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adaptive cruise control stop and go vw Post Review

The 2021 #VWAtlas features a more prominent grille bearing #VW’s new logo, enhanced adaptive cruise control with the addition of stop-and-go capability, and an improved lane-assist camera! Visit us today or give us a call at 480-786-8900 to take a closer look! : simariphoto/IG

@antgoo in the @roadshow @VW Tiguan review can you clarify "adaptive cruise control that works [in] [all the way down to] stop and go traffic" What does that mean? In video you say "in", in text you say "down to". Is this traffic jam creep or is it 0mph .

adaptive cruise control stop and go vw Q&A Review

What is, in your opinion, the best and affordable hot hatchback for 2019 (Ford Focus, Audi A3, Audi A1, VW Golf GTI, etc.)? Why?

Depends on what you are looking for, in terms of raw fun factor and less practicality look at the Ford Fiesta ST, or Fiat 500 Abarth. If you want the most comfort and features for your money look into the Hyundai Elantra GT Sport, which has great daily driving features like ventilated seats and stop/go adaptive cruise control as well as a wealth of active safety features. I gave you these suggestions because you mentioned affordable, but if you’re looking over 30 thousand, look no further than the Golf GTI Autobahn, Golf R, Civic Type R, and Focus RS.

How is Volkswagen Tiguan? Is it worth buying that car?

I own a new model Tiguan (sep 2016 delivery) with the 2 liter petrol engine, 180hp, and 4 motion all wheel drive, dsg 7 speed double clutch gearbox, and pretty much most options. I bought it to replace a Volkwagen Touareg that I’ve owned for 12 years. The main reason I bought it is because it is pretty much the only vehicle in it’s class with 2500kg towing capacity. BMW X3, Mercedes GLC, Volvo XC60, Seat Ateca all are limited to 2100kg. A two-horse trailer with two horses comes in at about 2400kgs. I’ve used the horse trailer, and the 4WD system to good effect in muddy fields. Although the Tiguan is a much more nimble, faster and lighter car than the Touareg, it is almost as big inside. Since my kids have grown up, I actually don’t need the full size SUV. Mine has all the modern driving aids and most options. I’ve driven 36019 km with the car up until today (Aug 22nd, 2017). Had one long life service, primarily an oil change at 30000 kms. Pro: Fuel economy: 12,49 km/l over its lifetime, but the last 3 months averaging at 13,4 km/l or 7,2 l / 100 km — however, I drive mostly in economy mode Great towing capacity for size of car; Excellent handling and comfort; Full LED dynamic lighting, digital dash display, HUD, Digital Audio Broadcasting… excellent; Wonderful panorama roof; Drives itself in stop-and-go traffic. Keeps in lane, keeps distance, and brakes to full stop and accelerates. Really useful if you drive a lot during rush hour. Cons: The collision avoidance system occasionally alerts too easily / soon; Until the first software update, some advanced systems did not work correctly (the speed sign recognition system, the handsfree tail liftgate), or occasionally showed intermittent faults (the adaptive cruise control). These have all been resolved; All in all, I am very happy with the purchase, and would recommend it.

What is the best car or SUV I can by for $26,000?

I’m retired, but I work at a rental company part-time. The job doesn’t pay much, but my favorite perk is that I get to drive pretty much all of the mainline cars in the United States. I prefer sedans, but here is my list ranking of my favorite SUV’s, based on ride quality, safety features and good mileage. 1. Hyundai Tucson- well equipped at base level, smooth ride and excellent gas mileage, plus a fantastic 60,000 miles warranty and the best value for the dollar spent. 2. Ford Escape- good handling, strong engine, best looking interior in light colors, feels stable and stately. Doesn’t get good mileage, though! 3. Toyota Rav4- the current one - Although I’m not excited by its looks, it is the most sold SUV for a reason. It has lots of cargo space compared to the CX5, it comes with lane keep assist, adaptive cruise control and accident avoidance braking standard (most of the others make you move up the trim line (pay more), to get these features. 4. Mazda CX5- it is my favorite because it really does offer the best and sportiest handling of this group, it is absolutely a blast to drive. However, the rear cargo space is smaller than many of its competitors. It gets good mileage and it feels solid. 5- Honda CRV- It is the most spacious and has safety features, which is why I like it. But the plastic like interior, and that tiny turbo engine did not impress me in any way. Go a site like “truecar.com” where you can see basic pricing and configure the vehicle choice to your liking. But remember, the only two that automatically come with active safety features on all trim levels are the Honda CRV and the current Toyota RAV 4. Note: The Rav4 is about to be replaced, so you may get some really good discounts on it. I reread your question and realized you included cars in it! Toyota Camry, hands down, is my number one choice! I have a nice Sonata (I like four door), but drove a new Camry recently and was immediately ready to trade my Hyundai. Drove the Camry on a 4 day, 1200 mile trip. It achieved highway mileage of 37 to 41 miles a gallon. It handled better and had noticeably perkier acceleration than my Sonata, or the Nissan Altima, The Camry has great seat and steering wheel adjustment and doesn’t feel as big to drive from the inside as it looks on the outside. A car jumped in front of me, the Camry immediately slammed down its speed, before I could do it, avoiding an accident. Wow! Second suggestion, the VW Passat. It’s like a driving an Audi at half the price, for its great steering, although the interior is kind of basic. Number three, would be the Kia Optima. Although Kia is part of the Hyundai family, they produce cars that leans toward the sporty driving feel, versus the Sonata’s smoother rider approach. Ford Fusion, is the best American driver car, but Ford is saying they will stop making them, so I won’t recommend it. Almost forgot, if I had to buy today, the Accord, which I consider the best looking of the bunch, would be a choice. My only fear is that new ‘small displacement turbo 4 engine’. The regular Honda engines had good history (I drove an Accord from 3 miles to over 317,000 miles). Not comfortable with tiny turbo engines. Note-Camry is whipping the new Accord’s butt by more than 30% in sales, I think. I feel switching to the unfamiliar turbo technology is part of the problem. Again, these are cars I’ve actually driven extensively. Happy hunting.

