gm super cruise system

GM’s Super Cruise will cover 400,000 miles of roads in North America, doubling coverage

The automaker’s ‘hands-free’ advanced driver-assist system is coming to a lot more roads.

By Andrew J. Hawkins , transportation editor with 10+ years of experience who covers EVs, public transportation, and aviation. His work has appeared in The New York Daily News and City & State.

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Super Cruise, the “hands-free” advanced driver-assist system (ADAS) from General Motors, will soon be available on a lot more roads in North America. GM announced today that, later this year, the ADAS system will be able to operate on 400,000 miles of roads, including non-divided highways — which would essentially double Super Cruise’s current coverage in the US and Canada.

It represents a major expansion of Super Cruise’s capabilities at a time when US regulators are scrutinizing driver-assist features more closely and safety advocates are calling for more transparency , citing research that shows how new technology can create safety risks inadvertently.

It represents a major expansion of Super Cruise’s capabilities

Launched in 2017 with the Cadillac CT6, Super Cruise uses information from cameras and radar sensors embedded on the car, GPS data, and lidar mapping data collected by the company to allow for hands-free driving and, in some cases, automatic lane changes. It pairs this capability with a driver-monitoring system that uses an infrared camera to make sure the driver is paying attention to the road in case Super Cruise needs to hand back control to the driver.

Unlike Tesla’s Autopilot, which can be activated on almost any highway or road as long as the system spots visible lane markers, drivers are currently only able to use Super Cruise on divided highways that GM has laser mapped and approved for use. Up until now , that included just 200,000 miles of limited-access highways with concrete barriers dividing opposite lanes of traffic. 

But, starting later this year, drivers of vehicles like the Chevy Silverado, GMC Hummer EV, or Cadillac Lyriq will be able to use Super Cruise on non-divided state and federal highways, which are sometimes called routes — main roads that connect smaller cities and towns. That includes the famed US Route 66, running from Chicago to Los Angeles; the Pacific Coast Highway, which runs along California’s coastline; the Overseas Highway, which connects Miami to the Florida Keys; and the Trans-Canada Highway, which transverses the country from east to west.

“Super Cruise is really helping redefine vehicle ownership and it’s really part of our wider path to autonomy at General Motors,” said Mario Maiorana, Super Cruise chief engineer, in a briefing with reporters.

“Super Cruise is really helping redefine vehicle ownership”

For new GM vehicles built on the automaker’s “VIP electrical architecture,” the expansion will be available later this year and will be delivered at no additional charge via an over-the-air software update. Vehicles not built on the VIP electrical architecture, which include the Cadillac CT6 and XT6 and the Chevy Bolt EUV, will have to wait a little longer. GM intends for Super Cruise to be available in 22 models by the end of 2023.

On a parallel track, expanding Super Cruise is a step toward the much more ambitious Ultra Cruise , which GM has said will cover “95 percent” of driving tasks and will make its debut in a handful of premium vehicles starting in 2023. (GM has said that the two systems will “co-exist,” with Super Cruise available in more “mainstream” vehicles while Ultra Cruise will be reserved for the automaker’s luxury models.)

But there are still a lot of driving tasks that Super Cruise will not be able to handle. The system does not interface with the vehicle’s navigation system in a way that enables drivers to input a destination and let the car make all the necessary turns and lane changes.

In addition, Super Cruise cannot handle traffic signals and stop signs, meaning that the system will notify the driver when an intersection is 350 meters away (or 500 meters for non-VIP vehicles) so they can take control of the vehicle. And Super Cruise will not allow automatic lane changes on two-lane highways. In other words, it won’t cross either broken yellow or solid yellow lane markings.

What it will be capable of is handling the driving on a more broadly complex section of road types. For example, some sections of the Pacific Coast Highway are extremely curvy with only the bare minimum of space between opposing lanes of traffic. According to GM, the system’s use of high-definition maps of those roads will enable it to deal with every twist and turn safely and confidently.

“With a high definition LIDAR generated map, we can see out further beyond what the vehicle sensors can,” said David Craig, chief of maps at GM. “So we know the curvature of the road coming up, we know the speed we need to be able to navigate that curvature, and we’re in control of the speed longitudinally.”

Super Cruise is just a Level 2 system, based on the six tiers of vehicle autonomy as designated by SAE International and federal regulators. With Level 2, the human driver must be watching the road and ready to take control. The National Highway Traffic Safety Administration is now requiring automakers to provide data on crashes that occur with these Level 2 systems engaged.

Super Cruise options for around $2,200 for the Chevy Bolt EUV, but prices vary from model to model. GM isn’t planning on raising its prices for the system — but the automaker has expressed a desire to sell more features as monthly subscriptions as opposed to a one-time fee. ( Tesla sells its Level 2 “Full Self Driving” beta system as a $199 a month subscription or as a $12,000 upfront fee.)

ADAS is becoming much more common in vehicles

ADAS is becoming much more common in vehicles, with a variety of models at all different price points offering features like adaptive cruise control, blind spot detection, pedestrian alerts, and lane centering. While still Level 2, Super Cruise is more advanced, allowing drivers to take their hands completely off the wheel. And researchers are studying what happens to a driver’s attention when they are not in total control of the vehicle’s operations but are still expected to stay fully engaged in the driving.

Maiorana called the driver-monitoring system “the linchpin” of Super Cruise’s approach to safety, but he acknowledged that it was mostly a convenience feature as opposed to one designed to enhance the safety of driving.

“The benefit you get is the Super Cruise system itself handles the mundane portion of the driving: the steering, the deceleration, the braking,” he said. “I find when I’m driving Super Cruise, I am attentive, I’m watching the road, yet — and I am not a neuroscientist by any stretch — I get to my destination, feeling much more relaxed.”

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GM's Super Cruise Is Handy, But It Definitely Has Its Quirks

I super cruised from los angeles to yosemite and back. here's what i learned.

My friend group was recently looking at taking separate cars on a road trip from Los Angeles to Yosemite when we were saved from that logistical nightmare by a big Pearl Beige Metallic GMC Yukon Denali Ultimate. This Yukon is called the Ultimate for a reason; it was equipped with GM’s Super Cruise, a rear seat entertainment system, massaging heated and cooled front seats, a sliding panoramic sunroof, and a 6.2-liter V8 under the giant hood. This truck made our trip so much smoother and more comfortable than piling into multiple cars and caravanning on the 600-ish mile round trip from LA to Yosemite. What really made the difference in our hike to the woods was the Yukon’s Super Cruise Level 2 hands-free driving technology, which massively reduced the fatigue of our long drive.

