is power density. 131 Wh/kg is their energy density. As far as Lithium goes, we are at the stage that Toyota was at back in the late 90's, where they had D cell NIMH sticks for the NWH10, and large format NIMH for the RAV4 EV. Now, they have an experiment running with 5Ah cells in the Prius Alpha+ in Japan, and 21Ah cells in the PHV. Other vendors (Sanyo, LG, A123) are still at the experiment stage as well in terms of fleet size. That said, the next version of the C is an excellent candidate for a lithium due to the size/weight constraints. The weight difference between Prius Alpha 5 (NiMh) and 7 (Lithium) seaters is ,10-20 kg, depending on the trim. You can buy OEM from battery stores in these Japan & China town :, Taiwa-cho, Kurokawa-gun, Miyagi and in Dalian China (they do not speak english ) NiMH Power Technology Co.,Lt,d -Guangdong, China Toyota Prius Hybrid Battery Cell Module 7.2V 6.5ah Installation of a new pack is likely to cost you a little more. Prius owners do not always want to return to the dealer they purchased the car from but rather save from a local mechanic familiar with hybrids with the same equivalent capacity 1-lithium ion ( 56 cells) 207.2 volts / 30.5 liters (1.1 cubic feet) 2-nickel-metal hydride batteries (168 cells) 201.6 volts / 1.25 cubic feet ,s Most Prius Panasonic batteries consist of 168 Prismatic cells configured as 28 Modules (each module weighs about 1040g). Output voltage varies from "generation" to "generation" between 288.0 V (Generation II, 2000 year) and 201.6 V (Generation III & IV, 2004-10 year). Nominal capacity is 6.5Ah. Toyota does not manufacture batteries for the Prius. Panasonic does. Panasonic is the world largest car battery manufacturer in China and Japan :,Taiwa Ryutsu Kogyo Danchi (logistics & industrial park), Taiwa-cho, Kurokawa-gun, Miyagi Prefecture ,. They make car batteries for a dozen major manufacturer including Tesla, Audi, BMW , Porsche, and many others. Nissan, GM, and Mitsubishi already each have over 200 Mwh of lithium batteries in the field, in mass produced cars. Toyota and Ford have each committed to lithium batteries in both phev and evs. Hyundai, BMW, and Mercedes, Renault, VW, Audi, and Porsche use lithium batteries exclusively. Do not feel obliged to buy batteries from Toyota; Buy directly from a Panasonic car battery manufacturer or distributor. Expired battery packs aren’t wasted, thanks to a battery recycling program Toyota launched in 2010. China is the driving force in the business of electric vehicle batteries, which European leaders see as vital to the future of the auto industry that employs millions of people across the continent. "Europe might well see its carmakers massively moving production to China in the future," said Simone Tagliapietra, "This is a huge risk" for the region that's home to companies like Volkswagen , BMW , Mercedes-Benz and Renault . Building electric cars in China makes sense for companies because that's where most customers are, and it enables them to avoid heavy tariffs on imported vehicles. It also puts their manufacturing plants closer to the supply chain for batteries, which account for about 40% of the value of electric cars. "It just makes sense to produce electric vehicles where batteries are also produced," Tagliapietra said. Mercedes-Benz EQC is a Tesla-rivaling electric SUV Mercedes estimates that the EQC will offer about 279 miles of range when it goes on sale in the U.S. That compares to the Jaguar I-Pace's estimated range of 240 miles and the Tesla Model X's EPA-rated range of up to 289 miles. The EQC's 80-kwh lithium-ion battery sits under the floor between front and rear sub-frames. he German automaker has unveiled its EQC, which is set to enter production next year and kick off a new $12 billion lineup of battery-powered that will be sold under the EQ name. The new Mercedes-Benz EQC - the first Mercedes-Benz under the product and technology brand EQ. With its seamless, clear design, the EQC is a pioneer for an avant-garde electric look with trailblazing design details and colour highlights typical of the brand both inside and out. / The new Mercedes-Benz EQC (combined power consumption: 22.2 kWh/100 km; combined CO2 emissions: 0 g/km, provisional figures) (MB) The compact SUV is about