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When BMW brought Mini back in the early 2000s, the taillights on Frank Stephenson’s original design were triangular. They later filled out and got a bit more squarish, and have remained so for about a decade — but that looks to change starting next year. The upper and lower inner chunks of the clusters have been chipped away, making sideways trapezoids.
The entire unit has been subdivided into what I could only describe as pixels, but like pixels from an old-school LCD display. If I squint, it seems like the bars that would comprise the Union Jack are a bit lighter than the rest, and I bet those light up in similar fashion as the current Mini’s taillights.
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This would be a very smart move for Mini, because it’s getting so much attention over the flag lights from nerds like us. I’m willing to bet every person that directly follows a new Mini has noticed the design, and so long as they’ve ever seen 15 seconds of Austin Powers, they probably get the joke.
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I have less to say about the rest of the upcoming Mini’s look. I mean, I’m still reminded of goatees or that one episode of The Powerpuff Girls when I study the front, and the headlights have these crossbars on their upper and lower portions that almost look like eyelids on a Family Guy character. I’m overflowing with cartoon character references.
There’s more to say about the interior, where Mini designers have seemingly ditched the small pill-shaped digital instrument cluster behind the steering wheel in favor of a heads-up display. The dash is entirely clad in what looks to be canvas, with a big old circular panel affixed to the center dash. It’s like the essence of a Mini interior stripped down to its most iconographic parts, and it’s kind of soulless. I don’t love it coming from the current Mini’s fun and lighthearted cabin.
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Supposedly this new Mini Cooper will be available in internal combustion and battery electric forms. If the manufacturer can squeeze roughly 50 more miles out of the SE while keeping the price around where it sits today — and the driving dynamics on point — it’ll be a pretty compelling bargain EV.
What I like about this test is that it presents a very good mix of everyday, normal driving situations in an environment with a good mix of traffic density, road complexity, lighting conditions, road markings, and more. In short, reality, the same sort of entropy-heavy reality all of us live in and where we expect our machines to work.
There’s a lot that FSD does that’s impressive when you consider that this is an inert mass of steel and rubber and silicon that’s effectively driving on its own through a crowded city. We’ve come a long way since Stanley the Toureg finished the DARPA Challenge back in 2006, and there’s so much to be impressed by.
At the same time, this FSD beta proves to be a pretty shitty driver, at least in this extensive test session.
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Anyone arguing that FSD in its latest state drives better than a human is either delusional, high from the fumes of their own raw ardor for Elon Musk or needs to find better-driving humans to hang out with.
FSD drives in a confusing, indecisive way, making all kinds of peculiar snap decisions and generally being hard to read and predict to other drivers around them. Which is a real problem.
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Drivers expect a certain baseline of behaviors and reactions from the cars around them. That means there’s not much that’s more dangerous to surrounding traffic than an unpredictable driver, which this machine very much is.
And that’s when it’s driving at least somewhat legally; there are several occasions in this video where traffic laws were actually broken, including two instances of the car attempting to drive the wrong way down a street and into oncoming traffic.
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Nope, not great.
In the comments, many people have criticized Kyle, the driver/supervisor, for allowing the car to make terrible driving decisions instead of intervening. The reasoning for this ranges from simple Tesla-fan-rage to the need for disengagements to help the system learn, to concern that by not correcting the mistakes, Kyle is potentially putting people in danger.
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They’re also noting that the software is very clearly unfinished and in a beta state, which, is pretty clearly true as well.
These are all reasonable points. Well, the people just knee-jerk shielding Elon’s Works from any scrutiny aren’t reasonable, but the other points are, and they bring up bigger issues.
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Specifically, there’s the fundamental question about whether or not it makes sense to test an unfinished self-driving system on public roads, surrounded by people, in or out of other vehicles, that did not agree to participate in any sort of beta testing of any kind.
You could argue that a student driver is a human equivalent of beta testing our brain’s driving software, though when this is done in any official capacity, there’s a professional driving instructor in the car, sometimes with an auxiliary brake pedal, and the car is often marked with a big STUDENT DRIVER warning.