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I have extensive experience with ADAS technology; I was a field validation test driver for Mercedes-Benz Research And Development’s ADAS team for two years, so I’m critical of ADAS tech. It bears repeating that General Motors’ Super Cruise is a Level 2 system, so the driver is responsible for anything the vehicle does while the system is active. It’s important for consumers to understand that these vehicles do not drive themselves, the driver assistance systems just take some of the stress out of a long drive.

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Full disclosure: GMC lent me a loaded Yukon Denali Ultimate with Super Cruise so I could drive my friends from Los Angeles to Yosemite National Park. It made our trip possible, kept us safe and entertained on our drive.

Super Cruise is one of the best Level 2 hands-free driving systems on the market, but it is still susceptible to undereducated owners trusting it too much. During my drive from Los Angeles to Yosemite, Super Cruise did a good job of navigating open freeways, but two-lane roads were much less consistent. Super Cruise handled the 5 freeway well, but its continued operation through construction zones with shifted lanes was sketchy. The system does warn the driver with a silent gauge cluster message that says Super Cruise is active in a construction zone and that the driver should remain alert, but the system should just disengage. If Super Cruise is hands-free driving, then it should deactivate when the driver needs to steer.

The automatic lane change function was more of an annoyance than a benefit, but it’s easily deactivated. With automatic lane change active, the Yukon would merge right and then immediately merge left back into its original lane when it realized that the new lane wasn’t moving any faster. This happened several times, and stressed me out as the driver so I turned it off. It still allows drivers to initiate lane changes while Super Cruise is active by tapping the turn signal, and this function worked flawlessly.

The majority of the drive was smooth, but toward the end of my return drive, Super Cruise developed a habit of randomly accelerating toward vehicles ahead of us, then slamming on the brakes when it got too close. The skies were clear, the lead vehicle wasn’t drifting or merging, and this happened on straight highways so I saw no possible explanation for that behavior.

When the system disengaged and required the driver to take control, Super Cruise wouldn’t reliably disengage when I pressed the steering wheel button. Sometimes I would press the disengage button and wiggle the steering wheel and Super Cruise wouldn’t disengage. A few times it even began slowing down in the lane because it didn’t think I was responding to the disengagement notice despite pressing the button.

The Yukon was the perfect vehicle for this trip; it comfortably sat myself, my four friends and all of our luggage. My friends loved the rear seat entertainment screens and the onboard wifi hotspot, and front seat occupants enjoyed the massaging seats and the great stereo. Road noise was unintrusive on cement roads and nearly imperceptible on smooth asphalt. Fuel economy stayed in the high teens which ain’t great but given the Yukon’s bulk it makes sense. The front seat lumbar controls were infuriating, however. Front seat occupants must use the controller on the side of the seat to navigate a pop-up menu on the infotainment screen since it doesn’t allow touch screen selection of seat adjustment options or massage functions. The menu would freeze often and not respond to seat control inputs, but when it did work it was appreciated.

The Yukon Denali Ultimate with Super Cruise is a hulking vehicle that has tons of passenger space and an epic retractable panoramic sunroof. It safely ferried me and my friends through one of the most beautiful regions in the country, and Super Cruise made the monotonous parts of the drive much more enjoyable. For the vast majority of the drive, Super Cruise worked great, but I recommend babysitting the wheel quite closely. I recommend this for all Level 2 systems, and that includes so-called hands-free systems like Ford’s Blue Cruise and Tesla’s misleadingly named Autopilot. The days of taking a nap while your car autonomously drives you somewhere aren’t quite here yet, unless your friend is an automotive journalist who gets press cars and takes you on road trips, then you basically have an autonomous car. Until then, Super Cruise is a great way to reduce a bit of driver fatigue, just keep your hands close to the wheel.

GM's Super Cruise vs. Ford's BlueCruise: Compare hands-free driving systems

Cadillac Super Cruise

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• GM's Super Cruise expands to cover approximately 750,000 miles of limited-access highways in the U.S. and Canada; Ford's BlueCruise covers 130,000 miles
• Super Cruise can now execute automatic lane changes, and can be used while towing a trailer
• Ford BlueCruise 1.3 has hands-free lane changes, and earned Consumer Reports' highest rating

A new battlefield has emerged in the century-long tussle between General Motors and Ford: hands-free driving technology.

In recent testing of GM's Super Cruise in the Chevrolet Silverado and Ford's BlueCruise in the Ford F-150 Lightning , one thing became clear. GM is far ahead of Ford when it comes to limited hands-free driving, which is an evolution of adaptive cruise control.  

Cruise, or speed, control dates as far back as the rivalry between America's top two automakers. Yet, the first car to feature a modern version of cruise control was the 1958 Chrysler Imperial that was advertised as "Auto-pilot." That's the same and now controversial name Tesla uses for its semi-autonomous drive system. History may be recursive, but this technology has come a long way.

Ford BlueCruise

The promise of a car driving itself in traffic while the operator tends to other business has never been closer to reality. And while the technology exists, the current infrastructure and legal framework keeps it at bay. To be clear, there is no such thing as a fully self-driving car on sale today. That threshold of being able to enter a destination and go from point A to point B with no interaction between car and passenger has been identified as a Level 5 advanced driving assistance system (ADAS) by the Society for Automotive Engineering. Super Cruise, Autopilot, and BlueCruise, among others, are considered Level 2, nudging towards Level 3. 

Level 2 has been identified as using active lane control and adaptive cruise control at the same time, with the driver maintaining control of these functions even if their hands are off the wheel. Most new cars offer this level of technology, with adaptive cruise control maintaining the gap between a lead car and providing a nice respite on highways; active lane control keeps the car centered in its lane, but can be obtrusive to some drivers, based on the latest customer satisfaction survey from J.D. Power. 

Mercedes-Benz Level 3 Drive Pilot

Level 3 essentially means that once the driver initiates the system and sits behind the wheel, the system takes over for the rest of the way without any intervention from the driver, until the system demands. We're not there yet, though Mercedes-Benz claims Level 3 status in select states where its Drive Pilot system is legal, such as Nevada. BMW and Tesla have made similar claims. 