the size of the gas-powered GLC and will initially be built alongside it at an assembly line in Bremen, Germany. It features all-wheel-drive provided by dual electric motors with a total output of 402 hp. Vitally, it features an 80 kilowatt-hour (kWh) battery pack with a predicted range of approximately 200 miles per charge. The Tesla Model X with a 75 kWh battery has a 238-mile range, while the Jaguar I-Pace, which begins deliveries this fall, is expected to be rated from between 220 to 240 miles courtesy of its 90 kWh pack. Using a public DC fast charging station, the EQC’s battery can be filled to 80 percent in 40 minutes. The software that runs them is changing constantly. Teslas produce huge amounts of data about their use in the real world (battery management) that goes into optimizing their software. They have software to look at that data which you can’t get from dissecting a Tesla. Mercedes-Benz is fervently working on fully-autonomous driving technology, the EQC will only come with driver assist features like automatic emergency brakes, adaptive cruise control and self-steering lane-keeping assist. It’s built-in navigation system is also optimized for electric operation, with routes taking range and charging times into account. The F-Cell reportedly has some common components with the upcoming Mercedes-Benz EQC electric SUV, which is expected to have a 200-mile range from its batteries in European driving. Mercedes officials in the U.S. have said it will have a longer range when the car goes on sale here in 2020.The F-Cell's tanks hold 4.4 kilograms of hydrogen, which give it a range of 267 miles on hydrogen. And as the first fuel-cell vehicle that also has a plug-in battery, the F-Cell gets another 32 miles of range from its plug-in battery (based on a European driving cycle.) The motor puts out 208 horsepower, which Mercedes describes as an output that helps to "ensure high driving dynamics," though on paper that horsepower rating falls well behind the Tesla Model X or many competing gas-powered SUVs. Originally shown in at the Frankfurt Motor Show in 2017, the F-Cell has four driving modes: Battery, which runs strictly on the battery for up to 32 miles; F-Cell, maintains the charge level in the battery, using net energy only from the fuel-cell; Hybrid, which depletes both the battery and the hydrogen in the tanks in what Mercedes says is the most efficient way; and Charge, which uses the fuel cell to charge the battery. 2020 Mercedes-Benz EQC specs revealed (Updated) Pricing for the EQC will be revealed closer to its arrival in U.S. showrom shortly , but should be competitive with the I-Pace, which starts at $69,500. https://www.mercedes-benz.com/en/eq/articles/concept-eq-electric-intelligence-sxsw-2018/ Cars, SUVs, Vans and many more Ford, China's Zotye Auto invest $756 million in electric vehicle JV Ford, China’s Zotye Auto plan JV to build electric vehicles Contact Us >> FORD :CHINA ,Zotye International Automobile Trading CO., LTD , ,Floor 15th, 6 Block, JOYON A.D. TIMES, NO. 955, East Tiancheng Road, Jianggan District, Hangzhou City, Zhejiang Province, P.R. China TEL: ,+86-571-56970808 ext:6000 1-,Concept EQ: Electric Intelligence | SXSW 2018 2-,The Mercedes-Benz EQC is a Tesla-rivaling electric SUV 3-,Why Elon Musk Is Getting Trolled By Mercedes Dezhou Gaia Solar Energy Co.,Ltd Room 712, Baitiane Plaza, No.7 of HuBinnan Road, Dezhou City, Shandong Province 4 Wheel Electric SUV with Hybrid Battery Chinese Electric Car for Sale 5-,BYD e6 Chinese Electric Car Won't Be Sold To Consumers In U.S. 6-,2020 Mercedes-Benz EQC specs revealed (Updated) 7-,Electric-car start-up Lucid Motors moves to bigger headquarters in Tesla's backyard 8-,Lucid 9-,http://www.autonews.com/article/20181022/OEM02/181029961/rivian-automobility-la-electric-car 10-,How Porsche Will -- and Won't -- Beat Tesla's Superchargers -- The Motley Fool 11-,As More Cars Plug In, Utilities and Makers Juggle Ways to Power Them

How can I set the default following distance for my 2019 VW Jetta with adaptive cruise control?

How can I set the default following distance for my 2019 VW Jetta with adaptive cruise control? Consult your owners manual.

How does the Mustang Mach-E compare to the Tesla Model Y? Is one superior to the other?

