Latest news with #infotainment
Motor 1
2 days ago
- Automotive
- Motor 1
We Tested Apple CarPlay Ultra. It's Great—But There's a Catch
"Does it have CarPlay?" It's one of the first questions anyone—driver, passenger, or buyer—asks about a new car. The frustrating menus, clunky user interfaces, and overall poor experience surrounding modern car infotainment systems have driven the majority of people to Apple CarPlay (or Android Auto, Google's native equivalent), which effectively mirrors your phone on the infotainment display. Since CarPlay's introduction in 2014, it's been almost exclusively for the center display. Now, though, with the arrival of CarPlay Ultra, the entire gauge cluster and dashboard turn into an Apple-mimicking iPhone projection. But of course, it's not without a bit of controversy. Photo by: Chris Rosales / Motor1 Fourteen automakers originally signed on for CarPlay Ultra when Apple announced it back in 2022. But some, like Audi, Ford, and Mercedes-Benz, have since backed away from the deal , while General Motors continues its assault on CarPlay entirely. Genesis, Hyundai, Kia, Porsche, and Aston Martin, though, still welcome the new technology. On the surface, it's a debate between the popularity of CarPlay and the automaker's ability to tightly control its user experience. Beneath the many consumer layers, automakers are worried about handing over user data to Apple—data that the automakers find extremely valuable. If they aren't selling your data to insurance companies, they're selling it to advertisers or aggregators looking for valuable details on consumer habits. Cluing Apple into that data isn't something automakers will do readily. In the case of Aston Martin, it recognized the popularity of CarPlay and made the decision "for [its] customers." As a small-volume luxury carmaker, Aston stands to lose if it doesn't get with the times. For much larger brands, this isn't as much of an issue. Nonetheless, I got to sample and stress-test CarPlay Ultra for a few hours in a 2025 DBX and lightly grill Aston about how Ultra integrates into existing systems. First and most importantly, CarPlay Ultra only works with an iPhone 12 or newer running iOS 18.5. Upon first connection, the phone uploads 50 MB of data to the car, basically a folder full of graphical assets specific to each vehicle. Ultra runs alongside the automaker's infotainment system as a sort of plug-in program, interfacing with the onboard systems for advanced driver assistance, air conditioning, radio, and drive modes so that most functions can be controlled through CarPlay. CarPlay Ultra does not deeply interface with the vehicle network. Instead, the onboard systems offer the relevant information to CarPlay and nothing more, at least according to Aston Martin. In nerd speak, CarPlay doesn't even communicate on the controller area network bus (CAN bus) of the DBX. Effectively, it's Apple graphics and UI over Aston's systems. It does run as a small operating system within the DBX, but it's not an entirely new infotainment system, and it still operates as a phone projection. Photo by: Chris Rosales / Motor1 Effectively, it's Apple graphics and UI over Aston's systems. Curiously, Aston did not have to pay a licensing fee either. All the automaker had to do was foot the development costs on integration, and Apple simply provided support. As Aston tells it, integration was relatively painless, with Apple listening to feedback from Aston and vice versa. But customers beware: As the old saying goes, 'If the product is free, you are the product.' Still, the user interface is classic Apple: Easy and intuitive. All major functions were easy to find under the new "Vehicle" menu, with specific push notifications while using physical controls. For example, clicking the ADAS off button on the center console prompted a CarPlay notification confirming the system's deactivation. Even drive mode selections were displayed when switching from Sport to Sport+, and specific drive mode settings were available deeper within CarPlay, allowing adjustments to things like the dampers, steering, and engine tuning, among others. The controversial piece, the gauge cluster, was also a highlight. It ran faster and looked slicker than Aston's native stuff, though that's more of an Aston issue than a CarPlay improvement. Photo by: Chris Rosales / Motor1 Photo by: Chris Rosales / Motor1 The ability to customize colors and backgrounds on a variety of layouts was lovely, and Aston's collaborative gauge cluster was crisp, with the Apple-specific stuff existing between the speedometer and