SAE levels of driving automation, from none to fully self-driving

Compared to Super Cruise, Ford's BlueCruise can't quite keep pace. Here's why.

How it works

Both systems use forward-facing cameras as well as navigation info pulled from the GPS and a map database that gets updated routinely (GM says about 7-8 times a year). First launched in 2017, Super Cruise has a significant advantage in tech development. It employs lidar mapping, whereas Ford uses radar, which isn't as accurate or precise in detecting smaller objects. Originally called Active Drive Assist, BlueCruise didn't launch until the second half of 2021. It now encompasses what had been called ActiveGlide on Lincoln vehicles. 

The difference in mapped miles is significant as well, since, unlike Tesla, Ford and GM will not let their systems engage unless it's part of the mapped database limited to divided highways such as interstates and state highways. GM claims more than 750,000 miles of mapped highways for hands-free driving in U.S. and Canada, and Ford claims to have 130,000 miles of "Blue Zone" accessibility. Both automakers say the availability expands with more mapped highways via frequent over-the-air updates.

In practice, they both are an extension of adaptive cruise control with a couple more icons, messages, and warnings mixed in. Also unlike Tesla's Autopilot, GM and Ford employ a driver-facing camera to monitor eye position and engagement with the road. The monitor for Super Cruise is a tiny camera on the top of the steering column, and the top of the steering wheel itself houses a light bar that's green when active, or pulsing red when it demands driver intervention.

A similar camera sits on the steering column of the Mach-E, but on the F-150 there are two driver-facing cameras: one is on the left A-pillar by the door, and the other is offset to the right of the steering wheel on the dash between the instrument cluster and touchscreen. 

Super Cruise in the 2022 Chevrolet Silverado High Country

2023 Chevrolet Suburban with Super Cruise

How Super Cruise performs

It's possible to travel hours in a GM vehicle with Super Cruise activated without needing to intervene, or just by tapping the wheel. To engage the system, press the cruise control button on the steering wheel. A gray steering wheel icon in the center of the instrument cluster or at the top of it will turn green when its in Super Cruise territory. The light bar in the steering wheel activates from nothingness to green. If the vehicle is not centered in its lane to start, the light bar appears blue until the conditions are met for it to turn green. It's unmistakable that it's on, especially when the voice commands confirm it. 

The latest update to Super Cruise includes an automatic lane change function for passing. The driver no longer has touch the indicator stalk. If you're in the right lane with Super Cruise set at 70 mph, say, and the lead car is going 65 mph, the system will check to see if the passing lane is open, and if so, it will begin a lane change. Before it does an alert flashes in the cluster and the seat side vibrates, so if you’re shifting to the right the right side of the seat will vibrate. Then it activates the blinker, checks the blind spot, and even hustles a few mph over the setting to then clear out of the passing lane and back into the right lane once well clear of the passed car. It's more considerate than most drivers, and better. And it makes Super Cruise super cool. 

Most importantly, it instills confidence and acts as a reassurance. Of all the systems I've tested, including earlier iterations of Tesla's Autopilot, Super Cruise fills dreams of safe, relaxed, open highway cruising. Iterations of Super Cruise with trailering support don't have the automatic lane change function, but do enable Super Cruise to work while towing. 

Ford BlueCruise in the 2021 Ford Mustang Mach-E GT.

How Bluecruise performs

Because its iconography is blue in the spirit of the Blue Oval, Ford's BlueCruise is not as clear. Add in a blue background on the Mach-E Mustang and F-150 Lightning, and it's not as obvious as the green iconography or steering wheel light bar on Super Cruise. A blue steering-wheel icon with "Hands-Free" appears on the left side of the cluster, which is tiny on the Mach-E Mustang, and a wee little green icon also appears in either the lower or upper corner. 

BlueCruise is not as confident or sophisticated as Super Cruise. Super Cruise uses an HD GPS receiver that locates the vehicle within about six feet of its lane, so it knows where it is. Ford relies on cameras and sensors alone, so it is less aware of where it is. In initial testing, it got confused near off ramps and wary of merging lanes. In my testing on both the Mach-E Mustang and F-150 Lightning, it tended to pinball between the lane for a longer period of time than some cars equipped with only active lane control. It seems to take longer to learn the road patterns, and on curves, ramps, merges, it can be as dodgy as a teenager in a driving test. It doesn't hesitate in requesting the driver to take over, and it's not as relaxing because the steering wheel sensor relies on a tug or some degree of torque from the driver, instead of the touch capacitive steering wheel on Super Cruise. 

In recent testing of the Ford F-150, BlueCruise maintained its lane much better, and also inched over to the lane markings when a merging truck swung a little wide. It's improved dramatically in two years development, from 2022 to 2024. 

BlueCruise can now be had with an auto lane change function, but it doesn't automatically go back into the initiating lane once the passing move is complete, unlike Super Cruise. 

What if something goes wrong?

Ford BlueCruise in the 2022 F-150 Lightning, with the driver monitor camera to the right.

Both driver-facing cameras read head and eye position to make sure eyes are on the road. If it detects otherwise, BlueCruise will flash an alert in the instrument cluster that says "Watch the Road," and there may be an audio reminder. If you don't respond to the warning, BlueCruise shuts down and automatically slows the vehicle while maintaining the center lane. To turn it off manually, just press the cruise control button. 

Ford BlueCruise warning in the F-150

If BlueCruise can't read lane markings or the lane becomes too narrow, and it detects that the driver's eyes are not on the road, it will brake and maintain the lane until the driver reengages. 

GM Super Cruise warning alert graphic

Super Cruise requests intervention when encountering unusual traffic situations, when exiting the highway and when merging into traffic, or at a stop or intersection, railroad crossing, or pedestrian crossing. If the system detects the driver's eye or head position away from the road (such as looking down at a phone), the light bar flashes green for a few seconds and requests the driver to pay attention and tap the steering wheel. If the driver does not pay attention, audible chimes, seat vibrations, and messaging in the cluster will appear, before the light bar flashes red and the other alerts intensify. If there's still no reaction, Super Cruise goes into emergency mode and activates the hazards, applies the brakes to a stop, and alerts emergency services. 