With the high cost of a Tesla, why is it a popular buy with car buyers?

As one of those who paid the price for the early version of the Model 3, I will respond with my personal reasons. While I did not have the price of a Model S or X, nor did I need a car that big, the Model 3 Long Range is the most marvelous car I have ever had. I might mention that my very first car, a new 1965 VW Fastback had the same range as the Tesla. 300+ miles, because it had a 10 gallon tank and got 30 miles to the gallon. The Model 3 gets a range as good as its larger siblings with a battery pack 3/4 the size, It is the most efficient car I have ever owned, yet it is far more luxurious, far more fast and powerful, and far safer than any other car I have owned as well. When I got my first car, I suffered car payments for the first time and with this car I can expect to suffer them for the last time in my life. It should last that long given how simple the drive train is. Then there are the things it can do now that any ICE vehicle in its class cannot do. I bought the Autopilot package, which not only can steer itself in its highway lane without my input, a “lane assist, adaptive cruise-control” that works better than any other car that has that feature, it knows what the speed limit is wherever it is, can change lanes by itself if i ask it to, and with the recent over the air upgrades, can take me through several different expressways, knowing its way and proper speeds through the interchanges to my GPS destination offramp. In time it will be able to do it from door to door obeying stop signs and traffic signals. It also has enough sensors for full self driving, meaning that when I can no longer drive myself, it can do it for me. At this time, I fully appreciate that rush hour driving annoys me far less with its automatic stop and go with the flow of the traffic. I merely have to supervise it while enjoying the wonderful sound system it has. Those are my reasons. Others who bought the car love its other attributes, of which there are many I have not covered. The cost of one has just dropped into the middle of the comparable price range for the most basic version, so perhaps your question is a bit late.

What is so unique about Tesla Model 3?