tachometer. A full-screen Apple Maps projection also exists in the gauge cluster with turn-by-turn navigation. It's all undeniably Apple, but extremely nice to look at and use. There were a few caveats, though. Ultra is wireless only, which is difficult enough for standard CarPlay at times. Using Aston's provided iPhone 15, it ran smoothly for the two hours I tested it. Yet, using it with my personal iPhone 13 Pro Max running iOS 18.5 was excruciatingly laggy and slow. I attempted to use it for 15 minutes, but it never smoothed out, so I reverted back to the iPhone 15. That said, it's still in the early stages, so there are probably some bugs that need ironing out, and there's a new switching menu to smoothly choose between paired phones. At any rate, CarPlay Ultra is here—and it's very good. While the DBX does lose a little bit of Aston Martin charm, it still has a reasonable amount of brand identity beneath the Apple onslaught. But even Aston's new infotainment system, for as good as it is, benefits from legibility improvements and additional ease of use. That makes CarPlay Ultra an easy win. But what happens once Ultra goes up against Hyundai and Porsche's excellent systems? With automakers dropping out of Ultra and dragging their feet on integration, we will have to wait and see. More On Apple CarPlay Chevy's Infotainment System Is Excellent—Especially With CarPlay: Review GM Swears Ditching Apple CarPlay Was Still the Right Move Stop Trying to Reinvent the Infotainment System Apple CarPlay iOS 18: All the Updates You Should Care About Share this Story Facebook X LinkedIn Flipboard Reddit WhatsApp E-Mail Got a tip for us? Email: tips@ Join the conversation ( )
Yahoo
2 days ago
- Automotive
- Yahoo
Cars Are Caught in an Endless Cycle of Bigger Screens Nobody Really Likes
J.D. Power released the results of its 2025 Initial Quality Study on Thursday, and—surprise, surprise—the number one reported problem area industry-wide is infotainment. While the systems themselves are becoming more visually impressive and they're better-integrated into the overall design of most vehicles than early attempts, customers complain more about these systems than they do anything else in their brand-new cars. In short, customers love the way these big screens look, but virtually all of them are a pain to operate. So why the heck does every new car introduction come with a bigger, more feature-bloated touchscreen? Well, it's complicated. But as usual, it all comes down to money. The 'why' makes more sense if you consider the broader industry push to re-brand the traditional (spits) infotainment system as an all-in-one control center. Functions that were once tied to physical controls on the dash and center console have been steadily migrating into this space. Headlight toggles, home garage door controls, and even glove box releases are now making their way into vehicular touchscreen interfaces, in many instances joining basic audio and climate controls that were moved there years ago. Automakers sell it as a way to free up space on the dash and center console. For what? So far, the answer has mostly been 'more screens.' One might call that a lateral move. With all the extra room, you'd think they'd be able to keep up with America's fancy cup obsession. And given the positive feedback automakers have received for the more-minimalist interior designs that often result, the effort hasn't entirely been for naught. Plus, centralized touchscreen control systems save automakers money, especially when implemented in cars with a broad selection of available doodads. While software development isn't free, it's far more forgiving than designing, prototyping, testing, sourcing and maintaining a supply of physical control components. An infotainment module may cost more than a switch, but you'd be surprised how quickly that math changes when one switch becomes five—or fifty. But in designing for this internal convenience, automakers are taking a gamble that their buyers will learn to live with the resulting compromises. What's often left unsaid is the fact that we're increasingly running the risk that a failed infotainment system could effectively 'brick' a car completely. And eliminating those physical controls doesn't eliminate the need for them, forcing automakers to add new infotainment menus, tiles, and pages—and in some cases, entirely new screens—that its customers must then navigate. This clutter annoys critics and customers alike. 'Owners find these things to be overly complicated and too distracting to use while driving,' said J.D. Power's Frank Hanley, senior director of auto benchmarking. 