GM vehicles with available Super Cruise

• 2025 Buick Enclave

2018–2020 CT6

2021–2022 CT4

2021–2022 CT5

2021–2025 Escalade

2022–2025 XT6 (2022-2023 Cadillac XT6 do not have lane-change functionality)

2023–2025 LYRIQ

2025 Cadillac Optiq

2025 CT5-V and CT5-V Blackwing

• 2022-2023 Chevy Bolt EUV
• 2024-2025 Chevy Blazer EV
• 2022-2025 Chevy Silverado 1500
• 2024-2025 Chevy Silverado EV
• 2023-2025 Chevy Suburban
• 2024-2025 Chevy Tahoe
• 2024-2025 Chevy Traverse
• 2022-2025 GMC Hummer EV Pickup
• 2024-2025 GMC Hummer EV SUV
• 2023-2025 GMC Sierra 1500
• 2023-2025 GMC Yukon

Ford BlueCruise 1.2

Ford and Lincoln vehicles with available BlueCruise

• 2024-2025 Ford Expedition
• 2024-2025 Ford Explorer
• 2024-2025 Ford F-150
• 2022-2025 Ford F-150 Lightning 
• 2022-2025 Ford Mustang Mach-E (only model as of this posting with BlueCruise 1.3)
• 2025 Lincoln Aviator
• 2024-2025 Lincoln Corsair
• 2024-2025 Lincoln Nautilus
• 2022-2025 Lincoln Navigator 

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GM's Super Cruise Is An Impressive Hands-Free Driver Assist, But It's Not For Everyone

The trend of more sophisticated driving assists has been a growing one in the automotive technology space for years, with many manufacturers taking different approaches to a burgeoning, if nebulous field. No doubt fast-tracked by the prominence of Tesla's Autopilot , automakers such as General Motors and Ford have been working on ways to incorporate a hands-free drive assist system in their respective vehicles in a safe way that puts drivers at ease.

For GM, this comes in the form of Super Cruise, a hands-free system that combines cameras, sensors and GPS data to allow its vehicles to drive themselves under driver supervision on major highways. Launched first in 2017 , the latest version was included with the 2023 Cadillac Escalade I recently reviewed , and so decided to put it to the test, and the results were eye-opening.

How Super Cruise works

Super Cruise is an add-on feature for a select collection of 2018 to 2023 model-year Cadillacs, along with some GMC and Chevrolet models; some, but not all, are able to utilize the automatic lane-changing function included in the latest iteration of the system. On the Escalade it's a $2,500 option, though it's only available on the $91,095 Premium Luxury trim and above. At the car level, it uses multiple cameras to scan the areas ahead and behind the car, as well as to identify the lines of a highway lane. Sensors are employed to maintain distance from other vehicles while the car itself can accelerate, brake and steer enough to keep the Cadillac in the center of the lane.

A key part of Super Cruise is that it only works on major highways, and specifically ones that Cadillac has deemed compatible with the system. While initially this was a handful of major national highways, most highways are now compatible . As part of Cadillac's connected service, the system will use GPS data to determine if you're on a compatible highway. If not, or if you're just on a side street, only adaptive cruise control will engage. If you are, then the system receives LiDAR-scanned data of the highway you're on so the vehicle knows where each lane and bend is.

What's important to reiterate is that the driver is always in control and must be paying attention to what's going on, something that would make itself very evident during my time putting this system to use.

Cruise controls

The first opportunity to use Super Cruise was for an evening run to New York's JFK Airport. I knew that it would work down I-495, Long Island's major highway, but I was unsure about the comparatively smaller parkways I would also need to take.

Once fully merged on the highway, it was time to give it a go. To engage Super Cruise, the first step is to activate the adaptive cruise control as one normally would, setting the desired speed and locking it in with the "set" button. After that, a press of the Super Cruise steering wheel button starts a short but thorough activation process. First, as mentioned, it won't work if you're not on the highway, but once it passes that check, a steering-wheel mounted camera verifies the driver's looking ahead — or indeed there at all — while exterior cameras spot the road's lane lines and, if all is well, you're Super Cruising, baby.

Caddy take the wheel

From the beginning the car has communicated the system's status in two major ways . One is with a light strip that goes across the top of the steering wheel, and which changes color depending on conditions. When this is green, everything is nominal, but it will flash if it catches your attention wavering. Red flashes when it's time to take back control either to the conditions changing — it can't spot the lines in the road, for example — or if you depart from a compatible road. It also goes red when you've been really naughty about paying attention and fully ignore all the other alerts. Ignore these long enough and the car will suspect something is very wrong with you, slow to a full stop, and have an OnStar rep check to see if you're okay.

The other ways it communicates is through messages on the OLED digital gauge cluster, along with various beeps and vibrations from the haptic alert system built within the seat. These messages tell you when the system is on or not, and if not, why. It also alerts you when Super Cruise's latest feature, auto lane change , is engaging.

Defensive driving

Initially, all is going well, though I'm hesitant to fully relinquish control. My foot is half-cocked over the brake pedal and my hands are hovering over the steering wheel as if I'm in an awkward group photo. In a straight line, it feels like a normal, engaged adaptive cruise control that can operate at highway speeds: up to 85 mph, specifically. It leaves a reasonable gap between the car in front, but nothing too egregious, and will be quick to close it if another car passes through.

So far, so good, though it's when Super Cruise determines the lane over is moving faster is when things get freaky. While the system allows for automatic lane changes with input from the driver, the latest system also watches the passing lane for an opening. If you're traveling at under your set speed, and the lane adjacent is clear, the car will choose to hop over and speed things along on its own. This takes a little more getting used to, and it also isn't something that happens quickly, the Cadillac takes its time to do it as safely as possible, though this simple maneuver is enough to cause a mild bump in driver panic.

Free radicals

A few miles of this and with a change of byways, and the system's limitations make themselves clear. As compatible as Super Cruise may be for the highway, there's still the unpredictable nature of the other drivers out there. All the sensors and programming in the world could not prepare Super Cruise for the behavior of a Cross Island Parkway driver, something normal humans are barely able to cope with.

As it follows the car ahead, the system does a decent job of approximating the speeds human drivers stop and start, pleasantly stepping on the gas if it was forced to slow down drastically for a moment. What it won't do is predict the conditions ahead to compensate. Say the car ahead is leaving the highway, signaling that they're moving over. Super Cruise doesn't have the capacity to see this and speed up slightly to fill the spot. It instead can only wait until that car fully exits the lane before accelerating, and by then, someone else has usually seen the gap and has leapt in to fill it instead.