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I’ve proposed the idea of some kind of warning lamp for cars under machine control, and I still think that’s not a bad idea, especially during the transition era we find ourselves in.
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Of course, in many states, you can teach your kid to drive on your own without any special permits. That context is quite similar to FSD beta drivers since they don’t have any special training beyond a regular driver’s license (and no, Tesla’s silly Safety Score does not count as special training).
In both cases, you’re dealing with an unsure driver who may not make good decisions, and you may need to take over at a moment’s notice. On an FSD-equipped Tesla (or really any L2-equipped car), taking over should be easy, in that your hands and other limbs should be in position on the car’s controls, ready to take over.
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In the case of driving with a kid, this is less easy, though still possible. I know because I was once teaching a girlfriend of the time how to drive and had to take control of a manual old Beetle from the passenger seat. You can do it, but I don’t recommend it.
Of course, when you’re teaching an uncertain human, you’re always very, very aware of the situation and nothing about it would give you a sense of false confidence that could allow your attention to waver. This is a huge problem with Level 2 semi-automated systems, though, and one I’ve discussed at length before.
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As far as whether or not the FSB beta needs driver intervention to “learn” about all the dumb things it did wrong, I’m not entirely sure this is true. Tesla has mentioned the ability to learn in “shadow mode” which would eliminate the need for FSD to be active to learn driving behaviors by example.
As far as Kyle’s willingness to let FSD beta make its bad decisions, sure, there are safety risks, but it’s also valuable to see what it does to give an accurate sense of just what the system is capable of. He always stepped in before things got too bad, but I absolutely get that this in no way represents safe driving.
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At the same time, showing where the system fails helps users of FSD have a better sense of the capabilities of what they’re using so they can attempt to understand how vigilant they must be.
This is all really tricky, and I’m not sure yet of the best practice solution here.
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This also brings up the question of whether Tesla’s goals make sense in regard to what’s known as their Operational Design Domain (ODD), which is just a fancy way of saying “where should I use this?”
Tesla has no restrictions on their ODD, as referenced in this tweet:
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This raises a really good point: should Tesla define some sort of ODD?
I get that their end goal is Level 5 full, anywhere, anytime autonomy, a goal that I think is kind of absurd. Full Level 5 is decades and decades away. If Tesla freaks are going to accuse me of literally having blood on my hands for allegedly delaying, somehow, the progress of autonomous driving, then you’d think the smartest move would be to restrict the ODD to areas where the system is known to work better (highways, etc) to allow for more automated deployment sooner.
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That would make the goal more Level 4 than 5, but the result would be, hopefully, safer automated vehicle operation, and, eventually, safer driving for everyone.
Trying to make an automated vehicle work everywhere in any condition is an absolutely monumental task, and there’s still so so much work to do. Level 5 systems are probably decades away, at best. Restricted ODD systems may be able to be deployed much sooner, and maybe Tesla should be considering doing that, just like many other AV companies (Waymo, Argo, and so on) are doing.
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We’re still in a very early transition period on this path to autonomy, however that turns out. Videos like these, that show real-world behavior of such systems, problems and all, are very valuable, even if we’re still not sure on the ethics of making them.
All I know is that now is the time to question everything, so don’t get bullied by anyone.
Everywhere I’ve seen mention of the event calls it a half-mile, but with the name of the event being Race 1000, I wonder if maybe the actual course is 1000 meters? That would be just over 0.6 miles, so maybe close enough? Either way, 191.5 miles per hour is staggeringly impressive from a car which was originally offered with a 54-horsepower optional engine. This is a bit quicker than a stock one.
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With average new vehicle prices exceeding $45,000 now, it would actually make a lot of sense for Toyota to start selling these in showrooms again. You know, because people who can’t afford homes could live in them. What a great not-at-all-dystopian eventuality that would be. Anyway, here’s a cool truck that Toyota definitely won’t be building for you or me, but will show off at SEMA. The perfect place for such a behemoth. It can roll right out into the desert and go for a camp.