'By retaining dedicated physical controls for some of these interactions, automakers can alleviate pain points and simplify the overall customer experience.' But even as some automakers pledge to bring buttons back, there's no reason to expect they will come at the expense of established display real estate. Even if customers are frustrated by the experience offered by their large displays, they still enjoy looking at them, and as those screens get bigger and bigger and take over space that was once reserved for other features, those features will have to go somewhere. Right? With each generation, more features are incorporated into the screen. To avoid excessive menus, the screens get bigger to accommodate those new functions. It's an endless cycle fueled equally by feature bloat and the desire to cut potentially redundant physical components—which equate to finding ways to charge more money for less car. And then there's the unspoken financial opportunity presented by a more robust digital infrastructure. Unless you've been living under a rock your entire life, you know by now that a screen is always at risk of becoming a new avenue by which somebody can sell you something. New features? Maintenance plans? Subscription services? Those are all tough to sell through a button. Just ask GM. So as you read the next car reveal, and you peruse the interior section to see what inconveniences await its new buyers, remember that a bigger screen does three things: it sells new cars to wide-eyed customers, saves the automaker a ton of money on components, and it offers the tantalizing possibility of future revenue streams. Nope, these screens aren't going anywhere. Do you also like to yell at clouds? Commiserate with the author at byron@
Daily Mail
3 days ago
- Automotive
- Daily Mail
Now passengers can play Pictionary on your Audi's dashboard screen - but is it a distraction drivers don't need?
Gaming in cars has become something of a trend of late. With the arrival of electric cars that [arguably] feel fairly samey to drive - delivering instant torque, no sound, and a relatively soulless experience compared to a combustion engine equivalent - manufacturers are under pressure to make their vehicles more appealing in less conventional ways. And that includes turning them into games consoles on wheels. Various manufacturers already have gaming capabilities built into their latest in-car infotainment systems. However, all of these are restricted to the vehicle being stationary as to not distract the driver – or run the risk of them playing along while behind the wheel. But that's now changed. Audi has become the first auto brand to provide gaming facilities that can be activated while the car is in motion, although it says the driver can't see them. The deal with American toy-making giant Mattel now means you can play Pictionary and Who Wants to be a Millionaire in your A5, Q5, A6, A6 e-tron or Q6 e-tron while on a motorway schlep or school run. Its arrival has essentially sounded the death knell for I-spy. But is the inception of gaming on the move simply a cracking way to keep the kids entertained on long journeys, or could it be yet another huge distraction for drivers whose attention is already been drawn away from the road by an abundance of technology in their cars? Audi's gaming platform is provided by developer AirConsole. It allows up to four occupants with smartphones to connect to the in-car screens using a QR code. They can then compete in a number of quickdraw games. There are 15 to choose from in total from launch, including that all-time favourite, Uno! And more are available with AirConsole's extensive back catalogue consisting of hundreds of options, ranging from puzzles and quizzes to racing and sports. However, to access the full suite, customers will likely need to pay a monthly subscription. In the US, this is $4.99, so it's likely to be a fiver here. All games are 'cloud-based', meaning they don't need to be downloaded, and they can be played on pretty much every device and platform available, from computer-based browsers to smart TVs. Its recent switch to the automotive space has been a successful one, having already signed deals with Audi's rival BMW and parent manufacturer Volkswagen. Currently, the service is only available in cars with Android-based infotainment systems running as their operating system – which could rule it out for brands incorporating Apple's new Car Play Ultra dashboard system. The latter takes over the entire digital space in the cabin, including the