The automatic lane changing function also lacks that kind of nuance. The car is looking out for other vehicles in the adjacent lane both ahead and behind before moving over, though it's still not able to judge intent. Whenever it engaged, I would look nervously in the side mirror for another driver down the line making a similar move. When one would, I expected the car would see them ride up and abort, but it never did; I wasn't willing to play "chicken" just to see what would happen, and weighed in myself.

Invisible touch

Apart from when it disengages, there are other small scenarios that call for a human touch. For example, when it changes lanes, it –correctly — does so from the left, though it never moves over back to the right on its own after passing or if there is faster traffic behind. Unless the driver commands it to move over, it'll just camp in the left lane, oblivious. Maybe it's too human-like after all.

There are also moments when a highway has a fairly sharp bend, and while Super Cruise can judge the distance of the lane markers and turn accordingly thanks to the GPS data, it's never really clear how big of an angle is too big of one for it to react. Furthermore, it comes awfully close to the lane markers as well as other cars in the lane over doing the same, a feeling exacerbated in a vehicle the size of the Escalade.

On the way to the airport, I navigated there using Apple CarPlay mainly to judge my ETA through Google Maps. I wondered about the "approved highways" part of Super Cruise and wondered if it tied into the native navigation system at all, so I used that for the ride back home. Here, I was hoping that maybe, with a full journey mapped out, the car's behavior would be optimized the way EVs can plot optimal routes to charging stations. While I wasn't worried about range, I was hoping that maybe Super Cruise would maybe set me up in the correct lane as I merged or ended the highway portion of my drive, but nothing indicated it did so.

Cruising together

Having relinquished back control, I wondered who this system was for exactly. There is certainly a case for those who have hours-long drives across interstates either for work or vacation (Super Cruise can work in some cases while also towing), but I didn't see it as something I could get comfortable with through average highway commuting. For one, GM's system doesn't drive like me, and this will be true for anyone who uses it. Regardless of how safe or good of a driver you think you are, the subtle choices and habits that you have behind the wheel are different than the commands hard-wired into Super Cruise, and thus it will always feel off, even if it's performing in a safer way.

The other thing is, again, the unpredictability of other drivers. I see their choices defy logic on a daily basis and am constantly kept on my toes because of this, and until Super Cruise has some sort of adaptive AI learning this behavior, it's always going to be hard to "trust" it. Even then, I'd like to compare notes.

For me, it was a neat spectacle that I a momentary kick out of, but I never felt relaxed. It was quite the opposite, in fact, since I was almost always hovering over the controls and constantly keeping my head on a swivel like a driving school instructor with a new student at the helm.

To be fair, there were some positive takeaways. In the moments where traffic was thin enough for me to ease back a bit, it was admittedly cool to put my hands on my knees and pretend I was Professor X steering the Escalade with my mind. The following day, Super Cruise made the 14-mile drive into Manhattan more interesting, if not slightly easier to deal with, while it dealt with the stop-and-go traffic. As a paid feature — spreading not only through Cadillac's line-up but those of GMC and Chevrolet, too — it's something that really needs to be tried out before throwing it on the option list. It may be a huge assist for long drives or it may be a panic-inducing nightmare. Your mileage may vary.

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We tried GM’s Super Cruise handsfree driving tech – here’s what we think

Super cruise is one of the more advanced self driving systems.

While not fully autonomous, Level 2 self driving is becoming more common with many manufacturers having their own systems. GM is one of those manufacturers, and its “Super Cruise” system claims to be the most extensive one available in the United States at the moment.

You can use the system in a lot of places

• It won’t do everything, but it will do more than most

You do still need to pay attention

Like other Level 2 systems, Super Cruise allows drivers to take their hands off the wheel on designated stretches of road and let the vehicle do its thing. As with other systems, Super Cruise will pop up a notification when you can activate it. When it’s running, the top of your wheel will go green. If you see it flash red, then it’s time to take control of the vehicle.

However, Super Cruise differs from other systems in a number of ways. I recently managed to get hands-on (or hands-off, more specifically) with GM’s system while driving a 2024 GMC Acadia. Here’s what I experienced.

GM claims its self-driving system is the biggest in North America, and that may be due to the fact it works on a good number of single-lane roads. In fact, most of my experience with it was on the kind of backroads many people encounter every day. This is a big bonus, as systems restricted to larger highways and interstates might be a bit of a waste for a good number of drivers.

While the section of South Carolina I was trying it out in may have been curated by GM, it was a press trip after all, I was still surprised at the amount of Super Cruise enabled roads on offer. As for how the system performed, that’s something I’m about to go in-depth on.

It won’t do everything, but it will do more than most

Super Cruise is one of the most hands-off Level 2 systems I’ve encountered. Automatic lane changes are a large part of that. If we’re ranking things by ease of use, then GM is currently top of the pile. Ford’s BlueCruise system will change lanes by itself, but you need to hit an indicator stalk to make that happen. BMW’s system will also change lanes for you and will even suggest when a lane change is a good idea, but you’ll need to look into the relevant side mirror to confirm the action.

With Super Cruise, the vehicle will just change lanes if you’re on a two-or-more lane highway, the vehicle in front of you is moving slower than your set speed, and a lane change is safe. You can just sit back and relax. If you do want to be more involved, you can still demand a lane change by signaling for it. The vehicle will then move over when it is safe to do so.

As with other Level 2 systems, there are some limitations. You need to keep your eyes on the road, and the car will shout at you if you fail to do so. It won’t take the exit ramp for you or make turns, so you’ll have to take control when it’s time to change roads. As with other systems, you’ll need to step in and take control once the vehicle leaves a Super Cruise-enabled area or just doesn’t feel confident it can navigate a situation safely.

You’ll also have to take control when approaching a stop light, though once you have stopped at the light, you can re-engage the system and simply tap the accelerator when you want to get going again. Super Cruise will then continue as normal and get itself back up to speed.

As with other Level 2 systems, Super Cruise isn’t perfect, and you are still responsible for the vehicle when it’s engaged. So, you do have to pay attention and be ready to step in at any time. If you want to take control, a tap on the brake will turn off Super Cruise, just like it does with regular cruise control.