The most impressive electric car this side of a Porsche Taycan. Fresh design, a sense of humor, and backed up by Superchargers Overview What is it? The Tesla Model 3 is an American four-door saloon car with rear- or -four-wheel drive, seating for five people at a pinch, and a touchscreen inside. Sure, it’s all-electric, but it hardly sounds like A Verified Big Deal, does it? But the Tesla Model 3 is one of the most important big deals of the 21st Century so far. This is Tesla’s long-awaited affordable entry-level car, designed to take on the best-selling likes of the BMW 3 Series, Audi A4, and Mercedes C-Class, not to mention their slow-off-the-mark electric cousins. And thanks to Tesla’s viral, household name status and the ambition of the car’s features, the Model 3 has become a phenomenon. It sits below the Model S saloon in the range, and in Standard Range Plus guise, is priced from £40,490. That gets you rear-wheel drive, and a claimed 278 miles of range between visits to a public Supercharger, or your home wall box. Above that in the ‘3’ pecking order lie two all-wheel-drive versions: the Long Range (good for up to 360 miles), and the Performance, which sacrifices a few miles of range but will outrun a Lamborghini Huracán up to the national speed limit. Something for everyone, then… These model lines are correct at the time of writing (January 2021) but Tesla has a habit of creating and killing off trim levels willy-nilly – here today, gone tomorrow. And the price has long since crept away from the mid-£30k target once-vaunted. Not that it stopped the Model 3 from becoming Britain’s best-selling electric car in 2020. As per all Teslas – and most electric cars – the Model 3 is powered by a slab of lithium-ion batteries mounted on the car’s floor, where they’re best protected from a crash and helpfully low to keep the center of gravity in check. That means you get a second boot (frunk or froot, choose your front-biased cargo bay term) in the nose, which is handy for stowing mucky charging cables. Chances are you’ll have heard fragments of what makes Teslas so interesting floating around the internet. Giant touchscreens, funny Easter egg content like games and built-in Netflix, and something about them being able to drive themselves while you take a nap or watch ,Tiger King,. Let’s get on with saluting Tesla for the truth in that, and dispelling the myths the Californian brand’s cult-like following would have you believe. Driving What is it like on the road? Yes, you do have to do this bit yourself. All UK-spec Model 3s come with ‘Autopilot’ built-in as standard, declares Tesla’s website, and you’ll have visions of setting the nav for Saint-Tropez, bedding down for the night, and waking up on the riviera. Not yet, by a long stretch. Autopilot is merely an umbrella term for adaptive cruise control, blind-spot monitoring, lane-following assistant, and pedestrian-avoidance steering. All terribly useful and well-integrated, but nothing you can’t find in a BMW 3 Series and co. To get the full suite of Tesla cleverness, you’ll need to spend £6,800 on the Full Self-Driving Package, which purports to control the car entirely on the motorway (though no longer without your hands on the steering wheel) to automatically find and enter or exit parking spaces, and even summon the car to your location if, say, you want to avoid getting caught in the rain when leaving the shops. Welcome to The Future. Splendid idea, but in execution, not quite there. The Model 3’s automatic lane-changes on the motorway vary from hesitant and haphazard, causing other drivers to be wary of the Tesla rather drunkenly dawdling nearby. Similarly, the Summon feature is a great party trick but better suited to sprawling American parking lots than your average provincial high street. We’ll bet you end up just taking over and doing it the old-fashioned way, using the supercomputer between your ears. Having saved you a few quid on the tech, next, let’s do the same with speed. Trust us, you really don’t need the 450bhp-strong Performance. The £56,490 dual-motor range-topper is supercar fast and that’s one heck of a punchline, but the acceleration is so vivid it’s verging on uncomfortable for passengers. We’ve got into the habit of turning down the acceleration from ‘Sport’ to ‘Chill’ mode, which sort of defeats the point. Imagine how rapid it feels to make us lot at Top Gear say we’d make do with the slower one. Aspirin, anyone? Even the entry-level Standard Range Plus will go from 0-60 in 5.3 seconds, silkily speeding away in silence from the Porsche Cayman who’s still changing gear and building up his revs. It’s effortlessly, instantly rapid. The other reason you might not want quite so much poke is that, despite Tesla’s best efforts, this isn’t a true sports saloon. Sure, the CoG is snake-low and there’s plenty of grips, but the remote, synthetic steering feels like it’s come off an early Xbox rig and the brakes are mushy. The Performance can be coaxed into powerslides, but you can sense the sheer mass heaving around in direction changes and the Model 3 feels out of sorts when pushed as hard as the Crème aus Cremes of German performance metal. As a seven-tenths car with effortless pace though, it’s sensational. Shall we talk range? Teslas tend to excel here, and the Model 3 keeps up the tradition. In a recent winter test of the 2021-spec Model 3 Standard range, we were headed for 210 miles on a charge, with a power consumption of 4.7 miles per kWh knocking the VW ID3 and Nissan Leaf’s 2.7 mpkWh into a cocked hat. Teslas are pretty range-anxiety proof, due to the proliferation of the Supercharger network, its speed of charging, and how efficiently the car uses its battery reserves. A new heat pump from the Model Y has eaten into front boot space in the latest models, but it means even less guilt from cranking up the heater in cold weather. Of course, you can save yourself the bother by pre-conditioning the car via the touchscreen calendar, or your smartphone, which can also act as the car’s key. The low-speed ride is leagues better than it used to be in, say, an early Model S, and the rolling refinement is predictably serene. But handling and speed – that’s all a bit 20th Century, compared to Tesla’s true forte: the interior tech. On the inside Layout, finish, and space Staying true to the Model S’s maxi-minimalist interior design, the Model 3 is just as stark. The dash is nothing but a slab of wood, a full-width air vent, and a 15.4-inch touchscreen, landscape orientated, rather than the larger portrait screen in the S. From where you sit, on a slightly narrow but otherwise comfortable chair, the screen appears to hover in mid-air. Scour the cabin and the only physical buttons you’ll find are two unmarked scroll wheels on the steering wheel (left blank so Tesla can change their functions if needs be via software updates), regular for the electric windows, a button for the hazard lights above your head and a button on the grab handle to open each door, although there’s a physical lever below that in case the electrics catch a cold. Space in the back seats is fine for anyone up to six-foot-tall, a