temperature controls and the driver's instrument cluster, with Apple's new system debuted by Aston Martin this month. Is it another dangerous distraction for drivers? The AirConsole interface is downloaded from the Audi Application Store. Passengers can then take part in group games during journeys. The game sequence is shown only on screens that are located in the direct field of vision of the front and rear passengers - and will strictly not be visible to the driver. How does it claim to guarantee this? Once the gaming system has been selected, the car's infotainment brain automatically selects Audi's 'Active Privacy' mode. This acts like a digital curtain, preventing the driver from taking part. AirConsole boss Anthony Cliquot explained: 'By enabling gameplay on the passenger screen in a way that prioritises safety - by not distracting the driver - we're taking a bold yet responsible step toward a future where cars are not just modes of transport, but platforms for shared digital experiences.' However, with up to four people shouting out answers, potentially reading out the questions, and almost certainly squabbling about one or another cheating, it would be naïve to suggest there isn't an additional distraction risk of technology of this kind. A recent study by the RAC revealed that almost two thirds of motorists admit they've made mistakes while driving because they've been distracted behind the wheel. With drivers already tempted to take their eyes off the road by ever-increasingly capable smartphones - at the risk of being issued a £200 fine and six penalty points if caught doing so - and many diverting their attention to larger, more convoluted touchscreens, technology is already having a concerning impact on behaviour at the wheel. But despite the emergence of tech, the biggest distraction is still a human one. The motoring organisation's poll of 2,691 UK drivers earlier this month found that conversing and interacting with passengers remains the biggest trigger for dangerous distraction - named by 43 per cent of the panel as the reason for why they've almost had a shunt. More broadly, 63 per cent of the panel admitted making mistakes due to having their attention diverted away from the task of driving for one reason or another. Surely, the inception of gaming only exacerbates the risk. With all occupants' eyes on the screen so close to the driver's periphery, and the rousing competitive conversation in such proximity to an individual trying to concentrate on the road, this technology - despite its claims of failsafe measures - adds to an existing abundance of distractions luring motorists from the job in hand. Road safety charity IAM RoadSmart says any technology that promotes game playing when a vehicle is in motion 'carries a level of risk' Having seen the details of the new AirConsole system, road safety charity IAM RoadSmart and its director of policy and standards, Nicholas Lyes, told This is Money: 'Technology that promotes game playing while the vehicle is in motion carries a level of risk. 'The driver should be focused on the driving task, rather than on the game being played by passengers. 'Momentarily being distracted by a brainteaser or passengers shouting answers out loud while trying to navigate a tricky junction can reduce awareness of what is going on around the vehicle, potentially increasing the risk of a collision. 'Like everything, it's important the driver mitigates against these risks.' We reached out to AirConsole to better understand how it is limiting driver distraction. Cliquot told us: 'When the vehicle is in motion, the experience is intentionally designed for the front passenger only. 'The game library is curated to include single-player titles that minimize distraction, and we deliberately exclude party games or any content that could draw attention away from the road. 'We also recognise that passenger entertainment, whether from tablets, phones, or built-in screens, can be a potential source of distraction for the driver. 'However, by integrating gaming directly into the car's system, we can design for safety from the ground up: limiting interaction to appropriate contexts, adapting content, and ensuring drivers aren't encouraged or able to participate while the vehicle is in motion.' Audi also provided a - very brief - statement on the potentially distracting nature of the system. A spokesperson said: 'Technical solutions have been put in place to allow passengers to enjoy games safely.'
Auto Blog
4 days ago
- Automotive
- Auto Blog
Next-Gen Cockpit: Is a $3,000 Infotainment Upgrade Worth It?