You can disable automatic lane changes, but keeping the feature enabled may be another reason to pay attention.

Super Cruise can travel at up to 85 mph, and you set a maximum speed the same way you would if you were using standard cruise control. While 85 is fine on a few roads in Texas, it’s likely to get you a hefty speeding ticket should law enforcement spot you at that speed in most of the United States. You could argue that this isn’t too much of a problem with regular cruise control or other Level 2 systems, as your speed is likely to match the person in front of you should you be behind someone. In moderate traffic, you may not be picked out of the crowd and pulled over.

However, with GM Super Cruise, the vehicle will do everything it reasonably can to travel at its top speed. So, as I’m sure GM would suggest, you should probably set it to the speed limit while Level 2 is engaged. Or at least pay extra attention to the roads.

In terms of price, three years of Super Cruise is provided with every Super Cruise enabled vehicle. The tech that makes Super Cruise work is an optional extra on most vehicles, and its price will vary depending on what it’s being fitted to. GM also says a subscription will be required once those three years are up. Current subscription fees are $25 a month or $250 a year, making Super Cruise one of the cheaper subscription-based systems.

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It's usually around the beginning of August when kids and parents everywhere start to low-grade panic about the impending end of their respective summer freedom and the hellish trials and tribulations associated with the beginning of another school year.

We forget all about our cars and trucks and instead focus on new notebooks, new backpacks, new friends, and occasionally new schools all start to overwhelm, along with how to pay for textbooks that seem to charge a dollar per page in college, not to mention finding out which prerequisites transfer and which do not, all add up to a very hectic end of August. Yet, there is one thing that almost everyone forgets about but is a crucial ingredient to making all of those other back-to-school activities possible: tires. Yup, you read that right. Tires. Read on for the explanation.

There were no dramatic surprises when Volkswagen of America announced the long-awaited pricing and model details for the all-electric 2025 VW ID.Buzz. ID.Buzz starting prices, not including destination and handling fees, will range from $59,995 to $69,995, depending on the model and drive version.

Rear-wheel-drive ID.Buzz successors to the beloved VW Microbus will have a maximum of 234 miles of EPA-estimated range, and 4Motion all-wheel-drive models will have up to 231 miles of EPA-estimated range. 2025 VW ID.Buzz trim level pricing

Responding to customer response and financial realities, Ford Motor Company announced a shift in priorities in its vehicle electrification strategy. Ford is putting large EV development projects, such as a 3-row SUV, on the back burner and focusing on more affordable small and midrange EV and hybrid vehicles.

Ford isn't alone in rethinking its commitment to the transformation from internal combustion engines. It's also not the first time the Dearborn, Michigan-based company has gone public with its EV game book. In February, Ford CEO Jim Farley outlined the corporation's plans to cover all bases producing ICE, all-electric, and hybrid vehicles. Farley followed up in April with a drill-down on Ford's EV development strategy, including details about a skunkworks team of experts focused on developing affordable EVs. Today's announcement isn't a dramatic reshuffle; it's a restatement of April's overall strategic intention with a few added specifics.

GM's Cruise recalls nearly 1,200 robotaxis to close US probe

By David Shepardson and Akash Sriram

(Reuters) - General Motors' Cruise unit has agreed to recall nearly 1,200 robotaxis over hard braking issues, the U.S. auto safety regulator said on Thursday, following a probe into the safety of their autonomous driving systems.

As a result of the recall, the National Highway Traffic Safety Administration said it has agreed to close the investigation, opened in December 2022 after reports of two injuries in three rear-end crashes.

The closing of the investigation is a significant step for Cruise as it works to reassure state and federal officials of the safety of its vehicles and eventually resume robotaxi operations without backup safety drivers, and to take on paying customers.

Cruise said it did not agree with the NHTSA’s conclusion that a recall was needed, but had agreed to do so to resolve the investigation.

"We are committed to building trust and increasing transparency with respect to autonomous vehicle technology," a Cruise spokesperson said Thursday.

Cruise said the vehicles had received prior software updates that "significantly reduced the risk of unexpected braking events". The self-driving unit said it provided the NHTSA with data showing the rate of unexpected braking events in Cruise AVs "is very low and much lower than a human driver".

The NHTSA said none of the incidents it had analyzed resulted in a crash or injuries.

The regulator opened a separate investigation in October into whether Cruise is taking sufficient precautions with its autonomous robotaxis to safeguard pedestrians, which remains open.

Cruise also faces ongoing investigations by the Justice Department and the Securities and Exchange Commission following an accident last October in which one of its robotaxis struck a pedestrian after she was hit by another vehicle and dragged her 20 feet (6 meters).

The NHTSA said Cruise vehicles were involved in 10 crashes, with four resulting in injuries, after analyzing hard braking data from 7,632 incidents commanded by Cruise's automated driving system.

GM said last month it would indefinitely suspend plans to use its self-driving Origin vehicle that does not have a steering wheel.

Cruise, along with other self-driving vehicle technology companies such as Alphabet's Waymo and Amazon's Zoox, has come under heavy regulatory scrutiny due to safety concerns after crashes involving their vehicles.

In response to the October accident and subsequent investigations, Cruise's CEO resigned last year and General Motors subsequently announced plans to scale back spending on the self-driving unit.

After halting all driving after the accident, Cruise in May resumed supervised autonomous driving in Phoenix with safety drivers.

The California Public Utilities Commission imposed the maximum penalty of $112,500 on Cruise for its failure to promptly provide complete information to the commission about the October crash.

(Reporting by David Shepardson in Washington and Akash Sriram in Bengaluru; Editing by Eileen Soreng, Anil D'Silva, Shinjini Ganguli and Jan Harvey)

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In-game purchases, Chance based in-game purchases, Online interactivity, In-game chat

Planned Release Date: 2024

About this game, system requirements.

