Rivian says that AI in the cabin is the future of in-car controls.
This essentially puts the debate over Apple CarPlay integration to bed, at least in Rivian’s eyes.
Whether consumers agree remains to be seen.
A lot of people love Apple CarPlay and Android Auto. The idea of mirroring your phone to the infotainment system is a huge selling point. But an increasing number of automakers, including Tesla, General Motors, and Rivian, to name just a few, are turning their nose up at the idea and instead using their own in-house solution.
Recently, Rivian’s chief software officer, Wassym Bensaid, elaborated on the company’s software philosophy. It turns out that the EV maker still isn’t a huge fan of stuffing CarPlay into its cars and instead believes that no amount of buttons or screen mirroring can replace the interface that really matters: your voice.
Photo by: Rivian
Bensaid revealed the automaker’s software direction during a recent interview on the Decoder podcast. He noted that screen-mirroring tech like CarPlay presents the unique challenge of taking over every single pixel of a car’s infotainment, which isn’t how Rivian sees itself interacting with the people using its software.
Moving forward, Rivian believes that everyone’s favorite buzzword—AI—will be the preferred way that drivers interact with their cars. This means that features like Rivian Assistant will be front and center, controlling major vehicle functions as the tech matures.
That last nugget about the tech maturing is the most important part. We all know that using voice assistants has been a subpar experience on certain vehicles. Even Rivian’s customers have complained about the in-car voice recognition in the past, which means putting a lot of trust in the company to fixing the software moving forward (and won’t accidentally turn off your headlights while driving like some other brands).
Bensaid says that the use of AI makes the CarPlay argument moot. Here’s an excerpt from Decoder’s interview:
What we’re seeing right now with the advancement of AI technologies is just another reason why I deeply believe that RJ and Rivian made the right choice by investing into our own technology and software. Cars are moving from, as you said, the buzzword “software-defined” to “AI-defined.” The possibilities now for such deep AI integration in the car make the entire CarPlay debate completely obsolete.
I really believe that the way you interact with apps—which are mono-threaded with single buttons or single icons—will be completely reshaped into a world where an agentic integration presents itself as a wholesome user experience.
He continued to note that Rivian believes that voice “has the chance to be the primary interface in the car,” meaning that while buttons do exist, they shouldn’t be the primary way that the driver interacts with features inside of the vehicle.
This, of course, minimizes the need for additional hardware and helps to cut the cost of physical parts. But it also eliminates the need to dig deep into software menus to find certain features.
The problem with CarPlay’s integration is that this sort of agentic use of AI isn’t really available to Rivian or other automakers, at least not yet. So Rivian can quickly pump out new features and improve functionality much more quickly than if it were waiting on a third-party partner.
Bensaid also noted that Rivian’s number one requested feature was CarPlay. Five years ago, more than 70% of respondents surveyed by Rivian said they wanted CarPlay in their vehicle. Rivian didn’t budge, though, and that request has recently dropped to less than 25%. Bensaid attributes that success to the number of features that Rivian shipped over the last five years, essentially upping the level of convenience of the in-car tech faster than Apple could pump out similar integrations in CarPlay.
And while you may be burning tokens with frontier models, using AI as your primary control interface, Rivian says it could rate-limit users if they spend hours talking to the assistant like a conversation partner, to keep compute costs low. But even better, Bensaid says that much of the AI inference could be moved down to local compute, presumably thanks to the upcoming XMM3 infotainment chipset. That means the vehicle would be able to process conversational commands using its own hardware and software, rather than fully relying on data centers thousands of miles away.
Rivian is probably right that future cars will eventually stop revolving around mirroring our phones. The industry will eventually pivot to the solution that provides greater convenience for the driver and more usable data for the automaker. That very well could be a homegrown solution like the one Rivian has built.
Now, whether Rivian or any other automaker can truly deliver the magical AI-powered car at scale remains another question entirely. Admittedly, these voice assistants have become alarmingly good at interpreting what humans are asking for, as we’ve seen with the latest Volvo EX60 that InsideEVs recently reviewed and came away impressed with its Gemini integration. So the long-awaited future of making in-car voice assistants truly capable may arrive sooner than we think.
Our free daily newsletter sends the stories that really matter directly to you, every weekday.
Last year, I published a story about owning a robot lawnmower—A Mammotion Luba 2, to be precise. The genesis of that idea was a piece Andrew did on a riding lawnmower with self-driving tech. An autonomous zero-turn is an objectively interesting contraption, but my argument was that a lawn robot is far more practical and just as sophisticated—all for less than 10% of the Honda’s (admittedly astronomical) asking price.
I quite like the little mowbot, and while the piece wasn’t much of a review in the traditional sense, it nonetheless got the attention of Mammotion’s U.S. product reps. One of them reached out to me in early March to let me know that my fancy little robot was already yesterday’s news. The third-gen model had arrived, and on top of that, it was now fitted with a lidar module—a feature that wasn’t offered in the U.S. on the Luba 2. Would I perhaps be interested in reviewing one?
Now, if you’re not familiar with lawn robots, they’re pretty much exactly what you imagine a robot vacuum engineer might conjure up in a fever dream; picture a Roomba with razor blades strapped to it and you’re about 99% of the way there. I’m really not exaggerating. As unhinged as the entire premise may sound, these things actually do work. How well (and how much setup is required to achieve that result) is, as always, largely dependent on how much you’re willing to spend, and you can spend an eye-watering amount of money on a robot lawnmower if you’re inclined to do so. Go ahead and Google “Yarbo.” I’m sorry and/or you’re welcome.
Unboxing and assembling the Luba 3 AWD 5000H -Byron Hurd
The most basic self-guided units rely on buried wires and other trickery to define their mowing boundaries, but the fancier ones use GPS-based geofencing, real-time GPS and/or RTK and even WiFi for navigation. RTK (Real-Time Kinematic) setups pair a fixed satellite base station with a GPS receiver on the mower itself. By maintaining a radio connection to the base station, the mower can correct for any errors or drift in the GPS signal with what amounts to dead reckoning.
They’re small, so even the fancier ones typically won’t cut a lawn nearly as quickly as even the cheapest walk-behind gas or electric mowers, but their set-and-forget nature makes the cut time less of a factor. Still, having two of them would let me cover twice as much ground. More better. Caveman brain like. Yes, please.
What’s in the box
Last year, my $2,400 Luba 2 3000H was Mammotion’s flagship model (albeit not the largest battery size), offering dual-motor all-wheel drive; a variable-height, self-adjusting adaptive suspension; camera-, radar- and bump-based obstacle detection, and a whole bunch more. Lidar was available on some Mammotion models overseas last year, but the Luba 2 didn’t ship with it here in the states. It also relied on an RTK antenna for signal correction.
With the introduction of the Luba 3, Mammotion has made the RTK station optional. Starting with the new model, Mammotion has enabled what it refers to as NetRTK, meaning it can use 4G or WiFi signals in place of an RTK station to correct for satellite errors. Even better than that, Mammotion made this option available retroactively on the Luba 2, meaning I no longer need my base station at all.
This is better news for those just now adopting the tech than it is for those of us who are upgrading. The only real pain point with RTK is the setup involved (especially if you have a taller home or substantial tree canopy). Once in place, the stations don’t require any upkeep apart from firmware updates, which you do from the Mammotion app. But now, as long as you have reasonably good LTE or WiFi coverage and decent line of sight to the sky, you can consider the RTK station redundant.
Luba 2 (left) vs. Luba 3 (right), both on their respective charging stations. Note the redesigned vision module on top. -Byron Hurd
The Luba 3 replaces the Luba 2 (don’t confuse it with the Mini; different line), so most of the previous model’s specs carry over (more or less). From eyeballing it, it actually looks like the vast majority of the physical hardware is identical. Mammotion’s modular body design makes the robots easier to ship, with only minor final assembly (attaching the guards, vision/lidar module and front bumper) for the end user. It also makes it easy for Mammotion to offer rolling upgrades. Same old body, fancy new brain (and new cutting discs, designed to reduce grass clogs). It’s also about $500 more expensive than the Luba 2; that’s partly due to the lidar module, I suspect, and partly due to tariffs.
Mammotion’s modular ecosystem and app-based operation lulled me into the belief that expanding my little grass-shredding army would be equally intuitive. Phew, was I wrong.
Setup
The basic assembly and physical setup of the Luba 3 went without a hitch. The quick start guide looked much the same as my last one, and since it’s only been a little less than a year, I still remembered the common “gotchas” (like not properly securing the bumper before inserting the retaining screws). I had the robot assembled and connected to my Mammotion account in minutes. You don’t even need your own tools; Mammotion includes a reversible screwdriver with both necessary heads, and it’s a full-sized thing with a handle, not another dorky flat-pack key that you’ll inevitably stick in a drawer and never find again.