^ Ford Mustang Mach-E - Engadget ^ Tesla Model Y — CNBC ~~~~ Q. How does the Mustang Mach-E compare to the Tesla Model Y? Is one superior to the other? A. I have driven and inspected both, and I like the Tesla much better. The Ford may appeal to Ford lovers—or people who want the car to be similar to what they are used to. IMO, The Ford model looks and drives more like a traditional gasoline car. SOME DETAILS I spent about 2.5 hours inspecting and driving the Mach-E, and have spent many hours in Tesla 3 and Y. My daily driver is a Model 3. Several of my vehicles have been Fords: F-250, Taurus, LTD, Merc Zephyr (Upscale Ford Fairmont), and I respect Ford Quality. FORD MACH-E PRICES Quoted at the Dealership in May 2021—remember to subtract incentives and tax credits if any. Remember to add upgrades you want—Tesla includes most upgrades, Ford’s EV requires upgrades to get what Tesla includes. Last I checked — the Federal Tax credit applies--$7500--and $2500 from my state—Colorado. Ford gives a $100 rebate on lower models and $1000 on Higher models. They offer .9 to 5.9% financing, depending on your credit rating and number of months of the loan from 36-84 months. The Upgraded Mach-E I drove — $56,400 with 211 miles range LO MODEL starts from $42,895 HI MODEL starts from $47,000 CALIFORNIA SPECIAL MODEL -- starts from $49,800 GT MODEL--PERFORMANCE-- NOT YET AVAILABLE, NO PRICING ~~~~ TESLA Y PRICES Quoted at Tesla dot com in June 2021—remember to subtract tax credits if any—and definitely check on that, because the US government may be passing new tax credits. Long Range - $52,490 — with 326 miles range Performance — $60,990 MORE DETAILS SOME POSITIVES for TESLA IMO, Tesla Y is higher precision—in steering and motor control. Higher range in the Tesla. The Ford I drove showed 211 max miles per full charge—and was labeled as an extended-range version—at $56,400 list price. 211 and 305 mile ranges are reported in Mach-E specs, so it is probable that my demo car was mislabeled. I checked with the salesman who told me it was the longer range version. Tesla Y Long Range gets 326 miles. Tesla is more responsive, IMO. Tesla has more usable interior room. Tesla is more modern, the Ford feels and has options like an older car. Tesla UI and Entertainment system are much better, IMO. Tesla AutoPilot is better than Ford’s ACC/ADAS, IMO. Nice glass roof. 5 star safety rating. Great DC fast charging—Supercharger network SOME POSITIVES for FORD It’s fast, but IMO not as hard accelerating as a Tesla. It feels more “governed,” — a softer ride — which many drivers may prefer. But it felt a little sloppy to me. Very high safety rating Nice & spacious frunk and trunk—trunk has pass-thru for skis. Frunk has some dividers. Heated steering wheel—my Model 3 does not have one. New Model Ys do have them, I am told. Nice front seats—I prefer the Tesla seats, but the Ford ones are excellent. Also the seats are very upright, like the Y—very comfortable. Rubberized charging area for phones—better than what my Tesla has. Available inductive charging. Side view mirror had blind spot warning—Tesla does not have it. In the Tesla you use the traffic visualization screen for this. Nice optical quality rear view mirror like the Tesla Glass roof--very nicely done and well tinted--high quality Nice interior materials, leather and stitching on the seats is excellent quality Windows rolled up and down very smoothly Doors opened and closed smoothly, The doors shut with a nice solid sound and feel--this aspect beats the Tesla for sure I like the door handle design Overhead camera fusion view for parking--very nice. Not available in Tesla yet. Ceiling sunglass holder--nice. Salesperson reported that there are over-the-air software updates. Available kick sensor for trunk opening I think the car is a bit quieter than my Tesla at high speed (motor is noisier at low speed). Bjorn Nyland reported he thought it was pretty quiet on the highway also. EXCRUCIATING DETAIL FORD The main display screen is maybe too vertically mounted and also is a portrait mode screen that requires you to look too far down toward the floor--and away from traffic, IMO. I did not like the UI. Main screen was not big and is pretty far aft of the dash, hard to see easily unless your seat is set back. The acceleration and deceleration control were not as precise as I am used to, especially in one pedal driving mode. Steering was not as precise as I am used to. I drove up Lookout Mountain in Colorado, and the car would roll forward or backward after parking on grade… as if there were a parking pawl that did not engage when I put it in park. Also the brake would stay stuck “on” sometimes when putting it in gear--then would suddenly release. Once... parked on a 1% slope, the car went forward a few inches first when I put it in reverse. There was a "clunk" when putting it in gear and starting off. IMO, The car did not seem as responsive as a Tesla, VW, Kia or Hyundai EV--I felt a delay when I accelerated or shifted. I wonder if I may have had an unusual “first production” car or perhaps something was in the wrong setting—driver error? The exception is the brakes--typical Ford brakes--very sensitive. The website... and information and buying process... was complicated and confusing for me. Hard to find the important specs. I did not "feel the road" as much as I am used to in this vehicle. The car isolates you a bit--maybe it smooths out your inputs and also the environmental feel. Not a Mustang, IMO. But my mother would prefer this softer driving car to a more sporty feeling one. There was a fake engine sound that sounded like a recording of a typical ICE car sounds--I did not like it. It felt and sounded “fake.” You could turn it off. The stereo was muddy, some distortion even at relatively low volumes. UI inputs and settings did not seem easy to use, but that would improve for me with time and experience. Controls were more traditional than the Tesla—which I think many people would prefer. Displays