bit cramped beyond that, but it’s worth it for the endless view out through the full-length sunroof that wraps right around and behind your head. It’s because of that infinity roof that the 3 isn’t a hatchback, so you have to make do with a notchback boot, although split-folding rear seats mean you can fit longer objects in, too. Fallen on hard times? Drop the back seats and double blow-up mattress slots in perfectly – some companies make bespoke ones that pack up neatly in the boot. Overall, the build quality and materials are a step behind the established premium European players, but by keeping things super-simple, it’s never really an issue. Acres of plastic switchgear and multiple screens and sockets would have only highlighted Tesla's shortcomings. Multiple test cars we’ve tried have suffered from bugbears like sticking windows and misaligned trim, so check a Model 3 carefully before you accept delivery. As it is, everything is dominated by that central screen. Seriously – you even have to find a sub-sub menu to adjust the steering column reach and rake. The general idea is that the quarter closest to the driver is dedicated to information and controls you might need while driving, including a visual representation of your autopilot situation and shortcuts to the trip computer, charge status, etc. Oh, and your current speed. The Model 3 would do well to include a head-up display for such vitals. The rest is dominated by a map or whatever you want to overlay, such as your radio or music streaming, climate control settings, and phone status. Alternatively, you can dive into the settings menu (best to do this when stationary) and have fun tweaking your steering weight, how much re-gen braking you want, and if you’d like the turn signal to make a fart sound. Really. Although the basic driving controls couldn’t be simpler, this isn’t a car you fully understand in the first five minutes. Like a new smartphone, you need to commit some time to learn the shortcuts, locating the settings you might need, and engraining them in your brain. That said, the touchscreen operation itself is fabulous. The graphics are industry-leading for sharpness, the reaction times are iPad-like and the menus aren’t complicated stacks of multi-layered mayhem. Got everything set just so? Good. Now you can have fun exploring some of Tesla’s ‘Easter eggs’ – modes that are there for no reason other than to make you and your passengers laugh. Modes like the Mars button that turns the map into the surface of the Red Planet, or the Santa setting (only available with Autopilot engaged) which turns your car into a sleigh, the road into a rainbow and other road users into reindeer, or the vast array of old arcade games you can play with the steering wheel scroll buttons in gridlock. You will either find this stuff fun or excruciatingly annoying. Especially when you discover the racing games, which employ the car’s actual steering wheel and pedals, will do your tires no good whatsoever as they’re dry-steered about while you aim for a new high-score. Still, when was the last time you played in-built Mario Kart in an Audi? Exactly. Welcome to a new way to do interiors, where how you have fun when you’re waiting for a charge is just as important as the boring old business of regular transport. Owning Running costs and reliability If you’re happy just to lease it, the cheapest Model 3’s payments dip to £450 a month, from around £600 on a PCP. This is the iPhone of cars after all. In 2024 you’ll be due an upgrade. And in the meantime, Tesla is at pains to point out you’ll save tens of pounds per mile in tax, fuel, and maintenance versus a conventional petrol-powered rival, though that case will weaken as more EV contenders come on stream, with the likes of the BMW i4 and Ford Mustang Mach-E due on the scene imminently. The latter is more of a crossover of course, but if you need more space in your Tesla, there’s the higher Model Y now joining the family. Whereas Superchargers used to be free with the Model S and Model X, you have to pay as you go with the 3, although there’s an allowance of around five to six free Supercharges per year. You’ll spot the red and white charging stations at most motorway services now: as of March 2020, Tesla has created 16,100 Superchargers at over 1,800 locations worldwide. These include 908 stations in the U.S, 98 in Canada, 16 in Mexico, 520 in Europe, and 400 in Asia, with more promised to link in the gaps between major highways and byways. Plug the car into your three-pin wall socket at home and the juice crawls along, adding about five miles of range for every hour. Get a home wall box and you could charge at up to 16.5kW depending on your home connection – that’s 51 miles for every hour plugged in. More realistic for most UK homes is around 7kW, or 22 miles per hour of charging. Beware upgrading to 19-inch rims – they’ll pinch range due to added rolling resistance – and we’d shun the white interior scheme. Even if you’re only keeping your Tesla for a handful of years, the upholstery will be looking tired if you have children, pets, or wear denim. As standard, there are a plethora of features, from heated electric seats to built-in karaoke internet browsing with Netflix and YouTube apps, a tinted glass roof, electric folding, and adjustable door mirrors, and for 2021, wireless phone charging. Pity that Tesla chose to angle the charging bays directly at the driver, where they’re most distracting – but by the look of that touchscreen, Tesla’s hardly worried about screens being overbearing, is it? Happily, the waiting list is now down from over a year to less than a month. That’s the boon of only offering a handful of colors and only two cabin color schemes. The Model 3 doesn’t need a wild spec to stand out, yet. Verdict Final thoughts and pick of the range Everything Tesla has done up to this point has built towards the Model 3... and it's been worth it Posed against po-faced competitors, Teslas are invariably the quick ones, the efficient ones, the fun ones with Fart Mode, and the lucky ones least dependent on a haphazard charging ecosystem. Even a basic version with a single rearward motor and only Chill/Sport acceleration settings develops 235bhp and punches to 60mph faster than a £55k Jaguar F-Type. While the angry frog styling won’t be to all tastes, the interior is a real love/hate arrangement and the driving dynamics aren’t all that memorable once you’ve stopped swallowing your tongue every time you nail the throttle, it’s easy to see why the Model 3 has become a global standard-setter for EVs. This is the future we were promised – a car with sentience, a sense of humor, and a fresh take on the old norms. After trying this, your old repmobile will feel positively Brunellian. The Model 3 was Top Gear’s 2019 saloon of the year, beating the old guard and maintaining its lead of the new EV pretenders. It’s been in production since mid-2017, but even heading into middle age, nothing on the market has yet managed to beat the Model 3 on all fronts. While not without flaws, it is quite simply one of the most interesting, compelling cars in the world right now.