Car Interiors Are Becoming the New Digital Playground What if your car's windshield could outsmart your smartphone—and turn rush hour into a front-row seat at a digital light show? Imagine this: In January 2024, CES attendees queued up not for a glimpse of the latest supercar, but for a seat inside the Valeo and Sennheiser ImagIn demo car—a rolling sound-and-light show that would make Pink Floyd's lighting director weep with envy. The message was clear: the cockpit is the new concert hall, and infotainment is no longer content to play second fiddle to horsepower. As Proust might have swapped madeleines for dashboard projections, today's drivers crave more than mere transport—they want immersion, a digital cocoon that blurs the line between the road and the realm of possibility. The old dashboard, with its buttons and knobs, is fading like AM radio static. In its place: augmented reality (AR) overlays, gesture controls, and voice-activated everything—a symphony of senses orchestrated by silicon and code. Source: Audi The Third-Person Cinematic Scene Picture a rainy Tuesday, somewhere on the I-405. A commuter's sedan glides through traffic, windshield streaked with city light. On the dash, navigation arrows float above the asphalt, projected in AR, gently nudging the driver toward the correct exit — no more squinting at tiny screens or deciphering cryptic beeps. In the back, a passenger waves a hand to skip a song, the gesture picked up by sensors embedded in the headliner. The car responds, seamlessly, like a butler who's read your mind. But is this digital theater a revolution in driver focus, or just a $3,000 emoji upgrade? From Buttons to Swiping Air: The Rise of Gesture and Voice The tactile era of dials and switches is being replaced by a new choreography: gesture, touch, and voice. Luxury automakers have already rolled out multimodal human-machine interfaces (HMIs), blending touchscreens, haptic feedback, and proximity sensors. The global automotive Human-Machine Interface (HMI) market reached $23.5 billion in 2024 and is projected to grow at a 12.8% CAGR from 2025 to 2034. This growth is fueled by demand for advanced user experiences, integration of augmented reality displays, voice and gesture controls, and AI-driven personalization. Automakers are rolling out systems that blend touchscreens, haptic feedback, gesture recognition, and voice control. For example, Continental launched a fully integrated HMI platform in February 2025 that combines gesture, voice, and touch into a seamless interface for electric and autonomous vehicles. Gentex in March 2025 released a next-gen smart rearview mirror with voice-activated controls and AI personalization, targeting both EV and luxury markets. The adoption of AR head-up displays and multimodal input is a key trend, with new systems designed to adapt content and controls based on driving mode and passenger preferences The goal? To create systems that are instantly intuitive — so you can adjust the climate or queue up a playlist without taking your eyes off the road, or your hands off the wheel for more than a flicker. Sidebar for the skeptics: Yes, sometimes the system mistakes your emphatic storytelling for a command to call your mother-in-law. But the tech is learning — fast. 'Augmented Reality: The Windshield as Canvas' AR head-up displays (HUDs) are moving from concept to curb. Audi's latest system projects navigation cues—arrows, lane guidance, even hazard warnings—directly onto the windshield, layered over the real world. Envisics, with backing from global giants, is developing holographic waveguide HUDs for production by 2026, promising a wide field of view and razor-sharp clarity even in full sun. The new nanophotonic lenses from AllFocal Optics, co-developed with Zeiss, beam information directly to the retina, ensuring that every driver—glasses or not—gets a perfectly focused readout. The upshot? Less distraction, more confidence, and a user interface that feels more like a sci-fi film than a spreadsheet. Source: Brian Iselin Immersion for All: The Multisensory Cabin Valeo and Sennheiser's ImagIn system is a harbinger: immersive soundscapes, ambient lighting, and projected content turn the car into a personalized lounge. Gesture-detection software and smart surfaces mean every passenger can interact with the system, not just the driver. The car becomes a shared experience — each ride a chance to curate your own digital atmosphere, whether you're crawling through rush hour or cruising the Pacific Coast Highway. Software Eats the Dashboard The shift to software-defined infotainment means over-the-air updates can add new features or fix bugs without a trip to the dealer. AI-driven personalization learns your habits — favorite routes, playlists, even your preferred cabin temperature — making each drive feel bespoke. And as 5G connectivity becomes standard, streaming, gaming, and real-time traffic updates are as fast as your home Wi-Fi. So yes, the age of immersive infotainment is here, and it's rewriting the rituals of the road. But as we surrender more senses to the silicon orchestra, the question lingers: Will all this digital dazzle deepen our connection to the drive, or just make the car another screen to scroll? For now, at least, the ride has never sounded—or looked—so good. About the Author Brian Iselin View Profile