Quick start guide-Byron Hurd
First-time users will follow a simple app-guided process to make sure they’ve properly placed all the hardware, paired it with all the necessary networks, and secured everything so that it doesn’t move around. Then, they’re directed to lay out their first lawn (referred to as a task area by the app). This can be done automatically, by allowing the robot to feel its way around an open area. I can also be done by manually driving the robot around a perimeter using a smartphone as a Bluetooth controller.
The former works best in areas with well-defined boundaries and few tricky obstacles; the latter allows for more precise control. Those with precious landscaping should choose the latter. No matter which you choose, you can add digital fences and “no-go zones” later, and even modify the edges of your task areas. You’re not committed to whatever map the robot pukes out on the first try.
I haven’t had a good opportunity to test the latest version of Mammotion’s AI auto-mapper; we’ll give that a shot in a later write-up. Whether you use that straight away or not, it would behoove you to get comfortable manually controlling the Luba via the app; it’s much easier than lugging it around whenever you need to move it. That battery is heavy and it can be awkward to grab the hand-holds on its flanks without getting yourself covered in grass clippings—not to mention anything else it may have… encountered. You wouldn’t happen to have a dog, would you?
The files are inside the computer?
Me? I’ve already done all of that. I have a year’s worth of accumulated maps and schedules, all backed up in my Mammotion account. I simply wanted to add the Luba 3 to my collection of devices, copy my yard profiles over and start some comparison tests. Turns out, you can’t. Why? Because all of that stuff is physically stored on (and exclusive to) the mower itself. Maps and tasks can’t be shared or ported to a different robot.
It sounds counter-intuitive, but it makes some degree of sense if you think about this from the perspective of somebody trying to make sure customers don’t experience major setbacks. Mammotion’s robots come in different sizes; what one can easily navigate, another may not, and a stuck robot can do damage trying to work itself free. And if you’re running with the obstacle detection disabled (believe it or not, there are times you’ll want to), you could do far worse things than simply getting the robot hung up in a tight corner.
By storing the maps exclusively on the device, you also guarantee that the only valid version is the one the robot has. What you see on the screen is exactly what the robot is assigned, every time, without fail. This is a 50-pound food processor with wheels; you don’t want it wandering someplace it doesn’t belong. That may sound dramatic, but it’s all fun and games until you come home to a missing garden bed.
Stripes -Byron Hurd
Because it’ll take time to rebuild my maps and task list for the new robot, an apples-to-apples comparison of mow times and such will have to wait. That’s not as big of a setback as it may seem; I expect the new robot to perform slightly better in those categories by simple virtue of the fact that it has a larger battery than my Luba 2. As I noted above, the whole point to lawn bots is that they’re working while you’re busy (or not) doing other things. You can even let them run at night; that might even be healthier for the grass.
In the meantime, I’ll be loaning the Luba 3 out to a couple of friends to see how it handles their lawns. One has about a third of an acre; the other has closer to two. Mammotion set me up with the 5000H, which is the largest-capacity model they had available at the time. A 10000H is due before the end of the year. Again, I encourage you not to get hung up on capacity. If push-mowing is fast food, then Mowbots are rotisserie. Let ’em cook.
Mammotion provided the Luba 3 AWD for the express purpose of this review series; the Luba 2 was previously purchased by the author.
Do the robots speak to you directly? Let us know at tips@thedrive.com!
MITSUBISHI is set to return its iconic Pajero nameplate when its new, cross-country SUV is premiered later this year.
The decision puts an end to speculation that the four-wheel drive model will be branded as the Pajero Sport and suggest the full-size Pajero will compete once more against familiar rivals like the Nissan Patrol and Toyota LandCruiser.
Discontinued in 2021, the Mitsubishi Pajero was a staple of the Australian four-wheel drive scene for close to 40 years.
The original Pajero launched in 1982 combining the go-anywhere abilities of a four-wheel drive with the comfort of a passenger car. Across four generations, it became one of Mitsubishi’s best-known models, accumulating sales of over 3.25 million units in over 170 countries and regions worldwide.
Mitsubishi’s Pajero began competition in the legendary Dakar Rally – the world’s most demanding off-road rally – just a year after its launch, securing a total of 12 victories, including seven consecutive wins.
It is through these achievements, Mitsubishi says, that the Pajero earned “a reputation for unparalleled off-road performance, handling stability, and proven durability as a cross-country SUV”.
In Japan, the Pajero led the RV boom of the 1990s and played a key role in promoting outdoor and leisure lifestyle, with the series expanding to include the Pajero Mini kei-car, Pajero Junior compact SUV, and the famed Pajero iO compact SUV.
Set to make its world premiere in Q3 this year (2026), the all-new Pajero is based on the highly robust ladder frame of the Triton light commercial utility, albeit with “model specific development of the cabin and suspension”.
Mitsubishi says the new Pajero will deliver outstanding off-road capacity alongside a refined and comfortable ride, setting a new benchmark in the same way the original Pajero did over 40 years ago.
More information is available via a dedicated global website.
The 308 is a light car, though, with the 1.5 BlueHDi 130 Active model weighing in at just 1,204kg. A few years ago, this is the kind of figure we would have associated with a supermini, and shows the lightweight efficiencies of the new PSA Peugeot-Citroen EMP2 platform that the 308 uses.
The styling does make it hard to take full advantage of the car’s slightly more compact size, though: the back window is narrow and the C-pillars thick, and both compromise rear visibility.
Leg room, head room & passenger space
The Peugeot is rather disappointing for passengers in the rear, as a result of its short length and focus on maximising boot space. The rear doors are big enough, but there could be more space between the front and rear seats; climbing aboard can be a bit tricky. Foot space isn’t great, either, and the low-set rear bench only adds to the tight feel inside.
Getting out can be a struggle, too, particularly if you have bigger feet, and this is one of the few family cars in which adults in the rear may be asking those in the front to slide their seats forward. At least headroom isn’t bad – unless you choose the panoramic roof, that is. That’s worth noting if you’re looking at Active models and above, as it’s a temptingly priced £500 option.
Boot
On paper, the 308 has a very spacious boot, offering 470 litres with the seats up and 1,185 litres once they’re folded. But this is a little misleading, as the shape of the boot doesn’t quite allow owners to make full use of the space. This isn’t the estate-rivalling luggage bay the figures suggest.
The 308 does offer extra hidden space below the load area, which is handy, but it’s a pity this versatility hasn’t been extended to the interior. The glovebox is tiny and the armrest cubbyhole, normally a useful stowage space, is also cramped.
Did you know you can sell your car with Auto Express? Get the highest bid from our network of over 5,500 dealers and we’ll do the rest. Click here to try Auto Express Sell My Car now…
Virtually any driver assistance technology also qualifies as safety technology. For example, rear cross-traffic alert is standard or available on nearly every new car, truck, and SUV. It warns the driver when another vehicle is approaching from the side while the driver is reversing. Not only does this feature make the driver’s job easier, but it also makes the occupants both vehicles safer. It’s both a driver aid and a safety feature.
Some safety features will rely on driver input and some do not. Car safety features can be passive, such as seat belts and airbags, or active, such as stability control and automatic emergency braking.
Safety technology is always evolving. Because of the steady introduction of AI features, new technologies, and the relentless evolution of current ones, a 100% comprehensive list of safety features is a unicorn you probably won’t be able to find. This guide will give you a solid foundation.
Some optional safety features will eventually be federally mandated. Some advanced safety features might feel like bells and whistles, but you can expect many of them to become mandatory at some point. For example, regulations are already in place making automatic emergency braking required equipment on all passenger vehicles by the 2029 model year.
A car safety feature is any feature that helps minimize the risk of an accident or reduce the effects of a collision on the vehicle’s occupants. It encompasses everything from crumple zones to antilock brakes to adaptive cruise control with full braking. A recent report from the National Highway Traffic Safety Administration (NHTSA) and a coalition of carmakers concludes that advanced safety features, such as forward collision alert and automatic emergency braking, reduce the risk of a serious crash by 49% while lowering the risk of injury by 53%.
Our car safety features guide walks you through modern automotive safety tech. If you’re looking to buy a new or used car, safety may be top of mind. Fun fact: For many decades, automakers fiercely resisted prominently marketing safety features to the public. For example, seat belts came into being in the 1930s but didn’t move to the forefront of safety design until the early 1960s. Carmakers refused to include them for years, fearing the negative safety message that installing seat belts would send. Today, however, car companies are just as likely to advertise their safety features as they do fuel economy, technology, or performance.
If you’re in the market for a vehicle, or just want to learn more about what’s available, browse our features groupings below, which will walk you through the many aspects and applications of modern car safety features.
Passive and Structural Protection Features
For the most part, the government mandates standard safety features. It’s a long list of devices and attributes, many of which are commonly known. That’s because the government creates safety standards for everything from a car’s structural framework to its tires. The government’s best-known auto safety arm is the National Highway Traffic Safety Administration, or NHTSA. The not-for-profit Insurance Institute for Highway Safety (IIHS) is the other best-known North American arbiter of car safety. These are the most common passive and structural features that help protect drivers and passengers without requiring driver input.