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

Is adaptive cruise control a game changer for people regularly stuck in stop and go highway traffic?

Full radar adaptive cruise control that works down to stationary is great. I have a VW Golf with such a system. Unfortunately, mine doesn’t want to accelerate hard enough, so it’s not entirely feet-free, but it works well enough that I don’t have to concentrate much on speed and distance, and instead look at the traffic. You do have to watch for the cars ahead of the one the radar is tracking slowing suddenly, because the radar can’t see them and won’t anticipate.

Which car is the most luxurious car in the world?

Top Gear's top 10: luxury cars We put our sensible hats on to bring you the 10 best luxury cars out there 1.Jaguar XJ Jaguar’s futuristic range-topping saloon remains a striking car, even three years after launch. For 2014 it was tweaked, with subtly honed suspension settings, better sat nav, a standard eight-speed auto with stop-start plus big improvements in diesel efficiency. Now it’s been facelifted again, with revised engines and interior tech, full-LED headlights and more distinctive ‘J-blade’ daytime running lights. The XJR is still around, with its 550bhp supercharged 5.0-litre V8 and Merc-AMG-like attitude. But now there’s a R-Sport model for those who want the looks but not the fuel bills. There’s a new top-of-the-line Autobiography trim too, for those who like to spend no less than six figures. 9.Porsche Panamera The all-new, second-generation Porsche Panamera. Yep, really. All of its parts are new, even if it does just look like a facelift. Albeit a very successful one: the Panamera has finally grown into its skin, and wears its 911 styling cues better than ever. You may disagree, but we think it looks pretty darn good. 8.Bentley Bentayga £133,100 – £196,590 It’s what happens with the might of the VW Group megazords together to combine all its tech and toys in one ultimate SUV. The Bentley Bentayga is the Crewe marque’s first SUV, and if you we’re being cynical, you’d immediately point out that underneath, this car shares some of its roots with the likes of the Porsche Cayenne, the Audi Q7, the Lamborghini Urus, and indeed the VW Touareg. But being a Bentley, it has to be faster than the Porsche, more luxurious than the Audi, more refined than the VW and better off-road than the Lambo. Excess all areas. And you know what? Bentley has succeeded. We can debate the morality of two-tonne-plus SUVs versus their popularity forever, but there’s no doubt that the Bentayga is a tour de force. It’s been around since, so there have been several models of Bentayga so far. The original was the standard W12, powered by a 6.0-litre bi-turbo engine good for 605bhp. That’s now been superseded by the Bentayga Speed, which uses a redeveloped version of the same engine to achieve 626bhp. Too profligate? If you were quick ,you could have got hold of the first and only diesel Bentley ever made: the Bentayga diesel, which used Audi’s 430bhp electro-turbo V8 derv. A magnificently rangey and torque-rich experience, the tide-turn against diesel saw the model killed off in Europe, effectively replaced by a V6 petrol a plug-in hybrid model instead, bolstering the Bentayga’s eco ranks. Sort of. There’s also a V8 petrol model, which is probably the sweet spot of the range, as it is with most Bentleys, truth be told. All Bentaygas are of course four-wheel drive, all weigh north of two tonnes, and all of them seat five people. Apart from the ones optioned like a private jet to seat four instead. Prices? From £130,000, if you avoid the options. As if you would… 7.Rolls-Royce Wraith £251,240 – £288,410 The Wraith is billed as “the most powerful and dynamic Rolls-Royce in history”. The first bit is easily dealt with: a turbocharged 6.6-litre V12 sends 624bhp to the rear wheels, ten per cent more power than you’ll find even in the new Phantom and Cullinan. As for the most dynamic? Well, you’d argue that’s not difficult, given Rolls has long mastered the art of hefty, comfy cars that are designed to soothe not scintillate. But the Wraith is based upon the Ghost limo, so it’s hardly got a sporting chassis at its core, though its rear axle has been widened and its wheelbase shortened. “The car’s suspension has also been tuned to minimise body roll and discreetly amplify feedback when cornering,” says Rolls, “while steering weight is heavier at high speeds and lighter at low speeds adding to the spirited drive.” Achieving those high speeds ought to be a doddle; with two turbos, the Wraith has a ginormous 590lb ft of torque available from 1,500rpm, enough to shift its 2.4 tonnes to 60mph in 4.4secs. Quicker than hot hatches with not dissimilar power-to-weight ratios, and quite startling to experience in something with lambs’ wool floor mats. Indeed, it may be the most sporting Rolls ever, but it’s still dripping in luxury. There are four finely proportioned seats, sumptuous materials across most surfaces and head- and leg-room aplenty, even in the rear. Don’t worry, the front seats electrically whirr forward to allow anyone climbing into the back some extra grace. Its £250,000 starting price really is just the start, too. Few Rolls-Royces leave the Goodwood factory without first having been made fully bespoke to their buyer’s needs; colour-matched inside and out, fibre-optic star headlining fitted, the full works. Half the fun of having a Rolls-Royce isn’t driving it (or being driven in it), but the buying process itself. The Wraith is now one of the oldest Rolls-Royces on sale, having arrived in 2013. The Ghost it’s spun from landed in 2010, and its drop-top sibling – the Dawn – started production in 2015. While the new-generation Phantom is sold only as a saloon, the Wraith is the car of choice if you want your Rolls-Royce to take the form of a two-door coupe. 