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Powered by the same 113 horsepower 937cc Testastretta V twin as found in the new Monster, Supersport 950, and Hypermotard and the upcoming DesertX. This is quickly becoming a standard bearer for Ducati engineering, as it’s a really good engine with tons of useful power and super long maintenance intervals for an Italian. Apparently it only needs oil changes every 9,300 miles and valve clearance checks every 18,600 miles.
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Many people might not think of an adventure bike chassis as being the best daily rider, but this V2 features 19 inch wheels and street-oriented tires. It’s not too tall, either, as Ducati worked hard to get this new chassis down to a reasonable 32 inch seat height, and the V2 is a bit narrower at your inseam than the V4 would be, making an even more comfortable standover. For many riders this will allow for flat footing at stops.
The base model V2 will come only in red with black wheels, while the Street Grey with GP Red wheels is optional on the S model. The Multistrada V2 kicks off at $15,295. The S, which comes with Ducati’s amazing Skyhook adjustable suspension, ride modes, cornering ABS, hill hold, traction control, cornering and flashing brake lighting, cruise control, quick shifter, and a high-res TFT dash, will cost you a bit more at $17,895.
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Also optional for the V2 S is the Travel Trim package with side bags, heated grips and a center stand. Pricing hasn’t been released for that package yet, but it seems like the one to get if you want to go for longer rides out on the highway.
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Multistrada V2 models will start trickling into your local Ducati dealer in December. Right in time for the riding season, right?
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I’m going to start out by saying right away that I cannot imagine this vehicle with the base-level engine; the Santa Cruz needed the turbocharged 2.5-liter engine. It had just the right amount of power and punch you’d want from your car, but it was exactly that: just right. To have anything less than what the turbo engine provides would likely feel sluggish and uninspired. The turbo isn’t giving you tons of extra pep like you’d get on something like the Mazda CX-5; it’s making your base level performance feel a little more exciting.
Adding to that, Hyundai did a solid job making the ride enjoyable. The cabin is nice and quiet, even on windy coastal roads. The low ride height makes the Santa Cruz feel steady, capable, and agile when on long straights or tight turns. I had the chance to try out the Santa Cruz on a little bit of everything, from well-paved highways to bumpy gravel roads, and it handled everything with ease. It’s not the kind of vehicle you want to take off-roading, but it’s also not something you’ll cringe at taking through that rutted dirt road.
And, unlike some pickup trucks, you’ll have a comfortable ride whether you’ve got the bed loaded or not. I will say, though, that we didn’t get a chance to put the Santa Cruz’s towing or payload powers to the test during our drive. That will remain to be seen.
Overall, we’re talking about a very comfortable vehicle, but not necessarily one that’s going to blow your mind in terms of the drive. It drives more like a commuter car than a performance machine — and that’s fine. Not everyone needs a car with an angry exhaust and an overwhelming amount of power. We’ll just keep our fingers crossed for an N or N-Line Santa Cruz, where we can kick things up a notch.
That said, I didn’t have a chance to drive the most affordable trims, so my observations aren’t going to translate.
Many of my favorite things about the Hyundai Santa Cruz were in the little, thoughtful details that put this vehicle a step above others — ones that you actually use every day.
One of my favorite things was the infotainment system. There’s not actually a menu that you have to use to navigate from; instead, integrated tabs line the bottom of the screen. Give it a touch, and you’re immediately moved to navigation. Another touch, and you’ll have music available. It doesn’t require a whole lot of searching to find what you need, which can be a serious detriment with many other infotainment systems. You also had the option to select an arrow on the right side of the screen that would split the screen to show you, say, navigation and your music selection at the same time. I was really impressed.
It really seems like Hyundai paid attention to design through and through. The horizontal LED taillights stretch the truck out to give it a commanding stance while the hidden LEDs on the front end prove that you can create a statement grille without needing to rely on polarizing half of your audience. Further, the sloping cabin definitely retains SUV vibes, but it integrates well into the bed rails, proving that you can absolutely blend design barriers if you’re so inclined.