Graphic by Lauren Swift
Although front-seat head restraints have been mandatory in passenger cars since 1969, active head restraints are not. Not every head restraint is an active head restraint. Saab pioneered the widespread use of active head restraints in 1998, with Volvo close behind.
Different methods can achieve the action of an active head restraint, but essentially, it moves the head restraint up and forward during a rear-end collision. The action helps prevent the head from snapping back, reducing the risk of whiplash.
Mandatory in 1999 for all passenger cars, light trucks, and vans (front seat).
Today, most new cars and SUVs offer at least six airbags. Some boast a lot more. For instance, the Toyota Camry comes with 10 airbags.
The federal mandate for airbags only extends to the front seats. However, carmakers continue developing additional airbags. Some cars have front knee airbags, center airbags that deploy between occupants in the same row, and even panoramic-roof airbags.
They aren’t perfect, but airbags do much more good than harm. The IIHS found that front airbags reduce driver fatalities in frontal crashes by 29% and reduce fatalities among front-seat passengers aged 13 and older by 32%.
Airbags inflate during a frontal crash to prevent a person from coming into contact with a vehicle’s hard surfaces. Sensors at the front of a vehicle measure and respond to frontal collisions.
If the crash force is sufficient to warrant airbag deployment, the sensors transmit a signal to the igniter in the airbag inflator. This signal triggers a chemical reaction, producing a gas, usually a mixture of helium and argon, that rapidly inflates the airbag.
The inflation of an airbag works like a controlled explosion; the gas fills the bag in less than one-twentieth of a second at a force of up to 200 mph. Such force can even affect a healthy adult, let alone a child or an older adult. Consequently, government safety experts say a person needs to create at least 10 inches of space between themself and a frontal airbag. So, for safety reasons, the back seat is the best place for younger children.
However, many newer vehicles now offer technology to detect the presence of occupants and measure their weight and position in the seat. Such systems can then reduce the force of airbag deployment to minimize injury.
Side-curtain airbags protect the head and neck during rollovers and side impacts, while torso-protecting side-impact airbags round out the six airbags found in most new cars.
Mandatory in 2002 for all passenger cars.
Mandating LATCH compatibility in cars was a giant leap forward in automobile child safety. As a result, LATCH is the standard by which all child safety seats are installed.
A lower bar built into the car’s bottom seat cushion provides an anchor for clips on the bottom of the safety seat. Tethers located at the top of the safety seat then clip onto tether anchors built into the car’s seatback or some other location.
Not only does LATCH create a more secure platform for child safety seats, but its user-friendly installation also encourages their more widespread use. However, in most vehicles, not every rear seating position has a full latch setup, with fewer than 20 vehicles offering 3-across seating in the same row.
Mandatory in 1968 for all passenger cars.
Mandating seat belts in cars required decades of effort and even a United States Supreme Court ruling. But today, we have seat belts in every seating position of every passenger vehicle. Many tout the three-point seat belt as the single most effective safety measure ever. NHTSA claims wearing a seat belt in the front seat of a car or truck cuts your risk of a fatal injury nearly in half.
Incredibly, only one in 10 drivers wore a seat belt as recently as 2004, saying they were cumbersome and uncomfortable. Not so today. We can credit seat belt pretensioners for making safety belts more comfortable. These gadgets allow the seat belt to give us space as we naturally move but instantly cinch tight in a frontal impact. Adjustable anchors on the vehicle’s B-pillar, often located at the front seat positions, allow the height to be adjusted. These are a real benefit for shorter drivers, who used to deal with the shoulder belt cutting across their neck. Although most newer cars provide a safety-belt warning that alerts front-seat occupants of unbuckled seat belts, the government mandate for such alerts applies only to the driver’s seat.
Beginning in 2026, all seating positions must have safety-belt alerts.
With the expectation of saving 50 lives per year and preventing countless injuries, NHTSA has finalized a regulation mandating safety-belt warning alerts beyond just the driver’s seat, extending them to all seating positions in 2026.
Foundation Active Safety and Vehicle ControlFeatures
Modern mainstream vehicles come equipped with different baseline systems that help the car maneuver safely. These features affect how a vehicle stops, stabilizes, and maintains traction, as well as alerting drivers to important maintenance needs, such as tire pressure issues.
Graphic by Lauren Swift
Mandatory in 2000 for all new passenger cars.
Sensors placed in each wheel act as monitors that report speed, grip, and other performance factors. They constantly send updates to your car’s computer. Each sensor also communicates with and controls the brake device on each wheel. This is the foundation for your car’s antilock braking system (ABS).
There is a misconception that ABS increases braking force, leading some to believe it helps a vehicle stop more quickly. Although somewhat shorter stops are a byproduct of ABS, it’s engineered to help a driver maintain steering control during emergency braking.
When braking for an emergency, such as a pedestrian stepping in front of you or the vehicle ahead coming to an abrupt, unexpected stop, our knee-jerk reaction is to push the brake pedal to the floor. When this happens without ABS, the brakes lock up, your wheels stop rotating, and you begin to slide.
Newton’s first law of motion is that an object in motion tends to stay in motion. That is, even with its brakes fully locked, your vehicle will continue in the direction it was moving. Depending on the vehicle’s weight and speed, it might continue to slide forward for 100 feet or more.
Moreover, your steering control is zero when your brakes are locked, and the wheels are no longer rotating. Turning the steering wheel in one direction or the other will not alter the direction of the slide. In this instance, your only hope is that the slide will peter out before you strike the object you are trying to avoid.
Advanced driving schools once taught the technique of rapidly pumping the brakes during an emergency stop. This would still eventually stop the vehicle, but the pumping motion also allowed some wheel rotation, providing enough steering control to avoid the object you were trying to avoid.
Antilock brakes electronically pump the brakes for you during emergency braking. With the brake pedal depressed to the floor, you can feel the shudder of the ABS working through the brake pedal.
The pumping motion of antilock brakes will help you stop somewhat more quickly. However, the most significant benefit is retaining steering control. Here’s the best part: Your vehicle’s computer can pump the brakes more quickly and effectively than you can. Therefore, on cars with antilock brakes, push the brake pedal with all your might and concentrate on steering yourself out of trouble.
Antilock brakes are a crucial component of traction control and electronic stability control, detailed below.
Brake assist was around before the push for semi-autonomous cars. Nonetheless, it’s still a valuable safety feature.
Drivers are human, so their reactions to emergencies vary. Brake assist is engineered to provide extra braking in emergencies when the driver fails to apply the brakes fully. In such instances, the brake-assist system initiates emergency braking and maintains it until the driver releases the brake pedal.
Some brake-assist systems measure the time it takes a driver to switch from the accelerator to the brake to determine whether to engage. Radar or camera-based systems anticipate emergency braking situations, initiating braking a split second before the driver’s foot reaches the brake pedal.
Sadly, the human factor again comes into play if the driver panics and releases the brake pedal prematurely.
Mandatory in 2012 on all passenger cars.
Also utilizing the ABS sensors and independent four-wheel braking, electronic stability control’s task is to keep the vehicle traveling in the direction you are steering. More complex than either ABS or traction control, stability control relies on both to help achieve its mission.
Your stability control system employs more sensors than those borrowed from the ABS. These extra sensors measure yaw (sideways motion) and steering angle. The stability control system is functional as long as the vehicle follows your steering inputs, such as turning right when you turn right, and turning left when you turn left.
Suppose the vehicle isn’t heading in the direction the front wheels are pointed. The stability control system can use every tool ABS and traction control offer to return the car to its intended course. This may involve applying the brakes to specific wheels and even reducing or modulating engine speed.
This system isn’t foolproof. It can’t overcome physics. You know, that whole law of motion thing. However, it can help keep your vehicle on the straight and narrow under normal conditions.
Mandatory in 2007 for all passenger cars, light trucks, and vans.
Using a sensor inside each tire to monitor air pressure, TPMS warns you when a tire is low on pressure. Some systems constantly display the current pressure in each tire as a function of the driver information display.
Mandatory in 2011 on all passenger cars.
Traction control is just what it sounds like: a system that helps maintain traction between your drive wheels and the surface beneath them. It is particularly helpful in slippery conditions.
Think of traction control not as increasing traction, but as regulating it to prevent the drive wheels from spinning at different rates. Using ABS sensors on each wheel, the traction-control computer reduces power (torque) to a particular drive wheel if it’s spinning faster than the others. In modern systems, applying braking pressure to the spinning wheel reduces torque.
Such wheel spin typically occurs on slippery surfaces, particularly in corners or when accelerating. At times, you will feel a little kick to the right or left as the system self-corrects.
