i-s

It depends on what the app is capable of and how reliable it is. The app on my nissan Leaf was hopelessly unreliable and basically stopped working completely about 6 months before I got rid of the car. When it did work it had some useful features (turn heating on, check charge level, start/stop charging). The app for the Tesla is outstanding - control heater and heated seats, vent windows, close windows, unlock/lock, open frunk, trunk, charge port, etc. Shows the car's location (down to the specific parking spot), gives notifications when charging stopped or complete (to avoid being charged idle fees), etc, etc. Also allows repairs to be booked in through the app. Carplay and Android auto are merely car manufacturers waving a white flag - admitting that they can't do infotainment for $&i£ and giving up. Where a car is fitted with a good infotainment system that is responsive, clear and easy to use (Lexus - all of these things your infotainment is not) then what's the point of AA or carplay? What does it do that a properly sorted infotainment system doesn't?

I can only surmise that a whole lot of people are stupid sheep. Once I was driving around the M60 in winter. 2 lanes of standing traffic sitting in slushy crap, while lane 3 was covered in pristine untouched snow (about 2" depth). Fresh snow like that has more grip than slush, and there were no markers or overheads saying that the lane was closed, so I drove in it - slowly and gently, but as I did so people started pulling out from lane 2 behind me and following me down lane 3. I drove about 2 miles past standing traffic in a perfectly valid lane that literally thousands of other cars had refused to use. Once I had done so others followed, but I couldn't understand how that had come about. People just didn't want to drive on the fresh snow?

I have had Viofo A119 (Volvo V70), A119Sv2 (Nissan Leaf) and now have A129 Duo in both cars (GS450h, Model 3). I think unless you're prepared to spend the price of a BlackVue DR900S (£500) then the A129 Duo is a clear and obvious choice for quality vs price. Make sure you get Circular Polarisers for both front and rear (same fitting, but although they are expensive get the official one. Third-party ones are useless).

Simple solution for the HUD. Drive with your head tilted at a 45 degree angle. One way it will disappear completely, the other way it will come up to full brightness (at least with mypolarised sunglasses - assuming similar direction for yours. This method won't be inconvenient or uncomfortable in the slightest. Congrats on the motor, enjoy!

Given that Tesla didn't open UK orders until 1st May 2019, that's a rather peculiar figure to quote. For 2019, Tesla will have sold more Model 3 in the UK than ANY single Lexus model (NX is their highest runner), despite deliveries of model 3 only beginning in June (and only 250 were delivered in June and July - volume only came in august). For August, September, October and November Tesla has sold more model 3 in the UK than Lexus has sold ALL models. The demand certainly is there, and just wait until April next year when company car BIK tax on a Tesla becomes 0% (compared to 25% for an ES300h and 30% for a 320d).

They continue to be used until they're no longer useful. Not sure what the question is? Legislation bans the sale of new petrol or diesel cars. It doesn't ban the use of existing petrol or diesel cars.

Toyota are still sticking with the hydrogen fuel cell fantasy, and it doesn't help matters when they say stupid stuff like: No demand.... that's why the Tesla 3 is outselling the LS, GS, ES and IS put together in the USA. However, toyota ARE working on TNGA-e, and hopefully they won't fall too far behind. But I don't think that it's the shift to battery/EV that is the thing that's going to hurt/kill legacy automakers - it's software. Tesla own all of their software - they've ended up making their own pieces of hardware (seat controllers, infotainment, active suspension units, drive units, etc) in order to own the entirety of the software stack. This way they can update everything through over-the-air updates, while other car manufacturers are going to be trying to deliver a piece of bosch engine software through a visteon canbus system from a garmin infotainment system. They can integrate control of the car (eg suspension and motor control) with autopilot (whereas other driver assistance systems come from third-party suppliers - eg Nissan ProPilot and Volvo PilotAssist are both from Mobileye) In this area Ford have a big advantage over many other legacy makers, as they are taking much more ownership of hardware and software (Sync 4, as in the new Mach E, is developed in-house by what used to be Research In Motion (Blackberry), which Ford acquired in 2017). VW are starting to take some of this in-house also.

The Osbourne effect. Yes, depreciation is already going that way because of supply and demand. As demand for ICE vehicles drops (especially diesels) then their residual values will also. That will result in higher lease rates for new vehicles (as GFVs will be lower) which will make them less popular even as lease cars. Meanwhile, my 2015 Nissan Leaf which I purchased for £11000 in November 2017 with 13300 miles on I sold in July 2019 with 25500 miles on for £10650, to a trader. £350 depreciation for almost doubling the mileage over 18 months - pretty much any other comparable car (eg a nissan pulsar or ford focus - not talking classics here) would have depreciated far more. There's a general tendency to look for peculiar edge cases (mention of deserts above) to try to suggest that the mainstream can't go electric. Asia (especially china) is far AHEAD of Europe in pushing toward electrification, and India is starting to make very serious moves because of their dire air quality situation. Remote locations in Africa or island nations are far better served by solar power and storage than reliance on expensive deliveries of diesel - look up how the island of t'au has benefited. Anyone buying a BMW 320d now is going to be in for a very nasty shock in 3 years time. When we are 3 years further down the road of electrification then demand for plain old diesels will be poor. Hybrids will fare better. I'd certainly not buy any new car with an ICE at this point. We may yet swap our GS450h for another ICE (the only thing on our radar is the LC500 and LC500h), but it would be used. We bought our Tesla new.