were not intuitive to me--it was not obvious to me what the car was doing. I take the Tesla Displays for granted. From the day I got in my Tesla -- I could immediately and intuitively tell how much power the car was putting out or how much regen, and what the AutoPilot was thinking and doing. You know where the traffic is, and where the hazards are. This was harder for me in the Ford. In the Ford, it was easy to tell your speed and battery remaining--everything else was a challenge for me to figure out. POSSIBLE DANGER -- "Adaptive Cruise Control" This has been reported before, but I did not really believe it until I experienced it. The lane keeping feature let me go halfway into the adjacent lane before it warned me--then it REALLY warned me--scared the shit out of me. I could have hit another car before the ADAS would have alerted. At the same time, the automatic inputs to steering were smoother than Tesla Autopilot—this has also been reported. View out the windows: Front windshield--not nearly as good as Model 3 or Y—still fine though Back window--Not as nearly as good as 3, not quite as good as Y Side windows--Fine Cameras--good. Overhead camera fusion view for parking--very nice. Tesla does not have this. Traffic visualization--unless I missed something--there is nothing like what’s in the Tesla Entry--a bit hard to get in and out of driver’s seat due to narrow door geometry, but comfy once you are in—upright seats are awesome. Narrow door pockets don’t hold much and hard to see into. There was nowhere to set my right elbow while driving--it was hanging out in the air the whole time--so I would have been fatigued after an hour or two of driving. There was nowhere to put a note card to write on it--the center console lid is back too far for me. So if I need to make a note, I will have to stop and move the seat way back—or write on my knee with the steering wheel in the way. Also, no easy way to type on a laptop while parked and seated in the drivers' seat--impractical for someone like me who needs to read and answer email during trips. I thought that the accelerator pedal was not long enough. My foot slipped completely off it once and got stuck under it. I was wearing hiking boots that day, which may have contributed. IMO, this is a control danger in two ways--first, you can easily slip off when you have the pedal depressed a lot while in one pedal driving mode--which would cause you to slow down FAST. Second, I think you could have your foot or a floor mat get up under the pedal and get stuck like I did with my boot--because of the geometry. I had trouble with the "Siri" function. I am not sure if this had to do with the car or my phone that the car was using. I think the car was using it’s own cellular connection—but I did not verify. I asked the car to "Drive to Larry Miller Ford" (the Dealership I had left from). it said "No Result Found." Same with "Navigate to Larry Miller Ford." Same with "Drive to a Charger." Same with "Find a Charger." It said "Please try again." It did what I asked when I said "Make it warmer." These voice commands would generally work fine in my Tesla using my same phone. Sales told me I would have maybe a 6-month wait—supply chain problems have made deliveries hard to predict. MACH-E PICTURES — I took these at the Ford Dealership o

How well do active cruise control systems work in practice?

Adaptive cruise control (ACC) works pretty well in practice, but needs some upgraded intelligence to blend in more with how humans drive. One of the major benefits of ACC in practice is peace of mind. The driver can focus on steering and doesn't need to maintain distance to the car in front. It is also less of an issue when the driver is distracted and does not notice the car in front is braking. ACC will slow down automatically and warn if the car in front brakes sharply. What it also does nicely, is when a car pulls in front of you (in the too-close zone) but is accelerating relative to your vehicle. ACC detects this and doesn't slam on the brakes to go to minimum separation, but retains speed until the car in front is in the safe zone. The major issue with ACC today (mind you, I am basing this on vast experience in a 2009 VW CC, so the current systems might be better at this) is how it tries to stays behind the car in front. When I am driving manually, and the car in front slows down slightly (either by coasting or lightly touching the brakes), I usually respond by letting of the gas coasting, eating up some distance to the car in front. But, dependent on the situation, 9 out of 10 times the car in front speeds up again, and the distance is increased, and I can resume my normal separation. Should the car in front continue to slow down, I can start braking. The nice thing about this, is that I minimize my brake use, thereby not disturbing the traffic behind me. And this brings me to how ACC handles this situation: it is much more mind bent on maintaining the separation with the car in front. So the car in front starts coasting, ACC responds a little bit later, begins coasting, but the gap is getting smaller, so ACC applies the brake to increase the gap. This startles the drive behind me who must brake harder than necessary. In the mean time, the car in front of me is accelerating again, and the gap is increasing, causing ACC to accelerate to go to the minimum separation distance it was set on. This behavior leads to more variety in velocity and more unrest in traffic. It would be nicer if ACC would allow the gap to shrink more if the velocity difference is not to big, as to emulate a human driver. This can also be applied to car pulling in between you and the car in front (in the gap that ACC leaves open) and does not accelerate. When this happens when I drive manually, I let of the gas, obtaining a safe distance. ACC applies the brakes, and tries to open up a (too large IMHO) gap. Concluding, ACC is really a driver's aid, it does not approach human flexibility in real-world conditions.