Collision Warning and Automatic AvoidanceFeatures
Cutting-edge technologies thrive in collision avoidance. Everyone wants to be safe and avoid accidents. Many of the driver aids listed here result from the race to develop fully self-driving vehicles. While we may still be decades away from cars without steering wheels and pedals zipping around on accident-free streets, we continue to reap the rewards of ever-changing safety technology as carmakers work toward that goal.
Graphic by Lauren Swift
Will be mandatory in 2029 on all passenger cars, light trucks, and vans.
Automatic emergency braking (AEB) systems detect an object in a car’s path and brake to try to avoid an accident. Earlier versions of the technology helped drivers avoid hitting a stopped car. Newer versions are designed to detect smaller objects. Though most new cars already offer automatic emergency braking, the federal government mandates that this safety feature in every new vehicle by 2029. NHTSA, the government agency most responsible for regulating cars, estimates that automatic emergency braking systems “will save at least 360 lives a year and prevent at least 24,000 injuries annually.”
However great the technology, it often doesn’t live up to its marketing. It works best at low speeds, and an insurance industry lab recently found in testing that systems can disappoint when drivers go above 25 mph. Other tests found the systems work less effectively at night. The new mandate will require these systems to work more effectively to help keep drivers safe.
“The new standard requires all cars to be able to stop and avoid contact with a vehicle in front of them up to 62 mph,” NHTSA says. Cars must also “detect pedestrians in both daylight and darkness. In addition, the standard requires that the system apply the brakes automatically up to 90 mph when a collision with a lead vehicle is imminent and up to 45 mph when a pedestrian is detected.”
BSM takes some of the adventure and danger out of changing lanes.
To track approaching vehicles in neighboring lanes, a basic BSM system relies on radar or ultrasonic sensors, typically located on both sides of the rear bumper. Some more advanced systems pair the sensors with side-mounted cameras.
BSM alerts you to vehicles entering your vehicle’s rear-quarter blind spots. These alerts can take the form of warning lights on your vehicle’s A-pillars, outboard mirrors, or, if your car is so equipped, the head-up display. The warning may also be tactile if your car has a haptic steering wheel or driver’s seat.
We are reasonably sure forward collision warning will be one of the current advanced safety technologies mandated by the government. Having already found its way into several mainstream vehicles as standard equipment, it is gaining ground as a must-have driver-assist/safety technology. Moreover, its popular companion technology, automatic emergency braking, is mandated for the 2029 model year.
Employing cameras, radar, lasers, or some combination of the three, FCW detects cars or other objects in front of your vehicle. More sophisticated FCW systems can also detect pedestrians, cyclists, and even animals.
As an FCW-equipped vehicle approaches a detected object and senses a potential collision, the system issues a warning. That warning may be visual, audible, tactile, or some combination of the three.
Many of the newer FCW systems also include automatic emergency braking, see below.
This system, which combines FCW and automatic emergency braking, examines intersections for potential collisions. For example, it can detect vehicles, pedestrians, or cyclists crossing your path. It will also alert you to the approach of a vehicle in the opposite direction as you initiate a left-hand turn. It provides both warnings and automatic braking if the driver doesn’t react.
A more sensitive version of forward collision warning or rear cross traffic warning, pedestrian detection can identify a pedestrian in the vehicle’s path. Because pedestrian detection is more sophisticated than FCW, it usually, but not always, includes automatic emergency braking. Many of today’s FCW systems can also detect cyclists and, in some cases, even animals.
This feature automatically brakes when it senses a collision while the vehicle is in reverse. RAEB may also have a pedestrian-detection function.
More often than not, RCTW is paired with blind-spot monitoring because both rely on radar or ultrasonic sensors embedded on each side of the rear bumper. Sometimes RCTW involves the rearview camera, as well.
RCTW activates when you are reversing out of a parking spot, driveway, or otherwise backing into the path of crossing traffic. It alerts you to vehicles approaching from either side on that path. The warning can be audible, visual, or tactile.
Some RCTW systems include automatic full braking, preventing you from backing into trouble.
Lane, Speed, and Road ManagementFeatures
While drivers need to be alert and aware of what’s happening around them on the road at all times, several technologies and safety features provide added assistance with driving instances such as managing following distance, responding to road information, and helping the vehicle stay positioned properly.
Graphic by Lauren Swift
Adaptive cruise control is to regular cruise control what your smartphone is to two tin cans and a string.
Standard cruise control is designed to maintain a preset speed, regardless of the behavior of surrounding traffic. The driver can apply the brake to disengage it or push the “Resume” button to re-engage it. Adjusting the speed setting to reflect changing speed limits also falls to the driver.
However, adaptive cruise control can think for itself and, in certain situations, act on its own. Once engaged by the driver, adaptive cruise control uses cameras, radar, and lasers to monitor the surrounding traffic. Yes, the driver must still physically engage the system, but most adaptive cruise control systems can take it from there.
Some ACC systems reduce speed to match the vehicle ahead and, if necessary, come to a complete stop to maintain a safe distance. The driver may have to tap the accelerator to put the vehicle back in motion. However, other systems will resume on their own.
More sophisticated ACC systems can tie into the vehicle’s GPS mapping. Consequently, they are aware of upcoming curves and can even automatically slow the car accordingly. Moreover, you can program some ACC systems to recognize new speed zones and adjust the vehicle’s speed accordingly.
Regardless of how advanced a particular adaptive cruise control system is, its core function is adapting to surrounding traffic. Most of today’s more sophisticated steering driver aids require adaptive cruise control engagement to function.
LCA is a more advanced form of lane-keeping assist. It takes a more active role in keeping your vehicle centered in its lane. It also uses a forward-facing camera to monitor lane boundaries. Very often, LCA uses some form of steering assist to steer around curves.
Note: LCA may only function when adaptive cruise control is engaged.
LDW is a reasonably common technology that uses a front-mounted camera to monitor your vehicle relative to lane markers, including center and side stripes. When it sees the car veering close to the lane markers on either side, it issues a warning, signaling you to steer back into your lane. That warning may be visual, audible, tactile, or some combination of the three.
More advanced LDW systems will subtly nudge you back into your lane.
Note: If you fail to use your turn signal when changing lanes, LDW will usually issue a warning.
LKA is a more sophisticated version of lane-departure warning. Some carmakers marry the two and call the feature lane-departure warning with steering assist.
Here again, a forward-facing camera keeps track of your vehicle relative to the lane markings. LKA is a bit more intrusive than the nudge of some LDW systems. It uses the steering system to steer the vehicle back into its lane. Some systems use the independent-braking capability of ABS to gently brake the wheel as it approaches the line.
Making a lane change without engaging the turn signal will cause LKA to gently steer against your steering wheel input to keep you in the current lane. The force isn’t enough to overpower or even challenge your steering input, but it will grab your attention.
LTA also helps drivers stay centered in the appropriate lane by taking lane centering assistance up a notch or two. However, when lane markers are not apparent or consistent, LTA will trace the vehicle’s path ahead.
Here again, it works in conjunction with the vehicle’s adaptive cruise control.
Semi-autonomous driving is a blend of many individual advanced driving assistance systems (ADAS). It allows a vehicle to perform many driver tasks with the driver at the wheel. It’s an eyes-on-the-road, hands-on-the-wheel level of autonomous driving.
In more advanced systems, these systems can accelerate, steer, brake, and even change lanes on their own under certain conditions. When properly equipped, the vehicle can even park itself. The experts identify this as Level 2 autonomy on a scale ranging from Level 0 (no autonomy) to Level 5 (full autonomy).
Several carmakers, such as General Motors with its Super Cruise, have perfected their ADAS to allow hands-free operation on designated highways.
As a driver aid, TSR is functional but passive. It simply uses a forward-facing camera to identify road signs. Its program includes a catalog of road signs that warrant a driver’s attention. These include signs for speed limit, stop, slow, and yield. Also prioritized are warning signs, such as pedestrian crossings, school zones, railroad crossings, curve ahead, and so forth.
The forward-facing camera captures images of upcoming road signs, processes them, identifies the important ones, and projects them on the touchscreen, head-up display, or another designated screen.
TSR is useful because it acts as a backup for the driver who might otherwise miss a critical sign.
Visibility, Awareness, and External Alerts
Visibility is crucial to safe driving. Safety features in this area help improve what the driver can see and detect, and how noticeable the vehicle is to others. Advancements in driving at night have gone beyond LED and projector-beam headlight technologies, and features like head-up displays (HUDs) help keep drivers’ eyes off screens and on the road
Graphic by Lauren Swift
For the most part, traditional headlights are fixed. That is, they are pointed straight ahead. Some vehicles have a self-leveling feature that compensates for heavy loads that weigh down the rear end. However, they still point straight ahead.
Adaptive headlights, however, can swivel to some degree in response to the direction the steering wheel is turning during cornering. Consequently, these headlights can illuminate the area to your right or left as you turn.