And we can’t talk about the good without talking about the truck bed. Sure, it’s on the small side, but Hyundai worked hard to ensure that flexibility is key here. Adjustable rails, latches, and molded bed inserts mean that you can secure plenty of goodies inside. You can turn it into a two-tiered bed with some plywood, and you can lock your valuables up in the under-bed storage.
The tonneau cover, too, is standard, not an option. It’s water-resistant (not waterproof; you’ll likely get some leaks in a hard rainstorm), it locks, and it’s self-retracting. Just push up on the tonneau handle, and it’ll roll up for you. Reach in and pull it back, and it’ll close. Best of all, you don’t need tons of strength or height to manage it.
And let’s talk about that under-bed trunk. It’s waterproof, and it features two drain plugs. It fit my backpack with ease, and I could also see it functioning as a cooler on the go for those of you out there who dig your tailgating.
The Santa Cruz was one of the first times I’ve had a truck-like vehicle that actually felt friendly for someone short like me. I know some smaller ladies enjoy the power they feel by driving a truck much bigger than them, but I’m not the kind of person that digs having to pole vault into the truck bed or turn into a bodybuilder to lift myself into the truck. Best of all, the sight lines inside were incredible. Seeing the road — what a concept!
I’ll be honest — there wasn’t a lot that I didn’t like about this truck, but I’ll also admit that it’s not an easy vehicle to review because there’s nothing like it to compare it to. I’ll start with some of the concerns that folks asked about previously:
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I lost count of how many times Hyundai reminded our press group that the Santa Cruz isn’t designed to compete directly with the truck market before then comparing The Santa Cruz’s specs to those of the Ford Maverick. It makes sense; here are two small, affordable trucklets that are meant to be as comfortable in the city as they are on the dirt road heading to your favorite mountain trail. It makes sense that folks are cross-shopping these.
That said, I still think the Santa Cruz and the Maverick are competing for very different segments of the market, with the Santa Cruz appealing more to the SUV crowd and the Maverick aiming for a truck audience. Both have features that set them apart from the niche I think they’d most effectively appeal to — the Santa Cruz has a truck bed, the Maverick is electrified — which make both vehicles a bit of an outlier in their respective markets. But I don’t know that it’s ever occurred to me to compare these two on a one-to-one basis.
There’s no right or wrong answer as to which is better, since they’re both designed for different audiences. But let’s talk some general differences:
Santa Cruz
Maverick
Which is superior? That’s going to come down to your personal preferences and uses for the vehicle. Nothing more.
The 2022 Hyundai Santa Cruz is a great, flexible, and approachable vehicle that definitely has the chops to convince an American market that the ute can be a glorious thing — but I don’t think Hyundai quite knows what it wants the Santa Cruz to be yet. Its marketing push toward young, active professionals is a little bland because that’s the market every semi-flexible sedan, crossover, SUV, or truck is aiming toward these days. That angle isn’t fresh or exciting enough to convince people to opt for the result of a sordid love affair between a crossover and a small truck.
Revise that marketing push, and I think Hyundai has a banger of a product. Sell this to small families with kids who like to get muddy. Sell it to short women who want to feel like a badass driving their succulents home from the nursery without sacrificing their comfort. Sell it to eternally-messy guys who want a reasonably sized vehicle that won’t be a pain in the ass to clean out. Sell it to older folks who just can’t climb in and out of their tall work trucks anymore. Sell it to the in-between crowds who aren’t sure if they want a truck or an SUV. If I have to see one more ad showing a 20-something city slicker pulling off her office-wear as she hits the bike trail, I’m gonna snap.
That bland effort isn’t worthy of the Santa Cruz, which is ultimately a fun, peppy little vehicle that makes you smile when you drive it — and when you check your bank account before you think about financing it. It has potential lasting power that means we’ll not only see the Santa Cruz on the road in 10 years but that we’ll also see a fair share of its trucklet competitors. Hyundai just needs to find the in-between places where the Santa Cruz will shine.