6.BMW 7 Series Well, it used to be the ultimate BMW. A 7 Series was the undisputed flagship. But is that the case any more? Especially now that the X7 exists – a luxury limo in the (ghastly) shape of a seven-seat SUV. There’s the new 8 Series too, which will spawn a four-door saloon version – with an M badge. Certainly, there are other BMWs vying for the title of boss of the family. Meanwhile, BMW’s been listening to what its customers wanted from the 7 to beat the likes of the Mercedes S-Class (traditionally the class-defining leader in the limo set) and the Audi A8. And, what they came up with was a triple-threat approach. “Make it more imposing, make it look more different to a 3 and 5 Series, and give us more novelty features,” said the customers. Well, we can probably tick off tasks 1 & 2. The new 7 Series is a mildly terrifying looking object, thanks mostly to slimmer laser headlights framing a grille that’s 40 per cent bigger than the last version. No kidding. The whole bonnet is 50mm higher to squeeze in the mega grille, all in the name of giving the car more road presence. Lower down, the bumper now has cleaner, slipperier aero, diverting draughts into the front wheelarches and back out again by newly vertical ‘air breather’ vents, which reduce drag. Boy is it bluff to look at. A BMW caricature. In a hall of mirrors. Round the back, the LED lights are now more angular and their lighting elements animate and ‘scroll’ across the car. Apparently the boss of BMW Korea hugged the designers when they demonstrated this, so grateful was he that this gimmick – sorry, novelty – had been built in. Oh, and there’s a full-width light bar at the back, like every other German car these days. Are you not convinced? Are you wretching over your screen? Well frankly, unless you’re in China, BMW doesn’t give a monkey’s. In China, the 7 Series has a 40 per cent market share, and the big grilles and XXL chrome is bang-on for Asian tastes. BMW says it’s also had bags of positive feedback about how the car looks from American and European customers. They seem to be quite difficult to track down, though… Inside, the 7 has been gifted a new centre console layout with flush glossy buttons from the 8 Series, and the new digital dials from right across the BMW range. The highlight is the bodyshell. BMW made use of techniques and production methods devised for the i3 and i8 to trim 40kg from the 7’s chassis, which incorporates bits of carbon fibre (some as long as a normal-sized bloke is tall) for added stiffness, strength and lightness. All told, the new 7 is some 130kg lighter than the old car. A net 200 if you factor in all the added kit, which weighs 70kg by itself. Powertrain wise, the biggest improvements come in the 740Le plug-in hybrid, which can now go up to 36 miles on a charge, thanks to a 40 per cent increase in battery capacity. There’s also an entirely new, and utterly glorious V8, in the 750i, which is great news for American customers but of little note in Britain, where it’ll incur more tax than a cross-channel ferry. The M760Li V12 lives on, albeit dropping below 600bhp because of pesky new particulate filters strangling the power a touch. We doubt you’ll notice. 5.Audi A8 £70,785 – £104,590 A big, important barge of a thing relatively few will buy, and a technical achievement few have the resources or engineering might to match or surpass. It’s the new Audi A8 – the cleverest Audi of all. And so it should be, because if you really want to see what a manufacturer is truly capable of engineering, you look at its flagship. And the A8 is and always had been Audi’s, which is why the new one gets a load of tech’ we haven’t seen before, but almost certainly will on future A6s and A4s. Tech’ like ‘Traffic Jam Pilot’, which delivers “conditional level three autonomy” by taking complete control of the steering, brakes and accelerator on motorways and dual-carriageways. Or the new infotainment system, which pairs Audi’s ‘Virtual Cockpit’ instrument cluster with two touchscreens for a largely button-free centre-console. Much of said tech’ can only exist for the 48-volt, water-cooled electrical system that technically makes the A8 an ‘MHEV’, or ‘mild-hybrid electric vehicle’. This all takes some explaining, so more later. More too on the interior, which because the new A8 is bigger than the car it replaces – longer by 32mm and taller by 13 in either short- or long-wheelbase (which adds another 13cm of rear legroom) – is suitably spacious. The car’s heavier too; for all the aluminium, CFRP and magnesium Audi promises it’s used in the more rigid ‘Space Frame’ chassis, it’s almost 100kg up on the old car and lardier than either of its main competitors, the (relatively) featherweight carbon-cored BMW 7 Series and Mercedes S-Class. So in the short-term anyway, it’s not massively quick. For starters Brits get a 3.0-litre V6 in either petrol or diesel. An ‘e-tron’ plug-in hybrid (with wireless charging) will follow along with a W12 and 4.0-litre diesel V8. And the one you want is… 4.Bentley Continental GT There’s a key point in Bentley’s timeline that we can call BC: Before Continental. So vital was the first Conti GT – not only for sales, but setting a template and tone for the whole brand – that you could easily argue that were it not for the two-door coupe Bentley might very well not be with us today. The most successful luxury car of modern times? Quite probably. And now it’s into its second generation. It must sell well, and it must still be the focal point for the whole brand, to embody what a Bentley is while the Bentayga SUV makes the big bucks elsewhere in the range. It’s a handsome thing, the new Conti GT, at least in profile, where the front wheels have been shifted forward to improve the weight distribution and drop the engine lower and further back in the chassis. In fact 55 per cent of the weight still sits on those front wheels, but there’s less of it than before – the body alone is 80kg lighter, helping the new Conti GT weigh ‘only’ 2,244kg. But Bentley has made no secret of the fact that a heavy kerb weight actually helps deliver the road-crushing stability and momentum that characterises the way its cars drive. They’re knowingly hefty things. Powerful 48v electrics from the Bentayga are used – among other things – to manage the suspension, with actuators on front and rear anti-roll bars combating body roll. The set 40:60 power split is now fully variable and actually sends 100 per cent of torque to the rear wheels as often as possible to the benefit of fuel efficiency and emissions. There are two engines to choose from. Cheapest is the V8, a 4.0-litre twin turbo offering up 550bhp, a 4.0sec 0-62mph time and 198mph top speed. Another eleven grand upgrades you to the big-boy 6.0-litre W12 engine. Basically two V6s on a common crank, it’s carried over from the old Conti albeit modified enough for Bentley to declare it the ‘most advanced 12-cylinder engine in the world’. It features cylinder shut off under light loads, while also producing 626bhp and a thumping 664lb ft of torque from a mere 1,350rpm, maintaining that through to 4,500rpm. Performance is better: 0-62mph takes 3.7sec and its top speed is 207mph. Both versions powering all four wheels through an eight-speed gearbox and, should be feel like behaving uncouthly, via a launch control system. Standard specification includes full Matrix LED lights, a 12.3in central touchscreen, wifi, head-up display, night vision, a 650w stereo and 21in wheels. Pricing starts at around £150,000, putting this in direct competition with the likes of the Aston Martin DB11, Mercedes S63 Coupe and Ferrari Portofino. But you won’t be spending that. You’ll be spending much more, getting the stitching to match your shoes, the wood to match the office in your third home, and so on. This is a car made for the bespoke treatment. 3.Rolls-Royce Phantom Since the first Phantom appeared in 1925, Rolls-Royce Motor Cars has had its ups and downs. When the outgoing Phantom appeared at the stroke of midnight on January 1st 2003, the company even called it ‘the last great automotive adventure’. Maybe that should have been penultimate, because we’ve just driven the new car, and as internal combustion most likely won’t be around in another 14 years’ time, this really could be The One. Rolls-Royce reckons the Phantom is the barometer by which everyone else in the world of expensive luxury goods measures themselves, so the bar isn’t just raised here, it’s bejewelled and platinum-plated. You know when someone claims to be ‘the Rolls-Royce of watches/furniture/granite-kitchen-worktops’? Well, this is the Rolls-Royce of Rolls-Royces. Rolls says the Phantom’s new spaceframe structure is 30 per cent more rigid than the previous model, a figure that rises significantly in key areas such as suspension and gearbox. This new structure, coincidentally, offers sufficient flexibility to underpin the next wave of Rolls product, its SUV included. The chassis gets an all-new suspension setup, with a double wishbone configuration on the front, a five-link axle at the rear, adaptive dampers, and active anti-roll bars. It’s also the latest car to benefit from four-wheel steering, whose three degrees of counter-steer help shrink the car’s heft at higher speeds, as well as improving low-speed agility. The Phant’s air springs feature bigger chambers than on any previous Rolls, and the tyres are specially developed Continentals whose structure incorporates 2kg of sound absorbent material. There’s 6mm-thick, dual-layer double glazing windows all-round. The body-in-white features the largest-ever cast aluminium joints to enhance sound insulation, and overall the Phantom carries more than 130kg of sound-deadening material. There’s double skin alloy within the floor and on the front bulkhead, into which a foam and felt layer is squeezed. There’s more insulating material in the headliner, doors, and boot cavity. All of this contributes to the car’s 2,560kg kerbweight (2,610kg if you go for the long ’un, which adds 220mm to the wheelbase), but that’s surely an irelevance. As well as monitoring body and wheel acceleration and steering inputs, a stereo camera mounted in the windscreen reads the road ahead to effectively erase surface unpleasantness before it’s allowed to upset the occupants’ Dom Perignon. The new Phantom also features so many assistance systems that the heart of its electronic architecture is the single largest component produced by the BMW Group. 