Also called high-beam assist, this technology uses a forward-facing camera or photosensor to detect the headlights of approaching vehicles. It is also programmed to react to taillights that become visible as you close the distance to cars ahead of you.
A driver must initially turn the system on, though automatic high beams will then become the default setting. The high beams remain engaged unless the system detects headlights or taillights ahead at a set distance. The system will then disengage the high beams. When no headlights or taillights are detected, the high beams will reengage.
The system’s ability to disengage and engage the high beams means one less thing for the driver to do manually.
Designed to reduce the time a driver’s eyes leave the road to check vehicle speed or other vital information, a head-up display helps keep your eyes on the road ahead. A projector on the dashboard at the base of the windshield displays critical driver information just below the driver’s line of sight.
Some HUD systems allow a driver to choose which information to display. This information can include turn-signal repeaters, vehicle speed, next-turn navigation instructions, and so forth. Studies show that using a head-up display can lead to faster reaction times in certain instances and improve driving performance.
Lighting up the night can involve more than just headlights. Night vision is gaining popularity in cars. There are two types: passive and active.
Passive systems use a thermographic camera that detects heat. They can see and display the heat coming off a person, an animal, or any object that’s radiating more heat than the air around it. The camera translates what it sees into a black-and-white image on a monitor.
An active system uses infrared light sources that illuminate the road ahead. Because infrared is outside a human’s visible spectrum, it doesn’t affect oncoming drivers. A special infrared camera gathers the data, displaying images on a monitor.
A passive system has trouble seeing inanimate objects that don’t emit heat. Active systems can fail when infrared light is blocked by fog, snow, or rain.
When the rain-sensing wiper system senses moisture on the windshield, it automatically engages the wipers. The driver doesn’t need to change the wiper speed as rain volume changes, since the system automatically adjusts.
Mandatory in 2018 on all passenger cars, light trucks, and vans.
Sometimes called a backup camera, this rear-facing camera is usually located near a vehicle’s rear bumper, license plate, or the latch for the trunk lid or tailgate.
These cameras are designed for backup safety and are automatically activated when shifting into reverse. Although very effective when backing into or out of a parking spot, rearview cameras are invaluable for spotting pedestrians or other objects behind your vehicle.
Rearview cameras on newer vehicles provide parallel guidelines, marking the vehicle’s width as you back into a parking spot. More advanced versions also display bending guidelines, providing a visual image of your vehicle’s path as you steer into a parking space. Some systems are high-definition. Graphic guidelines often display graduated colors indicating your vehicle’s proximity to the end of the parking space or an object.
Mandatory in 2022 for all electric vehicles (EVs) and plug-in hybrid vehicles (PHEVs).
Quiet is wonderful until a pedestrian, biker, or another vehicle moves unknowingly into an EV’s path because it’s operating with a silent electric motor. The regulation sets minimum sound levels for electric-only vehicles and specifies when such sound must be generated.
Driver, Occupant, and Convenience SafetyFeatures
Features such as rear occupant detection and safe exit provide additional layers of protection for drivers and passengers. At the same time, other systems help monitor driver or occupant conditions and can assist with low-speed maneuvers, such as parking.
Image courtesy of Lauren Swift
Using a sensor-equipped camera with LED detectors, a driver-attention monitor or drowsiness detection system tracks a driver’s alertness through eye movements, head position, eyelid activity, and so forth. Some more sophisticated versions tie other advanced driver aids into the monitoring to track steering behavior and more.
When the system determines that a driver’s alertness is waning, it issues visual or audible warnings.
Parking assist systems utilize a variety of automated systems designed to eliminate at least some of the guesswork and stress of parking your car.
These systems offer different levels of automation. Once a space is found, some systems will steer the vehicle into the parking space while the driver operates the pedals. Others will find the spot and then fully park the car. Others will allow the driver to pull up to a diagonal parking spot, step out, and then use the key fob to pull the vehicle into the parking spot.
Other systems allow the driver to summon a parked car to their location.
Mandatory in 2025 for all passenger cars.
Several manufacturers install rear-seat reminders to minimize the chance of a child or pet being left in the rear seat. By the end of 2025, expect all passenger cars and SUVs to have this safety technology. Seat sensors, motion detectors, and rear-door monitoring detect a person or object in the rear seat when the ignition is disengaged. If this is the case, a warning sounds.
Common in Hyundai models and other makes, Safe Exit uses rear-mounted sensors to detect vehicles in a neighboring lane approaching from behind. The system sounds a warning and prevents the doors on that side of the car from opening. Once the danger has passed, the doors will function.
When you hear the word telematics, think of the telephone — it’s your car’s way of making emergency calls to outside providers and, like a smartphone, provides many convenience features that improve your life.
Telematics is the marriage of communications and computer data. In vehicles, it involves GPS tracking, cell-phone service, and the vehicle’s computer system. It allows a direct connection between your smartphone, car, and telematics provider. With permission, insurance companies may use telematics to collect data on mileage, speed, and braking for usage-based policies.
Telematics can automatically summon first responders in the event of a crash, remotely unlock your car, locate your vehicle, provide a weather report, or provide turn-by-turn directions. In its more sophisticated forms, telematics may require a subscription.
Editor’s Note: We have updated this article since its initial publication.Russ Heaps contributed to this report.
The race to dominate driverless transportation took a leap forward today – Alphabet’s self-driving division, Waymo, is officially introducing its first custom-built EV, the Ojai. Select passengers in San Francisco, Los Angeles, and Phoenix can now hail rides in this newly designed model. The company is even offering initial trips completely free of charge. This launch is a permanent shift away from retrofitting consumer electric cars, taking the industry toward purpose-built ride-hailing designs.
Waymo operates at a volume that makes other autonomous vehicle programs look like experimental projects. The company has completed over 20 million fully driverless trips across 11 cities. Its active fleet includes more than 3,000 electric cars, which collectively deliver around 500,000 paid rides every single week. The total service territory now spans more than 3,626 square kilometers, following a £12 billion investment round completed earlier this year, and pushing the firm’s market valuation to £92 billion.
Chinese automotive giant Geely manufactures the foundational platform for the Ojai through its premium EV brand, Zeekr. Workers assemble the base vehicle bodies in China before shipping them to a specialized Waymo facility in Mesa, Arizona. There, technicians outfit the vehicles with proprietary autonomous hardware. The Ojai has a single 200 kW (268 horsepower) electric motor powering the rear wheels. A 93 kWh lithium-ion battery pack provides the energy, using an advanced 800V electrical architecture for fast charging.
Designing a robotaxi from scratch allows for radical interior optimization. Traditional consumer electric cars prioritize the driver, but the Ojai focuses entirely on passengers. The cabin removes the traditional B-pillar structural support, using dual sliding doors to open up a spacious interior. Passengers step into a flat-floor cabin with an elevated ceiling and maximized legroom. The rear passenger section has three adaptive touchscreen displays for media and climate controls, alongside accessible charging ports and cup holders. The layout fits up to four passengers, with one sitting upfront next to the empty space where a steering wheel used to be.
The focus on accessibility is clearly visible in the new design. Waymo engineered a low step-in height to ensure easier entry and exit for all passengers, and the interior comes with grab bars and braille markings to assist passengers with visual or physical impairments. Every Ojai uses highly durable materials that are very easy to sanitize. These seemingly small changes drastically reduce maintenance turnaround times – a vital metric when managing thousands of electric cars at a global scale.
The biggest technical story belongs to the sixth-generation Waymo Driver software and hardware package. Engineers managed to slash the vehicle’s total sensor count by 42% compared to the older fifth-generation Jaguar I-PACE fleet. The Ojai uses 13 cameras instead of 29, four LiDAR units instead of five, and six radar units. To offset the fewer sensors, Waymo upgraded the individual component quality. The camera array utilizes a new 17-megapixel imager that delivers sharp, high-resolution visuals at night and targets objects up to 500 meters away in complete darkness.
The hardware reduction directly improves the financial reality of autonomous EVs. Waymo is looking at a manufacturing cost of under £15,000 for the sixth-generation driver hardware package, placing the company within striking distance of sustainable per-ride profitability. The updated sensor suite can reliably see through heavy rain and snow, unlocking winter testing and expansion into colder regions. Waymo has already started laying operational groundwork in Chicago, and the company plans to introduce its automated electric cars to international markets like London and Tokyo.
The aggressive rollout widens the gap between Waymo and its domestic competition. Tesla tests only about 25 unsupervised robotaxis across three cities in Texas, though the company claims its upcoming two-seat Cybercab will offer better energy efficiency due to a smaller footprint than Ojai. The latter carries more occupants, altering the overall efficiency equation. Chinese competitors like Baidu operate massive fleets domestically, but Waymo has no equal rival in the United States market.