Indeed, in the past I've been careful about never putting "home" in as a saved location. On the Tesla, however, I have no choice as it's actually the address tied to my Tesla Account. However, as Britprius said, it's very useful using the "navigate home" command, even on my regular commute because it will show if the traffic is backed up in certain spots and which route will be fastest. I usually cancel the navigation right after, but it's a useful way to not get snarled up in gridlock.

The new RAV4 hybrid has the latest generation of the hybrid system, and appears to return very good real-world economy. It's also a much sharper looking and higher quality car than previous RAV4. If the CHR/UX and Camry/ES are anything to go by then the next NX won't be as distinct from the toyota as previous lexus have been. There's also a forthcoming plug-in version of the RAV4, which should produce exceptional results (since most regular plug-ins are fairly dire as ICE or EV, but Toyota's hybrid tech is rather different and much more effective than other makes). Might be worth a look?

Congrats. Pics are obligatory!

I too am glad to see Lexus/toyota finally produce an EV, but the UX300e is a pretty poor first attempt now. It's a 2014 kind of performance with a 2018 sized battery. It's some EV bits shoehorned into an ICE platform, so it does not realise the various packaging benefits that EVs offer - purpose built EVs offer more interior space for less exterior size than ICE cars - the UX300e does not. Even the regular UX250h has been heavily criticised for offering poor passenger and boot space compared to its competitors. It is FWD. Now I'm not some raving "Give me RWD or give me death" lunatic - I understand the reasons and benefits of FWD, just as I do RWD. The thing about an electric car is that it can deploy torque instantly, and FWD platforms simply can not cope with it - you just get wheelspin. Even my 80kW Leaf could struggle, and the UX300e is 150kW - similar to the Kia e-Niro and Hyundai Kona EV, both of which have huge problems in this regard also. In engineering a car platform, if you're developing it as an EV from the ground up then it will be RWD as a default (see VW MEB platform, Honda E, Ford Mustang Mach E, Teslas) - FWD only exists because of the packaging benefits it offers for ICE drivetrains. Once they've gone away in an EV then FWD is just a problem. Battery capacity is fine - the vast majority of people massively over-estimate what they need on a day to day basis. As ganzoom said, it won't do 250 miles, I'd estimate it will range between 120 and 200 depending on weather etc. The problem that they have is that a smaller battery capacity is fine IF it comes with decent charging capability, and this is where it all falls apart. This vehicle offers "up to 50kW" charging - that's the same as a 2011 Nissan Leaf. The Kia e-Niro and Hyundai Kona offer up to 77kW, and my Model 3 offers up to 170kW (pending 2019.40.x software update to enable - currently 100kW). However, all of that said, there's a really strong use case for the UX300e. If you're a 2-Lexus family with an RX450hL or something as the "main" car then this is the ideal second car. Second cars rarely if ever go on long motorway trips. They do the school run, go to the shops, to and from work. Being able to fill up on your driveway overnight means that charging is simply a non-issue. I suspect that this is a vehicle that is going to struggle in the face of competition. VW's iD4 and Audi Q4 etron will be on the market by the time this comes out, and the Tesla model Y will be looming large over the whole compact SUV sector (but I do accept that it is a size class above the UX). And, of course, the Volvo XC40R is already launched in that space (but admittedly at a high price - Volvo need to get it down and quick). Again, as ganzoom said, Lexus/Toyota need a bespoke EV platform!

Back in the 90s my first experience of the Lexus brand was when it was an LS sat in the corner of Motorline toyota Canterbury...

Earlier 4GS cars (2012-2014ish) require a software update for the satnav. Lexus used to provide these via a website where you would download the file from, put it on a usb stick, put the USB stick into the plug in the centre console and update the car. At some point Lexus stopped allowing users to do this, but you might still be able to get the software download from elsewhere on the website. Later 4GS (all post-facelift, some late pre-facelift, like ours) have a microSD slot as I described. £120 sounds a typical sort of price that Lexus might charge to update the software, but it should not need anything removing from the car. I wonder if there's a physical mod they are making to either close off user updating (and thus pirating of maps), or whether they are physically updating to the microSD system (but I'd be very surprised if they did do that, and for only £120).