• Requires a 64-bit processor and operating system
• OS: Windows 10 / Windows 11
• Processor: AMD Ryzen 3 1200 / Intel Core i5-2300
• Memory: 4 GB RAM
• Graphics: Nvidia GeForce GTX 460 / Radeon HD 7770
• DirectX: Version 11
• Additional Notes: Estimated performance: 1080p/60fps with graphics settings at "Low". Framerate might drop in graphics-intensive scenes. - 64-bit processor and operating system are required.
• Memory: 8 GB RAM
• Graphics: Nvidia GeForce GTX 660 Ti / Radeon R9 270 / Intel Arc A310
• Additional Notes: Estimated performance: 1080p/60fps with graphics settings at "High". Framerate might drop in graphics-intensive scenes. - 64-bit processor and operating system are required. - Windows 10 (Version 1809 or later) and a 4GB VRAM GPU (graphics board or video card) are required for DirectX 12 API.

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Jets GM says 'ball' is in holdout Haason Reddick's 'court'

FLORHAM PARK, N.J. -- With only 11 days until the season opener, New York Jets general manager Joe Douglas sent a clear message Thursday to holdout Haason Reddick : Show up and we'll talk.

"The ball is in their court," Douglas told reporters, commenting for the first time on the 38-day holdout.

Douglas said he has had no recent conversations with Reddick's agent, Tory Dandy, and he hasn't spoken to Reddick since April 1, the day the Pro Bowl edge rusher visited the Jets' facility, took a physical and conducted his introductory news conference after being acquired in a trade with the Philadelphia Eagles .

The GM reiterated that he won't grant Reddick's request for a trade, adding that he won't discuss a revised contract until Reddick reports.

"I think we've been clear from the outset: Let's get here and then let's talk," Douglas said, claiming he's not frustrated by the prolonged stalemate.

Neither Reddick nor his agent have commented.

This is a highly unusual holdout because the Jets, seeking an edge rusher to replace Bryce Huff (who signed with the Eagles), made a trade for Reddick, who appeared upbeat at his news conference.Reddick's desire for a new contract was widely known, but the Jets executed the trade without having renegotiated his contract.

"I mean, in simple terms, we did talk about an extension," Douglas said. "Once one wasn't agreed upon, we had the conversation, and we felt good about making the trade. So, obviously, [ he ] came here, reported, had a great day here [ April 1 ] . Again, we're just waiting his arrival"

Douglas paused several seconds when asked if he believes Reddick reneged on a verbal agreement to play under his existing contract.

"From our standpoint, we've been really clear and direct with our communication," he said. " [ I have a ] lot of respect for the agent, a lot of respect for the player, and I have faith that this will all get resolved."

The Jets open Sept. 9 against the San Francisco 49ers . Coach Robert Saleh said there's still time for Reddick to show up and be ready to play in the first game. Douglas declined to speculate on whether he expects Reddick for the opener. With regard to a timetable, he said they'd welcome him "with open arms" when he reports.

Reddick, who turns 30 on Sept. 22, is due to make a non-guaranteed $14.25 million in the final year of a three-year, $45 million contract. He's the 20th-highest-paid edge player, based on yearly average, and he wants to be paid commensurate with the top edge rushers. He's thought to be seeking about $25 million per year. He has 50.5 sacks over the past four seasons, the fourth-highest total in the league.

Reddick has accumulated $1.8 million in mandatory training camp fines. He also was fined $100,000 for skipping minicamp and he forfeited a $250,000 workout bonus by not showing for the offseason program. If his holdout lasts until the regular season, he will lose game checks -- approximately $800,000 per week.

The Jets might be amenable to increasing his 2024 compensation, but they don't want to do a long-term extension, sources said. Douglas is in a delicate position because he must be mindful of the entire team, knowing it might not play well in the locker room if he rewards a player who has yet to participate in a single practice.

"I don't have the benefit of just dealing with one person and one agent, and so a lot of decisions that you make reverberate through the locker room and have a ripple effect in the locker room," Douglas said. "So, to me, that is and will always be the most important thing."

Not only did the Jets lose Huff, their sack leader, but they traded starting end John Franklin-Myers to the Denver Broncos because they assumed Reddick would take his place. Douglas said he doesn't regret the Franklin-Myers trade.

"It's like, no offense, but it's an out-of-sight, out-of-mind type of situation," linebacker and defensive leader C.J. Mosley said of the holdout. "From the business side, as athletes we understand exactly what's going on. But as far as being on the field, he's not with us and he hasn't been here, so it's not much to dwell on. Whenever they get it worked out and he gets to the building, as long as he's ready to play and produce for us right away, then everything will be good."

Without Reddick, the Jets have been rotating Micheal Clemons and 2023 first-round pick Will McDonald IV at one defensive-end position. The Jets fancy themselves as a Super Bowl contender, and Reddick was supposed to be the cherry on top of an already strong defense.

"We're past the point of growth," Douglas said. "I feel like this is a team that's ready to win."

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Lynch Yacht Sinking Off Sicily Proves as Baffling as It Is Tragic

As bodies were recovered, the authorities and experts wondered how a $40 million, stable and secure vessel could have sunk so quickly.

• Share full article

By Emma Bubola and Michael J. de la Merced

Emma Bubola reported from Porticello, Italy, and Michael J. de la Merced from London.

Two months after being cleared in a bruising legal battle over fraud charges, the British tech mogul Mike Lynch celebrated his freedom with a cruise. He invited his family, friends and part of his legal team on board his luxury sailing yacht, a majestic 180-foot vessel named Bayesian after the mathematical theorem around which he had built his empire.

On Sunday night, after a tour of the Gulf of Naples, including Capri, and volcanic islands in the Eolian archipelago, the boat anchored half a mile off the Sicilian coast in Porticello, Italy. It chose a stretch of water favored by the Phoenicians thousands of years ago for its protection from the mistral wind and, in more recent times, by the yachts of tech billionaires. The boat was lit “like a Christmas tree,” local residents said, standing out against the full moon.

But about 4 a.m., calamity unfolded. A violent and fast storm hit the area with some of the strongest winds locals said they had ever felt. Fabio Cefalù, a fisherman, said he saw a flare pierce the darkness shortly after 4.

Minutes later, the yacht was underwater. Only dozens of cushions from the boat’s deck and a gigantic radar from its mast floated on the surface of the sea, fishermen said.

In all, 22 people were on board, 15 of whom were rescued. Six bodies — five passengers and the ship’s cook — had been recovered by Thursday afternoon, including that of Mr. Lynch, an Italian government official said, adding that the search was continuing for his daughter.