The road to complete autonomy still throws up occasional roadblocks. Waymo temporarily paused services across multiple markets when its autonomous software struggled to detect deeply flooded roadways. These real-world edge cases require constant tracking and software updates; nevertheless – the rollout is moving quickly. Car spotters photographed multiple Ojai vehicles using public EVgo fast-charging stations in Sacramento, proving that the company is actively testing its new fleet on public roads. Waymo will eventually produce tens of thousands of these units annually, and plans to expand the autonomous hardware to the Hyundai IONIQ 5 platform.
Our free daily newsletter sends the stories that really matter directly to you, every weekday.
Over-engineered fun. The 2027 Audi RS5 combines a twin-turbocharged plug-in hybrid powertrain with an advanced all-wheel-drive system for an exhilarating drive.
Heavy, yet impressive. Despite its hefty 5,192-pound weight, the RS5 delivers a thrilling experience, though some transmission funkiness persist.
Advanced driving dynamics. The new quattro system enhances agility and control, offering a sharp driving experience in various conditions.
Luxury meets performance. Features like heated, cooled, and massaging seats, alongside a high-tech dashboard, emphasize comfort, modern tech, and functionality.
Bottom line: The 2027 Audi RS5 redefines driving fun with its over-engineered tech and thrilling performance, despite some imperfections.
✦ AI assisted, editor reviewed
Growing up, I had the B5 RS4 and C5 RS6 plastered on my walls. Now, the 2027 Audi RS5 aims not only to stand on the shoulders of such icons but also to make true believers of skeptics (raises hand) with a turbocharged plug-in hybrid powertrain and a wild all-wheel-drive system—all wrapped in a flared widebody that weighs 5,192 pounds. In an era when quickest lap times and horsepower figures are the de facto bragging rights for automakers, Audi seems to be aiming for a different target: fast, over-engineered fun. I’m here for it.
When the car launched, everything I just said had me squinting at the specs—especially that weight. Then I drove the car on city streets, Austrian Alps mountain roads, and on the race track. It’s eye-opening, magical, shockingly fun, and also flawed.
Joel Feder
The Basics
The new RS5 is the hotter, more powerful iteration of the A5 and S5 that launched in 2024. It’s been tinkered with by the engineers inside the Audi Sport team, kicking off an entirely new era of cars and technology for the division, which, for now, until the RS6 Avant and other potential RS models arrive, will sit atop the U.S. sports car lineup when it arrives sometime in 2027.
Enthusiasts will know what they are looking at with those widened fenders, 1.57 inches wider than a standard A5. The center-mounted oval exhaust finishers, split by a racing-inspired low-mounted vertical center reflector, are dead RS giveaways. But the average person probably isn’t going to realize that it’s as expensive or as powerful as it is.
I dig the A5’s proportions with the longer front and shorter, stubby rear. The wide stance of the RS model and the small, raised-lip spoiler with a flow-through, motorsport-derived design are understated and attractive. The three-dimensional mesh grille slathered in shiny piano black plastic feels a bit much for my taste, and I’m really not into the available “crushed carbon” mirror caps or rear diffuser finish. That all feels too Lambo Bro, for me, personally. The available 21-inch six-double-spoke diamond-cut wheels are nice, but don’t match the presence of the forged, milled, and diamond-cut wheels that were available on the now out-of-production RS6 Avant Performance.
Joel Feder
The triple-screen dashboard setup, void of buttons aside from a volume knob, ports over from the A5. The center console is slathered in shiny piano-black plastic or the optional crushed carbon I mentioned above. The single panel on the driver’s door that contains mirror controls, headlight controls, door locks, and seat memory functions, all on a single piece of plastic, lives here as it does in the A6 E-Tron. It’s bad. That said, the RS-specific squircle steering wheel is very good. I preferred the feel of the suede-wrapped wheel over the dimpled leather, but it was also a new car without someone’s gross hand oils all over it.
The RS-specific digital screens range from a G-force meter, tire temps, and powertrain temperatures, with drive modes buried in menus one or two clicks away. For the first time ever, I found the front passenger display useful for messing with the navigation system independently of the main screen. The highback sport bucket front seats are heated, cooled, and feature a massage function, which is noticeably something the $160,390 2026 RS6 Avant Performance I recently tested lacked. The rear seats are sport buckets and comfortable enough for a 6-foot-5 person to sit behind my 5-foot-10 frame for a short trip.
Joel Feder
Driving Experience
The RS5’s powertrain is like teenage love: complicated. There’s a turbocharged 2.9-liter V6 with an electric motor mounted at the rear, which then feeds into a ZF-sourced eight-speed automatic transmission. That electric motor is fed by a 22-kWh lithium-ion battery pack mounted beneath the cargo floor, and it runs on a 400-volt electrical architecture.
On a 240-volt Level 2 charger, Audi said it would take 2.5 hours to recharge from 0-80%. No other charging stats were provided, but Audi highlighted that on the more lenient European WLTP cycle, the car is said to have about 52 to 54 miles of electric driving range. I did not test this.
The combined system output clocks in at a healthy 630 horsepower and 609 lb-ft of torque. In electric-only mode, it drops down to 175 hp and 339 lb-ft of torque.
Power goes to all four wheels through what can only be described as the most complicated and over-engineered quattro all-wheel-drive system ever. Audi designed and engineered the patented system and then sourced BorgWarner to produce it. There’s a Torsen center differential that splits power front-to-rear, but here the split is mostly 40:60 front-to-rear, with the ability to shift it up to 15:85 or 70:30 at its limits. Audi’s tuned the system to have a fixed rear bias unless there’s wheel slip, and it ditched the previous RS mechanical clutch-based system for an electro-mechanical design to vector the power side-to-side. Why? Because the old system couldn’t shift power quickly enough, according to Audi Sport RS5 Development Vehicle Dynamics engineer Andreas Sticht.
The new system taps the plug-in hybrid’s 400-volt electrical architecture to power an electric motor on the rear axle that shifts power from side to side using two planetary gearsets, a fixed sun gear, a ring gear, and another sun gear. The system can shift twice as much power to each side as the old mechanical design. The simple version of all this headache-inducing stuff: By moving to an electronic solution for controlling the power side-to-side in the rear, the system can react quicker, vector more power to each side, and be more precise with fewer parts that can wear out—or so I was told. It can shift torque in any situation, even off-throttle, unlike a mechanical clutch pack. I did mention 5,192 pounds, right?
Joel Feder
I should highlight that these Euro-spec RS5s were on Bridgestone summer tires (2845/30R21, square setup), and it was 37 degrees, with rain turning to snow for most of the day. With that context out of the way, pulling out of the parking lot onto a wet street and mashing the throttle in Balanced driving mode instantly gave me some B5 RS4 vibes. Or at least what I imagine that car was like, since we never got it in the U.S. Shockingly, the power didn’t just wallop me in the RS5; rather, it built progressively and with a somewhat gritty growl as the electronic sport exhaust dumps opened and the entire thing wailed. The Comfort steering weight setting is instantly my favorite, as anything else just feels fake. I don’t need to drive a car for an arm workout.
The RS5 does 0-60 mph in 3.6 seconds, and that feels about right. It’s not dramatic like the RS6 Avant with its thundering V8, but it’s nearly as quick as the larger outgoing V8-powered wagon.
Sticht said the car defaults to operate in electric-only mode until the battery’s depleted unless in Dynamic, RS, or Individual drive modes. Sure didn’t seem like it. The gas engine ran most of the time unless I manually put the car into EV Mode. Then the power output dropped noticeably. Patience would be needed to accelerate onto a highway, but the car was still pulling forward and increasing speed even at 70 mph. I didn’t have patience for such nonsense, and the car immediately kicked out of EV Mode when I pushed the accelerator pedal past the three-quarter mark.
Joel Feder
Dynamic mode is programmed to overload the outside wheel for fun, while RS Sport mode is supposed to split the power to the rear for speed. On a brief stint on a dry alpine road, I pushed the RS5 into a quick right-hander, expecting the front end to push. Instead, it dug in, dove right, and the rear end progressively slid out, resulting in immediate oversteer. “That was unexpected,” I told my co-driver with a huge smile on my face as I finished countersteering. Then I did it again before deciding narrow alpine roads weren’t the time or place. But it left me wanting more.
The first of three short laps on a track took place on cold tarmac with the rain in sight but not falling yet. Flipping the drive mode into Dynamic, I turned in late into the first corner and flicked the rear out in a completely controlled manner. After sliding through the corner, I dialed in the steering, and the car shot off toward the next turn. Lovely. This magic took place for the rest of the lap.
Maximilian Thum, MA
On the second lap, the rain rolled in, and I switched to RS Sport mode. The rear end resisted kicking out as quickly or as far as before, as the system shuffled power between the rear and front to make the car go forward as quickly as possible. It was more in the name of lap time than fun, and, inherently, that felt less fun but quicker.
