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Cadillac Super Cruise, a hands-off review

Cadillac Super Cruise won't let you eat breakfast behind the wheel, climb in the back seat or any of the other stupid human tricks displayed on YouTube by Tesla owners. It even won't allow the car to change lanes on its own, like Tesla Autopilot. But it's a big step on the road to full autonomy, a huge convenience on long-distance road trips and a substantial technological triumph for Cadillac. In the simplest terms, Super Cruise is a lane-centering enhancement to adaptive cruise control (ACC). But Super Cruise is anything but simple. Its technical complexity — hence its long delay after first being unveiled five years ago — belies its straightforward operation and intuitive user interface, which I discovered on an almost 750-mile, 11-hour drive in a 2018 Cadillac CT6 between Dallas and Santa Fe to test the system. LOADS OF LIMITATIONS First, let's dispense with the details and disclaimers. Super Cruise is standard on the 2018 CT6 Platinum and a $5,000 option on other trim levels. Because Super Cruise is supported by OnStar — an OnStar operator will call to find out if first responders need to be sent in a worst-case scenario — a three-year OnStar Super Cruise Package is included with the system. Super Cruise has loads of limitations that are probably more concerning to GM's legal counsel than they were to me during my long drive. Some are no-brainers, such as not for use in construction zones or for driving on the shoulder. But the system can also be stymied by adverse weather, poor visibility and faded lane markings. Super Cruise only works on freeways with on and off ramps and a center divider. ACC and forward collision warning also need to be engaged, and the system's cameras and radar sensors can't be obstructed. To keep drivers from looking away from the road for too long — and to keep the system active — an infrared camera on top of the steering column keeps an electronic eye on the driver's seat. GM has over 100 patents alone on this Driver Attention System, including an algorithm that triangulates the nose, eyes and ears in case the camera can't see through sunglasses to make sure you're not nodding off. In addition to the car's visible sensors, another major component of the system is something you don't see: mapping software. But not the kludgy kind that powers in-dash navigation systems.

Best sport sedans for 2022 and 2023

SUVs dominate the car industry at every size and price level, but some people still prefer the looks, and more importantly, the performance and comfort, of the traditional sedan. With a lower ride height, lighter weight and generally smaller size, they often are much more fun to drive, and can even be more comfortable. Sport sedans of course lean harder on the performance side of things, and are among the best options for sheer speed and fun, thanks to those inherent characteristics. We've rounded up the ones in the segment that do the sporty dance better than any others in 2024 to give you a handy guide when you're shopping for one of your own. You'll find a wide array of cars here including gas, electric and hybrid powertrains. They'll have manual and automatic transmissions and drive the front, rear or all four wheels. Technically a few hatchbacks have slipped in, but they're close enough in look and feel that we wanted to include them. And excluding them means you might miss out on some of the best-driving options available. You wouldn't want that, would you? Alfa Romeo Giulia Why it stands out: Punchy four-cylinder; astounding power from Quadrifoglio; light and nimble character; awesome shift paddlesCould be better: Clunky infotainment; sub-par switchgear Read our Alfa Romeo Giulia review We start this list with one of the most predictable inclusions: the Alfa Romeo Giulia. Yes, it's a stereotype that the Italian sport sedan is fun to drive, but the fact is, well, it is. The Giulia comes standard with a turbocharged 2.0-liter four-cylinder making 280 horsepower, making it one of the most powerful four-cylinders in the segment. It's paired with a snappy and smooth eight-speed transmission and either rear-wheel or all-wheel drive.  The engine is lively and torquey, if a little short of revs, and the chassis feels super-light. The steering is eager and the car jumps into corners. We also highly recommend getting a version with the enormous and superb aluminum paddle shifters that make clicking through gears much more entertaining. And on the topic of the interior, it's attractive, but the various switches and knobs feels a little cheap, and the infotainment system is clunky. Of course there's also the incredible Giulia Quadrifoglio at the high end. It gets a Ferrari-derived twin-turbo 2.9-liter V6 making 505 hp, and it's rear-wheel drive only.

GM patent reveals new two-stage turbocharger

Modern turbochargers may be some of the best ever made, but performance is something that engineers are always trying to improve. According to GM Inside News, General Motors (GM) is hoping to alleviate some of the negative aspects of a two-stage turbocharger setup with a newly-patented design. The patent, that was filed on May 19, 2016, reveals a clever bypass system that allows the engine, a four-cylinder unit, to optimize both the low-pressure and high-pressure inlets for its respective functions. According to the filing, a conventional two-stage turbocharger setup is engineered to allow both turbines to operate simultaneously at low and mid engine speeds. At high engine speeds, only the low-pressure turbine works. The setup can't isolate either the low or high pressure side, which can impair low-end performance. GM's new two-stage turbocharger setup looks to eliminate this by linking the high-pressure turbo to the exhaust manifold through the high-pressure inlet duct. The low-pressure turbo is attached to the high-pressure turbo by a low-pressure inlet duct, which is linked to a connecting channel. A single actuator that is housed in the exhaust manifold creates a bypass that can opens the high-pressure inlet or close the connecting channel. Depending on what the engine load and speed is, the ECU guides the actuator—a single rotating spindle with discs corresponding to flanges on the high and low pressure sides—to isolate one of the two turbos. Isolating the turbos allow the respective inlets to be engineered for the best possible fluid dynamic performance. The setup should increase performance and decrease lag. There's no word on what car this setup will make an appearance on, but it will most likely be used in premium vehicles before trickling down to the rest of GM's vehicles. Related Video: News Source: GM Inside News, AutoGuide via GM Authority Cadillac Chevrolet GM Technology Sedan turbo patent engine turbocharging