2.Range Rover £81,785 – £177,485 Arguably the definitive big, luxury SUV. Frequently imitated, but rarely bettered or even equalled, the Range Rover has been around since the early Seventies. And even though that means it’s only a couple years shy of its fiftieth birthday, the Rangie is still only in its fourth generation. Admittedly the fact the first-gen (later known as the ‘Classic’) lasted for more than two decades skews that figure a bit. But still… The current car was launched in 2012. It debuted a new aluminium monocoque that cost the company a billion quid or so to develop. So even though it’s bigger than the car it replaced, it’s lighter by in some cases almost half a tonne. That means it’s faster, tangibly better to drive and more efficient. And with the 2018 facelift comes even more efficiency, thanks to the introduction of the P400e plug-in hybrid, which pairs a 296bhp, four-cylinder petrol engine with a 114bhp electric motor for 64g/km of CO2, a claimed 101mpg and 31 miles of all-electric range. The P400e replaces the SDV6 Hybrid (a conventional, non-plug-in hybrid with the 3.0-litre V6 diesel and a small electric motor) in the line-up, but V6s and V8s in petrol and diesel (with up to 557bhp for the flagship, 5.0-litre supercharged V8 petrol) remain available. All are linked to an eight-speed automatic gearbox and all-wheel drive with the deeply clever ‘Terrain Response’ technology that gives the Rangie its peerless off-road ability. Nowadays the Rangie doesn’t just compete with other big SUVs, but conventional luxury saloons like the Mercedes S-Class, BMW 7 Series and Audi A8. It has to rival those cars – traditionally their makers’ technological flagships – on every level. Which is why the new car offers higher levels of luxury and cleverer tech than we’ve yet seen from JLR. For the facelift it’s added the dual-touchscreen infotainment setup as debuted in the Range Rover Velar, ‘Pixel’ headlamps with 144 LEDs and four laser diodes each for more than 500m of visibility and much besides. We’re promised a new seat design - adjustable up to 24 (!) ways - makes the Rangie “more comfortable than ever” in the front, and that the ‘Executive Class Seating’ option for rear-seat passengers gives “the impression of a luxurious wraparound lounge-like interior”. Exterior changes include a new grille and bumper, with larger vent blades. At the side the lower accents and vents have been reworked, while at the rear the updated bumper features integrated tailpipes across all derivatives. Long- and short-wheelbase options are available, with prices starting at £79,595 for the former and £112,900 for the latter, and rising to £177,030 for V8-engined examples of Rangies fettled by JLR’s Special Vehicle Operations division. 1.Mercedes-Benz S-Class Without a doubt the benchmark big luxury saloon, the one Audi, BMW, Lexus, Cadillac and even Jaguar and Maserati must define themselves by and be measured against. This car defines the sector and is the one all others must topple. The latest A8 and 7 Series are both much newer than the S and thus have some exceptionally clever tech on-board, but while both are excellent cars in their own right, neither is quite as special as the big Merc. A facelift in 2017 – this generation’s last before it’s replaced by an entirely new S-Class – gave many new things. Chief among them new engines, Merc’s latest-generation in-line six-cylinder diesels and petrols, plus a plug-in hybrid and the S63 AMG’s V8 bi-turbo petrol. The rare-groove S65 is no more, but you can still get a V12-engined S-Class in the form of the super-luxe, super-rare and super-expensive £180,000 Mercedes-Maybach S650. This update also gave the S-Class an array of semi-autonomous driving technology like Active Speed Limit Assist, Active Lane Change Assist and Remote Parking Assist, most of which debuted in the E-Class. But to make sure the S-Class kept its crown as the techiest Merc, it got a few of its own too. The main one is a kind of active cruise control that, as well as sensing and maintaining gaps to other cars, knows to slow you for roundabouts, corners and tolls using GPS. Of course that particular system has been rolled out to other Mercs now, but it’s reasonable to expect much cleverness from the new S-Class, which could be revealed as soon as this year. Because this particular era of S-Class is so near the end of its life, Mercedes has massively cut back on the number of trim levels/equipment combinations if offers. Now there’s just one trim for the non-AMGs – ‘Grand Edition’ – and only the cheapest S350d is available with the short-wheelbase.