By lap three, the rain had turned to snow, which you can’t even make this stuff up, and I switched back to dynamic mode. If we are going to have fun, we are going to have all the fun. [Ed. note: Joel is the funnest person on staff.] The car easily, and in the most controlled manner, slid its way through the track as if it were performing a ballet.
Joel Feder
Pros and Cons
Whereas the BMW M5 wagon feels every bit its 5,530-pound curb weight at every single moment, the Audi RS5 somehow never ever feels its weight. The two-valve fully adjustable dampers must’ve been tuned by the best Ingolstadt wizards, because this car somehow hides the extra 1,376 pounds it has on the former RS5. You have every right to roll your eyes. I wouldn’t believe it if I hadn’t experienced it myself.
The same can’t be said for the ZF-sourced eight-speed automatic torque converter transmission. In automatic mode and left to its own devices, it’s mostly an ideal dance partner. But put the car into manual mode, run to redline, which Audi has set the car up to never auto shift even at redline in manual mode, pull the upshift paddle, and nothing happens. It’s roughly a full two-second delay between the time you pull the upshift paddle and the actual shift, which comes with a massive thunk that can be both felt and heard. This happened in all three RS5s I tested. When asked, Sticht told me this is a known tuning shortcoming because the system is fully under load when the shift is called, and noted this could theoretically be fixed with more time spent tuning the system.
An Audi USA spokesperson noted the RS5 won’t arrive in the U.S. until sometime in 2027, so it’s unclear whether the car will still have this “shortcoming” by then. The RS5 is now on sale in Europe in the tested specification.
Features, Options, Charging, and Competition
The RS5 is still at least a year away from arriving in the U.S., so pricing and other details are yet to be finalized. In Europe, the Audi Sport Package swaps in the bumper you see above, six-spoke black metallic alloy wheels, an RS Sport exhaust system, and an upgraded interior with an Alcantara-wrapped steering wheel, along with an electronically controlled top speed of 177 mph.
In Europe, the RS5 sedan costs €106,200, or $123,183. That’s a lot of coin and still more than a fully kitted BMW M3. A base BMW M3 costs about $80,000, but it has a lot less power and is rear-wheel drive. The last RS5 was closer in price to the M3, costing roughly $80,000 before options. The current plug-in-hybrid Mercedes-Benz C63, which has not sold well due to its turbo-four powertrain, costs about $90,000 before options.
Joel Feder
Early Verdict
One day with an extremely complicated car is far from enough time to declare this a winner or say where it ranks among its predecessors and rivals. What Audi’s done here is unbelievable, and I had to experience it to believe it. Audi went for fun driving while BMW simply chased specs, and fun is what puts a smile on your face. The new RS5 might be the new definition of Audi’s infamous tagline, Vorsprung dutch Technik: progress through technology.
The haters are going to hate, but that’s ok. I was one of them.
Audi provided The Drive with travel, accommodations, and schnitzel along with the use of a vehicle for the purpose of writing this review.
We’ve seen the trademark filings, as well as the speculative stories. Now, we can finally say that Mitsubishi is bringing back one of its esteemed names. The company recently released a teaser for its upcoming flagship SUV, and it bears the name Pajero. It pretty much confirms what’s been on everyone’s minds ever since the spy shots came out.
But here’s the interesting part. Aside from Pajero, the name Montero also appears in Mitsubishi’s official teaser. This hints at the SUV being a truly global product rather than just a region-specific model. If you’re wondering why it needs two names, you can Google the meaning of Pajero in Spanish-speaking countries.
View this post on Instagram
What We Know so Far
Now that the name has been confirmed, we can slowly but surely piece together everything we know so far about the reborn Pajero and Montero. We know for a fact that it’ll return as a body-on-frame SUV, unlike the last two generations. It’ll ride on the same chassis as the Mitsubishi Triton, and the main production hub is touted to be Thailand.
Another piece of evidence pointing to Thai production is a document from Australia showing its VIN. The file showed MMA at the start of the VIN, and VINs starting with ML to MR hail from The Land of Smiles.
Some spy shots have shown bits of the Pajero and Montero’s undercarriage. A rear live axle has been seen in previous photos, ditching the independent arrangement from before. Should that be the case, it’ll be the first Pajero/Montero with a solid rear axle since the second-generation model. A previous report also mentioned that the Pajero/Montero will spawn different versions.
MitsubishiMotorsTV/YouTube
What We Expect
Since it’ll be made in Thailand, it’s a safe bet it’ll be available with a diesel engine. After all, Southeast Asia, as well as Oceania, is still a strong market for those. However, some regions might end up getting gas engines, such as the Middle East and parts of Latin America. A hybrid might also be in the cards given the current market, but what kind it could be remains a mystery.
The Pajero/Montero stands to benefit from tech already found in the Triton pickup. There’s the Super Select 4WD-II system that allows four-wheel drive engagement even on paved roads, as well as a terrain management system for optimized settings. Advanced driver assists are, of course, included.
It’s exciting news and all, but what are the odds of it coming to the U.S.? Given that it’ll be made primarily in Thailand, tariffs will surely get in the way of Mitsubishi’s final answer. Still, it would be great for the Montero to return stateside, as it has been 20 years since the last one was sold in the country. Fingers crossed there will be an Evolution model, too.
BMW Group, which includes BMW, BMW motorcycles, Mini, and Rolls-Royce, has a growing problem on its hands: The rich keep getting richer. Per the UBS Global Wealth Report, the number of millionaires has quadrupled since the year 2000. According to Forbes, the total amount of money the world’s billionaires had in 2000 was less than a trillion dollars. In 2025, that sum grew to over $16 trillion. What do you do when there are more people, with a lot more money, and you have about a $200,000 gap between the most expensive BMW (~$160,000) and the least expensive Rolls-Royce (~$340,000)?
Well, first you find an appropriate brand that fits this gap and buy it, which BMW did in 2022 when it announced it had acquired the rights to Alpina, the aftermarket tuning house long associated with the Roundel. Then, you announce a strategy to take Alpina upmarket as an ultraluxury brand to compete with the likes of Mercedes-Maybach and high end Porsches.
ADVERTISEMENT – CONTINUE READING BELOW
And lastly, you give the automotive enthusiasts and the BMW faithful something to send them spinning, gasping, and drooling over until your first production BMW Alpina vehicle hits the market, in late 2027.
BMW used the 2026 Concorso d’Eleganza Villa d’Este for the trifecta, by unveiling the Vision BMW Alpina, a one-off design study previewing the future direction of the newly integrated BMW Alpina brand. As the first concept car since the acquisition, Vision BMW Alpina signals how BMW intends to preserve Alpina’s long-standing identity and credibility, while repositioning it within the BMW Group’s luxury hierarchy.
ADVERTISEMENT – CONTINUE READING BELOW
Classic GT Shape and Sound
At 204.7 inches long, the four-seat coupe carries familiar Alpina themes into a more restrained and contemporary form. The proportions are classic grand tourer: long hood, low roofline, wide stance, and a cabin designed to accommodate four adults in comfort. BMW says the concept is powered by a V-8 engine, with an exhaust tuned to deliver the subdued but distinctive character long associated with Alpina road cars. We also expect gobs of torque available on demand for effortless acceleration and high-speed cruising.
Shark Nose and Speed Line
The exterior design centers around what BMW calls the “speed feature line,” a character line that begins at the front fascia and runs the length of the body, rising by six degrees as it does, before wrapping around the rear. The front end itself revives Alpina’s historical shark nose treatment and forward-leaning stance, first seen prominently on cars like the Alpina B7 Coupe of the late 1970s. Here, BMW’s kidney grille becomes a three-dimensional sculptural element integrated into the nose rather than a separate graphic feature.
ADVERTISEMENT – CONTINUE READING BELOW
Many of the details are intentionally understated. Alpina’s deco-lines, the brand’s signature pinstripes, are now painted beneath the clear coat for a cleaner appearance. Dark metallic finishes appear on recessed surfaces, while hidden lighting elements and subtle graphics inside the grille reinforce what BMW designers describe as a “Second Read” philosophy—details intended to reveal themselves gradually rather than dominate at first glance.
Other traditional Alpina cues on the concept include elliptical quad exhaust outlets and familiar 20-spoke wheels measuring 22 inches in front and 23 inches in the rear.
Genesis has been trying hard to rival and dethrone other luxury car manufacturers ever since its inauguration, in 2015. Now in 2026, its lineup has never been more comprehensive. From crossovers and SUVs to fully equipped S-Class rivals, it seems like it has a car for everybody’s needs. So, what is the best Genesis car for you? Here are all the 2026 Genesis models currently on sale, from the cheapest to the most expensive.
All specifications come from the manufacturer. Prices are correct at the time of writing, and exclude destination, taxes, and other fees. Automakers reserve the right to change prices at any time without notice. We list these 2026 Genesis models from least to most expensive.