It was a tragic and mystifying turn of events for Mr. Lynch, 59, who had spent years seeking to clear his name and was finally inaugurating a new chapter in his life. Experts wondered how a $40 million yacht, so robust and stable could have been sunk by a storm near a port within minutes.

“It drives me insane,” said Giovanni Costantino, the chief executive of the Italian Sea Group, which in 2022 bought the company, Perini, that made the Bayesian. “Following all the proper procedures, that boat is unsinkable.”

The aura of misfortune only deepened when it emerged that Stephen Chamberlain, 52, a former vice president of finance for Mr. Lynch’s former company and a co-defendant in the fraud case, was killed two days earlier, when he was hit by a car while jogging near his house in England.

Since June, the two men had been in a jubilant mood. A jury in San Francisco had acquitted both on fraud charges that could have sent them to prison for two decades. There were hugs and tears, and they and their legal teams went for a celebratory dinner party at a restaurant in the city, said Gary S. Lincenberg, a lawyer for Mr. Chamberlain.

The sea excursion was meant as a thank-you by Mr. Lynch to those who had helped him in his legal travails. Among the guests was Christopher J. Morvillo, 59, a scion of a prominent New York family of lawyers who had represented Mr. Lynch for 12 years. He and his wife, Neda, 57, were among the missing.

So, too, was Jonathan Bloomer, 70, a veteran British insurance executive who chaired Morgan Stanley International and the insurer Hiscox.

The body of the ship’s cook, Recaldo Thomas, was recovered. All the other crew members survived. Among them was Leo Eppel, 19, of South Africa, who was on his first yacht voyage working as a deck steward, said a friend, who asked not to be identified.

Since the sinking, the recovery effort and investigation have turned the tiny port town of Porticello, a quiet enclave where older men sit bare-chested on balconies, into what feels like the set of a movie.

Helicopters have flown overhead. Ambulances have sped by with the sirens blaring. The Coast Guard has patrolled the waters off shore, within sight of a cordoned-off dock that had been turned into an emergency headquarters.

On Wednesday afternoon, a church bell tolled after the first body bag was loaded into an ambulance, a crowd watching in silence.

The survivors were sheltering in a sprawling resort near Porticello, with a view of the shipwreck spot, and had so far declined to comment.

Attilio Di Diodato, director of the Italian Air Force’s Center for Aerospace Meteorology and Climatology, said that the yacht had most likely been hit by a fierce “down burst” — when air generated within a thunderstorm descends rapidly — or by a waterspout , similar to a tornado over water.

He added that his agency had put out rough-sea warnings the previous evening, alerting sailors about storms and strong winds. Locals said the winds “felt like an earthquake.”

Mr. Costantino, the boat executive, said the yacht had been specifically designed for having a tall mast — the second-tallest aluminum mast in the world. He said the Bayesian was an extremely safe and secure boat that could list even to 75 degrees without capsizing.

But he said that if some of the hatches on the side and in the stern, or some of the deck doors, had been open, the boat could have taken on water and sunk. Standard procedure in such storms, he said, is to switch on the engine, lift the anchor and turn the boat into the wind, lowering the keel for extra stability, closing doors and gathering the guests in the main hall inside the deck.

12 guests occupied the yacht’s six cabins. There were also 10 crew members.

Open hatches, doors and cabin windows could have let in water during a storm, according to the manufacturer.

Open hatches, doors and

cabin windows could

have let in water

during a storm,

according to the

manufacturer.

Source: Superyacht Times, YachtCharterFleet, MarineTraffic

By Veronica Penney

The New York Times attempted to reach the captain, James Cutfield, who had survived, for comment through social media, his brother and the management company of the yacht (which did not hire the crew), but did not make contact.

So far none of the surviving crew members have made a public statement about what happened that night.

Fabio Genco, the director of Palermo’s emergency services, who treated some of the survivors, said that the victims had recounted feeling as if the boat was being lifted, then suddenly dropped, with objects from the cabins falling on them.

The Italian Coast Guard said it had deployed a remotely operated vehicle that can prowl underwater for up to seven hours at a depth of more than 980 feet and record videos and images that they hoped would help them reconstruct the dynamics of the sinking. Such devices were used during the search and rescue operations of the Titan vessel that is believed to have imploded last summer near the wreckage of the Titanic.

After rescuers broke inside the yacht, they struggled to navigate the ropes and many pieces of furniture cluttering the vessel, said Luca Cari, a spokesman for Italy’s national firefighter corps.

Finally, as of Thursday morning, they had managed to retrieve all but one of the missing bodies, and hopes of finding the missing person alive were thin. “Can a human being be underwater for two days?” Mr. Cari asked.

What was certain was that Mr. Lynch’s death was yet another cruel twist of fate for a man who had spent years seeking to clear his name.

He earned a fortune in technology and was nicknamed Britain’s Bill Gates. But for more than a decade, he had been treated as anything but a respected tech leader.

He was accused by Hewlett-Packard, the American technological pioneer that had bought his software company, Autonomy, for $11 billion, of misleading it about his company’s worth. (Hewlett-Packard wrote down the value of the transaction by about $8.8 billion, and critics called it one of the worst deals of all time .) He had been increasingly shunned by the British establishment that he sought to break into after growing up working-class outside London.

He was extradited to San Francisco to face criminal charges, and confined to house arrest and 24-hour surveillance on his dime. In a townhouse in the Pacific Heights neighborhood — with security people he jokingly told associates were his “roommates” — he spent his mornings talking with researchers whom he funded personally on new applications for artificial intelligence. Afterward, he devoted hours to discussing legal strategy with his team.

Despite his persistent claims of innocence, even those close to Mr. Lynch had believed his odds of victory were slim. Autonomy’s chief financial officer, Sushovan Hussain, was convicted in 2018 of similar fraud charges and spent five years in prison.

During Mr. Lynch’s house arrest, his brother and mother died. His wife, Angela Bacares, frequently flew over from England, and she became a constant presence in the San Francisco courtroom during the trial.

After he was finally acquitted, Mr. Lynch had his eye on the future. “I am looking forward to returning to the U.K. and getting back to what I love most: my family and innovating in my field,” he said.

Elisabetta Povoledo contributed reporting from Pallanza, Italy.

Emma Bubola is a Times reporter based in Rome. More about Emma Bubola

Michael J. de la Merced has covered global business and finance news for The Times since 2006. More about Michael J. de la Merced