The video includes this graphic:
Chevy has not said when the electric Silverado will begin deliveries, though I wouldn’t expect it any sooner than late next year, and probably not until 2023. Until then, you can also expect drips and dabs from Chevy on all the cool new features it’s putting in the electric Silverado, which will compete with the Tesla Cybertruck (possibly), Ford F-150 Lightning, and probably an electric Ram 1500 too. There is also the Lordstown Endurance (haha) and the Rivian R1T, with the R1T a lot more of a sure thing than the Endurance, given all the money behind Rivian and all of the recent troubles at Lordstown.
Of those, the recently-delayed Cybertruck still probably holds the most intrigue, given that it is a fairly radical departure in terms of design, compared to the others. And while I still think that the Cybertruck is mainly for rich Californians with brains the size of peanuts, it also may not be, which would be the bigger surprise. The electric Silverado and F-150 Lightning, on the other hand, are for more practical buyers like fleets, and also Chevy and Ford fans who think they’re cool. The Rivian is probably the hipster choice here, along with the Bollinger B2, while I have no idea who the Endurance is for: Trump fans who care about the environment? Does that person even exist? Anyway, get ready for a lot of electric trucks.
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In the game it’s called an Italdesign Scighera, sort of how the Lamborghini Cala was attributed to Italdesign in Need For Speed II. It’s not the only vehicle from Giorgetto Giugiaro’s studio featured in NFS III, because the Nazca C2 also made an appearance.
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NFS’ car rosters around this time were limited, yet extremely inspired. Perhaps it’s just reflective of how exciting concepts and automotive design in general were leading up to the millennium, but Electronic Arts had a discerning eye when sourcing its selections. That was enhanced by the Showcase mode, a staple of these early NFS titles that offered an innovative and educational way to explore every vehicle, that really put the multimedia capabilities of CD-ROMs to good use. Hearing cars like the Scighera and Mercedes-Benz CLK GTR spoken about by NFS’ immortal announcer, they end up sounding less like sports cars and more like heroes of legend.
For GREAT deals on a new or used Subaru check out East Hills Subaru of Sayville TODAY!General Motors is not happy with Ford’s driver-assistance technology name, Reuters reports. Why? Because BlueCruise, Ford’s tech, sounds too much like GM’s Super Cruise and Hyper Cruise, its own driver-assistance technologies, and Cruise, its robo-taxi service subsidiary.
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Both Ford’s BlueCruise and GM’s Super and Hyper Cruise systems are base-level autonomous driving technologies that would allow drivers to lift their hands from the steering wheel while still being alert. These technologies aren’t fully self-driving, but they’re what the SAE would term a level-2 tech, which allows the car to do a little bit of heavy lifting while the driver can relax — while still being alert, of course.
“While GM had hoped to resolve the trademark infringement matter with Ford amicably, we were left with no choice but to vigorously defend our brands and protect the equity our products and technology have earned over several years in the market,” GM said in its statement.
Ford has argued that GM and Cruise’s claim is “meritless and frivolous” because “drivers for decades have understood what cruise control is, every automaker offers it, and ‘cruise’ is common shorthand for the capability.”
Basically, Ford is calling BlueCruise a kind of advanced cruise control, which isn’t totally accurate but also not totally wrong.
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GM, on the other hand, has argued that automated driving is definitely not cruise control, so Ford can’t use the word “cruise” to describe it. Because GM got there first. GM is arguing that Ford intentionally named its technology BlueCruise to create a sense of confusion between the brands and to capitalize on all the hard marketing work GM has done.
Ford is still arguing that other automakers have used the word “cruise” for decades to refer to a variety of other technologies and simple acts people engage in behind the wheel.
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Ford announced BlueCruise in April of 2021, which will be available in the Mustang Mach-E and F-150 later this year through over-the-air updates at a cost of $600 for three years of service.
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