The Entry-Level Genesis That’s Big On Fun
2026 Genesis G70
2026 Genesis G70
Model
2.5T
3.3T
Engine
2.5L Inline-four
3.3L V6
Transmission
8-speed Automatic
8-speed Automatic
Horsepower
300 hp
365 hp
MPG (City/Highway/ Combined)
20/28/23 mpg
17/25/20 mpg
Base MSRP
$43,450
$53,600
The cheapest Genesis currently on sale is most definitely not the worst. The G70 rivals the BMW 3 Series and the Mercedes C-Class and can stand its ground in that battle. With two engine options, the four-cylinder is better for fuel efficiency, while the V6 provides better driving dynamics and engagement. A point to note for the 2026 model, the 2025 G70 had an option for adaptive dampers that gave it an edge above all of its rivals. However, that option has now been removed. The 3.3T is the better trim level for the G70, as it not only gets the bigger engine, but also a sunroof as standard, heated and ventilated leather seats, and a limited-slip differential. If you want an entry-level luxury sedan with great driving dynamics, the G70 is right up there with the 3 Series as the best in the segment.
The X3 Rival Goes Big On Luxury
2026 Genesis GV70
2026 Genesis GV70
Model
2.5T
3.5T
Engine
2.5L Inline-four
3.5L Twin-turbo V6
Transmission
8-speed Automatic
8-speed Automatic
Horsepower
300 hp
375 hp
MPG (City/Highway/ Combined)
22/28/24 mpg
18/24/20 mpg
Base MSRP
$48,985
$64,415
The GV70 competes with the likes of the BMW X3, Mercedes GLC, and Porsche Macan in the compact crossover segment. The biggest update for the GV70 this year is the addition of a 27-inch OLED widescreen display. It combines the digital driver’s display and central infotainment screen into one with wireless Apple CarPlay and Android Auto. The 3.5T trim gets the twin-turbo V6. However, with a lot more weight and not much more power than the G70, the GV70 is adequately fast at best. There are no hybrid powertrains available either, and the fuel economy is not particularly great. The interior is plush and well-equipped with trademark features such as the glass-finished gear selector. It is quite practical as well, with 28.9 cubic feet of cargo capacity behind the third row. The GV70 is a solid alternative to the X3 and Macan, if you want a premium interior and do not mind the less-than-ideal fuel economy numbers or the lack of hybrid options.
The Cheapest Genesis EV
2026 Genesis GV60
2026 Genesis GV60
Battery Capacity
84 kWh
Transmission
1-speed Automatic
Horsepower
225 hp
Maximum Range
306 mi
Base MSRP
$52,525
The Genesis GV60 shares the same powertrain and chassis as the highly acclaimed Hyundai Ioniq 5, with added luxury inside to warrant the higher price point. It competes against the Porsche Macan Electric and BMW iX3; however, it is considerably smaller than either. It is available either as a single-motor rear-wheel drive option or a dual-motor all-wheel-drive option producing up to 483 hp. The 2026 GV60 gets a bigger 84-kWh battery that is good for around 306 miles in the single-motor trim and 252 miles in the more performance-orientated dual-motor versions. The battery can be charged from 10% to 80% in 18 minutes. The interior is more modern and futuristic when compared to the GV70 and GV80, with a quirky crystal ball gear selector in the central tunnel. The cargo space is compromised, though. at just 25 cubic feet and a minuscule 0.7 cubic feet of storage at the front.
The Value For Money Mid-Size SUV
2026 Genesis GV80
2026 Genesis GV80
Model
2.5T
3.5T
Engine
2.5L Inline-four
3.5L Twin-turbo V6
Transmission
8-speed Automatic
8-speed Automatic
Horsepower
300 hp
375 hp
MPG (City/Highway/ Combined)
20/26/22 mpg
16/22/19 mpg
Base MSRP
$57,700
$75,950
The GV80 was the company’s first-ever SUV, introduced in 2021. Much like a lot of the lineup, the GV80 is also available with two engine options. All the base 2.5T trims are strictly five-seaters. However, there is an option for an optional third row on the 3.5T trims. As a midsize SUV, in the three-row configuration, it is a little tight on space when compared to its rivals. The two-row five-seater configuration is the best unless you absolutely need the third row for small passengers like children. With the three rows upright, the GV80 has 11.6 cubic feet of cargo capacity. With a hybrid powertrain coming in the future, the current ICE-only GV80 is not the best for fuel economy. The unique selling point of the GV80 is its price. It undercuts most of its rivals such as the Mercedes GLE with similar features and offers excellent value for money in this segment.
The Stylish And Sporty Luxury Sedan
2026 Genesis G80
2026 Genesis G80
Model
2.5T
3.5T
Engine
2.5L Inline-four
3.5L V6
Transmission
8-speed Automatic
8-speed Automatic
Horsepower
300 hp
375 hp
MPG (City/Highway/ Combined)
20/29/24 mpg
16/24/19 mpg
Base MSRP
$58,450
$78,350
Much like the G70, the G80 is also one of the best luxury sedans in its class competing with the BMW 5 Series and Mercedes E-Class. In terms of performance, it can be considered as the sedan version of the GV80, featuring the same powertrain options. The interior is plush and well-equipped, especially with the new 27-inch OLED screen. The V6 is the enthusiast’s choice, with a limited-slip differential aiding the already excellent driving dynamics and handling. While the G80 used to undercut its rivals earlier, the price point has slowly crept up to be in line with its rivals. If you are looking for an alternative to the obvious German sedans, the G80 is one of the best Genesis models. Just watch those fuel prices as it does get thirsty quite often.
The Electric SUV With Extra Luxury
2026 Genesis Electrified GV70
2026 Genesis Electrified GV70
Battery Capacity
84 kWh
Engine
Dual-motor
Horsepower
429 hp
Maximum Range
263 mi
Base MSRP
$64,380
The Electrified GV70 is similar to the ICE version in most regards, which is high praise for an EV anyway. It shares the same battery size and horsepower figures with the top-trim GV60. Much like all Genesis, the interior is incredibly well-equipped with leather seats, panoramic sunroof and OLED displays. While the range may not seem impressive at first, at just 263 miles, it can charge incredibly quickly. It is rated for 10%–80% in under 20 minutes. The crossover between regenerative braking and friction braking has been noted as slightly jerky, so we recommend a test drive to see if it affects you majorly. In all other respects, it is similar to its ICE counterpart, and is perfect as a compact luxury SUV.
The Sporty Mid-Size SUV
2026 Genesis GV80 Coupe
2026 Genesis GV80 Coupe
Engine
3.5L Twin-charged V6
Transmission
8-speed Automatic
Horsepower
410 hp
MPG (City/Highway/ Combined)
16/22/19 mpg
Base MSRP
$81,850
Want a combination of practicality and sporty looks? The GV80 Coupe seeks to offer both luxury and that extra oomph as a sloped-roof version of the excellent GV80. Based on the same platform, the only difference between the GV80 and Coupe is the extra 35 horsepower the Coupe gets from its 48V supercharger, and the addition of a Sport+ mode. Apart from that, space at the back will be further compromised with a sloping roofline. As a result of this, the Coupe is only offered as a two-row SUV. Priced around $5,000 more than the base V6 GV80, the choice is if you are willing to sacrifice the third row and some cargo space for a sleeker-looking SUV with some added horsepower.
The Best That Genesis Has To Offer
2026 Genesis G90
2026 Genesis G90
Engine
3.5L V6 Hybrid
Transmission
8-speed Automatic
Horsepower
409 hp
MPG (City/Highway/ Combined)
17/24/20 mpg
Base MSRP
$92,700
The G90 is the top step of the Genesis ladder as a direct competitor to the likes of the Mercedes S-Class, BMW 7 Series and the now discontinued Audi A8. With a focus on luxury and being chauffeur driven, it features a 48-volt hybrid system and air suspension. Everything inside is wrapped in luxurious materials. The second row gets power window shades and executive-style seats. There is an optional 23-speaker Bang and Olufsen sound system on offer as well. The two drawbacks of the G90 are its 10.6 cubic feet of cargo space in the trunk and its name. The Mercedes S-Class and BMW 7 Series have become the symbols of luxury and opulence in the market. The Genesis G90, no matter how compelling, is still a Genesis in its name. If you care about the product and not just the status symbol that comes with a car name, the Genesis G90 gives the S-Class a run for its money.
FAQs
What are the best models of Genesis vehicles?
The Genesis GV80 and G90 are some of the best Genesis models currently on sale.
Is the GV70 or GV80 better?
The GV80 is a larger midsize SUV that has a better-equipped interior.
Which Genesis model is most reliable?
While all Genesis models are fairly reliable, the GV60 scored the highest on our Genesis SUV’S ranked by reliability list.
Is the Genesis GV70 better than the Lexus RX 350?
Yes, the Genesis GV70 is better equipped than the Lexus RX 350 and is sportier to drive.