Would buying a used 2004-2006 VW Phaeton W12 be a horrible idea?

Nick Nguyen,, I would like to disagree with your answer. I live in Canada and have previously owned a 2004 Volkswagen W12 Premiere Edition (Imported from the U.S.). 1) The W12 "Premiere Edition" was a special batch-built group of cars brought over to North America for the Phaeton product introduction in the late fall of 2003. I think these cars were originally priced at about $88K. 2) If you ordered the exact same vehicle, but with a different paint colour (thus making it a 'regular' W12 purchase, not a "Premiere Edition"), list price of the car was about $101K. 3) The W12 Premiere Editions, along with many of the in-stock V8 Phaetons, were not exactly hopping out of the North American showrooms in the summer of 2004, so VW came out with some very aggressive subsidies to the dealers to help them move the product. As a result, there was a flurry of sales of new W12 Premiere Editions for about $70 to $75K in the late fall of 2004. Let me address a few things that you have stated that is incorrect. "It's an incredibly complex car that has aging electronics- for instance, adding an auxilliary input or ipod interface is nearly impossible." A kit made by DICE electronics is available for $120.00. You lose the CD Player function but you can plug in an iPod or AUX. "It's incredibly luxurious in some ways- for instance the trunk hinges on the W12 were manufactured by Campagnolo" Don't forget that the trunk/boot is power operated which will lift up by pressinng the VW logo on the back (Same as the Bentley Continentals - B logo). "It has CD based navigation that doesn't display street names in map view (and it's deeply integrated into the vehicle electronics and isn't replaceable)." It is a CD based navigation. You can purchase a TOMTOM Update disk (The last one I purchased was a 2013 from a BMW 7 series) which works perfectly fine. As well, it also displays the street names on the Nav. "Luxury features like cooled seats, adaptive headlghts, and adaptive cruise never made to the Phaeton in the US either." You get 6 adjustable cool settings on the Phaeton. There are NO adaptive head lights (Currently owning a vehicle that has Adaptive headlights, it's not a deal-breaker) and you can retrofit adaptive cruise control from the European spec Phaeton as all the connectors are on the vehicle. As well, you can also retrofit the keyless push-button start for around $350.00 from the EU spec Phaeton to NA spec Phaeton. "Try to get one with the four place seating package.", These exist but are almost impossible to find in a W12. "the Phaeton was a car created to thank Dr. Ferdinand Piech for his efforts turning the VAG brands around." This is not true at all. Back in the old days, there was a strict retirement policy at Volkwagen set at age 65. As a big bang, Piech wanted to create (in his words), "the best car in the world". Volkswagen having purchased Bentley in 1998, they wanted to create a new vehicle to refresh the model line. However, if Bentley absorbed the entire cost of the research and development of a new car, their books will only record losses. Volkswagen absorbed the cost of developing the Bentley Continental and badged it as the "Phaeton". Otherwise, to address the OP's question. If the ,starter motor, goes, you may as well replace the water pump as well. Being an engine-out operation, It takes 24 hours worth of labour the remove the engine then an additional 2 hours to replace the starter motor. If you live in temperate climates, you may have to look at replacing the ,valve cover gasket, ($1000.00 job). Tire pressure monitoring sensor will always go, (You can disconnect the sensor module). 2 Batteries. The Phaeton has an ,AGM (Absorbed Glass Mat Battery ,- Not aftermarket available $220.00) battery in the left compartment (Powers everything in the car except for starting the vehicle) and the, Starter, battery on the right side. My very mediocre massage seat died (Didn't bothered to look into replacing as it will cost thousands to replace). Brake pad wear sensors,, these have to be replaced with brand new parts ($200.00 for set of 4) or you can just disable it (What I did). Wheel alignment ,(Only available at VW dealerships) 3.5 hours of labour for the job. Low beam bulb (HID), ,to replace the bulb, you will have to remove the bumper. 