The Drive
5 days ago
- Automotive
- The Drive
Cars Are Caught in an Endless Cycle of Bigger Screens Nobody Really Likes
The latest car news, reviews, and features. J.D. Power released the results of its 2025 Initial Quality Study on Thursday, and—surprise, surprise—the number one reported problem area industry-wide is infotainment. While the systems themselves are becoming more visually impressive and they're better-integrated into the overall design of most vehicles than early attempts, customers complain more about these systems than they do anything else in their brand-new cars. In short, customers love the way these big screens look, but virtually all of them are a pain to operate. So why the heck does every new car introduction come with a bigger, more feature-bloated touchscreen? Well, it's complicated. But as usual, it all comes down to money. The 'why' makes more sense if you consider the broader industry push to re-brand the traditional ( spits ) infotainment system as an all-in-one control center. Functions that were once tied to physical controls on the dash and center console have been steadily migrating into this space. Headlight toggles, home garage door controls, and even glove box releases are now making their way into vehicular touchscreen interfaces, in many instances joining basic audio and climate controls that were moved there years ago. Automakers sell it as a way to free up space on the dash and center console. For what? So far, the answer has mostly been 'more screens.' One might call that a lateral move. With all the extra room, you'd think they'd be able to keep up with America's fancy cup obsession. And given the positive feedback automakers have received for the more-minimalist interior designs that often result, the effort hasn't entirely been for naught. Mercedes-Benz Hyperscreen Plus, centralized touchscreen control systems save automakers money, especially when implemented in cars with a broad selection of available doodads. While software development isn't free, it's far more forgiving than designing, prototyping, testing, sourcing and maintaining a supply of physical control components. An infotainment module may cost more than a switch, but you'd be surprised how quickly that math changes when one switch becomes five—or fifty. But in designing for this internal convenience, automakers are taking a gamble that their buyers will learn to live with the resulting compromises. What's often left unsaid is the fact that we're increasingly running the risk that a failed infotainment system could effectively 'brick' a car completely. And eliminating those physical controls doesn't eliminate the need for them, forcing automakers to add new infotainment menus, tiles, and pages—and in some cases, entirely new screens—that its customers must then navigate. This clutter annoys critics and customers alike. 'Owners find these things to be overly complicated and too distracting to use while driving,' said J.D. Power's Frank Hanley, senior director of auto benchmarking. 'By retaining dedicated physical controls for some of these interactions, automakers can alleviate pain points and simplify the overall customer experience.' Tesla's rear seat interface But even as some automakers pledge to bring buttons back, there's no reason to expect they will come at the expense of established display real estate. Even if customers are frustrated by the experience offered by their large displays, they still enjoy looking at them, and as those screens get bigger and bigger and take over space that was once reserved for other features, those features will have to go somewhere. Right? With each generation, more features are incorporated into the screen. To avoid excessive menus, the screens get bigger to accommodate those new functions. It's an endless cycle fueled equally by feature bloat and the desire to cut potentially redundant physical components—which equate to finding ways to charge more money for less car. And then there's the unspoken financial opportunity presented by a more robust digital infrastructure. Unless you've been living under a rock your entire life, you know by now that a screen is always at risk of becoming a new avenue by which somebody can sell you something. New features? Maintenance plans? Subscription services? Those are all tough to sell through a button. Just ask GM. So as you read the next car reveal, and you peruse the interior section to see what inconveniences await its new buyers, remember that a bigger screen does three things: it sells new cars to wide-eyed customers, saves the automaker a ton of money on components, and it offers the tantalizing possibility of future revenue streams. Nope, these screens aren't going anywhere . Do you also like to yell at clouds? Commiserate with the author at byron@