2 Hour labour charge. Spend $200.00 on the proper OEM bulb and not $80.00 like I did (Died within 3 months). Performance Figures:, V8: 0-60 mph: 6.6 seconds Top Speed: 135 mph (governed) EPA City: 15 mpg EPA Highway: 22 mpg W12: 0-60 mph: 5.7 seconds Top Speed: 135 mph (governed) EPA City: 12 mpg EPA Highway: 18 mpg I averaged 8-14 MPG in my W12. Get ready for 300-400KM (190-250 miles) range at $80 fill ups. Overall, If you have to ask, you can't afford it. I've had another owner tell me that in the 2 years of ownership, he spent close to $19000 in repairs (Covered by his extended warranty) over a 2 year span. Mine was around $8000 (Including windshield replacement - $1300.00) over the span of 8 months. My Opinion of W12 vs V8:, The V8 is the more affordable option (less maintenance and just as fast). The W12 is the smoothest engine I have ever owned. If I were to do it over again, I would still purchase the W12. With another family member owning a Bentley Continental GT Speed and a Flying Spur, I would say that the Phaeton is closer to the Bentley (Same chassis) than the A8 L and much more luxurious over the A8 L. Another Opinion of W12 vs V8 (,Pros, Cons, General Comparison Discussion,:), I suppose I have a pretty unique perspective on this question, as I currently have a 2005 V8 and a 2006 W12. My 2005 is coming off lease and will be returned in two weeks. It has 47,000 miles and I just got home from a 4 day trip from Los Angeles to Lake Tahoe and back. I took the V8. It performed great in high temperatures and about 100 miles of solid 90 mph driving (hey, the 5 is a fast interstate).The V8 is different in three dramatic ways from the W12. It is louder (some would say this is good, others would say not so - I just say very different - throaty vs. turbine is an excellent way to describe it). I enjoy the engine sound in the V8, but after driving the W12 now for a few weeks (it has been at ,OEMpl.com, for a number of mods - new spec fog lights, Euro spec chrome trim on front bumper, brake powder coating, new rims, keyless start and a couple of other goodies) I have grown to appreciate the quiet nature of the engine. Somehow, the raw sound of the V8 gets the blood moving, though, in a way the sound of the W12 doesn't, but it is subjective. The second item is the transmission. I am a huge fan of the V8 - I have enjoyed every minute of driving this car, but I do feel as though the W12 transmission is smoother and more seamless. Although the V8 is still silky smooth, in purely relative terms, it "hunts" a lot more than the W12 does. The shifts are also more noticeable. Again, this is subjective. I would say the V8 leaves the driver feeling a bit more engaged since the W12 is so silent and you just don't notice is working through the paces. Third, is speed. I tend to drive fairly aggressive. I enjoy accelerating hard on some occasions, but not every time. Under normal driving conditions, there is not a huge difference is you just go half throttle. However....there is a difference. It is subtle and hard to explain. The W12 simply "launches" in a way the V8 doesn't. The V8 has to work harder to achieve the same results - obviously HP and torque come into play here, but with the W12, you really "feel" the difference, even at moderate acceleration. I think you have to constantly drive one and switch to the other as I have for the last month, to really appreciate this. The torque curve is also much flatter in the W12 and this is where the speeds from 80+ really make a difference. There is a great 2 mile stretch near LAX with no onramps and I have hit the limiter on both cars many times. I can say, without a doubt, and with respect to my V8 comrades, the W12 is just in a different league at speed. I would struggle to justify the 30k price difference in a brand new purchase, but the engine dynamics and power are really amazing and I appreciate the extra juice the W12 offers. I did pay a premium on my W12 but I think it is worth it (that being said, I don't really know what the price of a 2006 V8 with 16k miles would be). Also, I do not notice any particular handling difference between the two. I do think the stereo sounds better in the W12 due to the lack of engine noise (settings are identical in both 270 watt systems). Two different cars, both in a clas of their own. Also, no one will know what it is, no one will care about how nice of a car it is and occasionally, a VW owner will park next to you. Just off the top of my head, feel free to ask me any other questions for me to add.

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