Is that picture from your actual vehicle? If so then you need a usb update which can be done yourself. If that picture isn't from your car, check whether you have a little flap just above the hazard warning light button, which hides a microSD slot. If you have that then you need a new microSD, which can be obtained from ebay for about £45

1) can't really answer as we never actually drove one. Performance won't be very different to your IS, as the GS300h is less than 100kg heavier. Your IS with an adult passenger. If it frustrates you in the IS then you already know. 2) The GS450h is a lovely thing in many ways. It is overpowered in a way, but actually it is at its best when driven at six tenths. It's smooth, capable and relaxing, and rewards a relaxed driving style with languid torque rather than hoofing it. Ours returns an average of 37mpg (see fuelly sig below) and that's phenomenal for a 340bhp petrol car. Hopefully it won't upset or frustrate, but another car you might usefully take a look at is the Tesla model 3. I have one as well as our GS450h - while the GS is more refined (quieter inside with less road noise, softer and floatier) the Tesla is more comfortable for me (seat works better for me personally. This is very much a personal matter) and handles and performs in a different league. However, the real kicker is that you said you're building a business - if you're taking it as a company car then the entire value of the car can be written off against profits (ie you can reduce your business taxes by several thousand pounds against the purchase of a zero-emission vehicle), and your personal BIK rate will be 0% from April 20, 1% from 21 and 2% in 22, saving you thousands of pounds personally. If it's a personal car claiming mileage expense from the business, again you can minimise your tax bill by claiming at the HMRC 45p/25p rate against true running costs of around 5p/mile (lowering your business's taxable profits, and maximising personal transferance of cash from the business to you without paying income tax on it). The running costs of a Tesla 3 will be significantly less than the IS300h while performing above the GS450h. It's a bigger car than you realise, with a longer wheelbase than the GS, larger boot, fold down seats, etc.

The GS350 is a slightly different beast in terms of weight and weight distribution. Have you driven a GS450h premier or F-sport? The premier has adaptive dampers and Sport+ mode that the Luxury lacks, and the F-sport combines the adaptive dampers with a slightly lower ride-height, larger wheels and rear-steer. Putting our Premier into Sport+ does tighten it up quite a bit. It does become more bouncy and jittery in terms of secondary ride, but the primary ride settles down, loses the constant floatyness that normal mode has and gains significantly increased rebound damping. Just throwing some springs on, without attention to the full system (dampers, anti-roll bars) is unlikely to achieve what you want.

First thing to point out is that the CVT in your audi really was a CVT. The "e-CVT" in the Lexus Hybrids isn't - it's rather clever and incredibly simple system that doesn't have any clutches, bands or chains, very few moving parts and basically never wears out (millions of prius cabs can't be wrong). However, the driving feel is sort of akin to a CVT, in that the engine can hold a speed (ie rpm) and the car can accelerate. The thing is that, with the GS at least, this rarely happens for any particular length of time. A slip-road acceleration from 30-70 lasts maybe 3-4 seconds during which time the revs rise and so there's maybe 2 seconds of static revs. It's not some constant "drone" as many motoring journalists have written (watch the Fifth Gear review - they complain about it while driving pegged down bruntingthorpe runway. Not realistic!) The actual driving characteristics of the eCVT are pretty good, once you learn to ignore the disconnect between sound and speed. When accelerating, you get continuous linear acceleration much more like an EV (and my other car is a Tesla) - you don't have the horrible lumpiness of torque at the wheels that occurs with a turbodiesel combined with discrete gears (whether manual or auto). However, I will obviously concede that an S class is going to be a damn sight smoother than most cars in this regard! The other huge benefit of the eCVT is that it allows the car to cruise along with the engine ticking over at 1000rpm at all legal UK motorway speeds (and quite some way beyond). As you can see from my sig below, our GS450h with similar (but not the same) drivetrain returns a real world average of 37mpg which is absolutely phenomenal for a 340bhp petrol car. Our previous 2011 Volvo V70 Diesel returned 38mpg. Ultimately it's a matter of fitness for purpose. The eCVT won't ever win friends among those that want to carve up country roads, heel-and-toeing downshifts, etc (ie most of the motoring press). But then again, is a ~2 tonne squidgy luxury SUV going to win friends there anyway, regardless of its transmission? It is fabulous for smooth progress - when driven at 5 tenths to 6 tenths the GS450h gathers speed without making a fuss. It doesn't have the neck-snapping party piece of the Tesla, but instead it has an uncanny ability to be doing 30 and then just a few seconds later be doing 60 in such a way that your passengers didn't even notice the change. As for your last point.... Space, the RX is a pretty spacious vehicle. Maybe not as spacious for 4 passengers as an LWB S, but I doubt you'd have many complaints. Pace... it's quick enough, but not one for a B-road hustle. Grace - not quite there with the S class, but that's really a very high bar. The RX will attract less attention and will mostly get on with being comfortable and unobtrusive.

DVD quality is only 480i. Based on what is used in other vehicles with similar ultra-wide aspect ratio screens, my educated guess would be that the display is 1024x480

Tesla model 3 review We've had our Tesla Model 3 Standard Range Plus (SR+) for over 2 months now, and covered over 2500 miles, so here's some thoughts, strengths, weaknesses, etc. The SR+ is the base version of the Model 3 (other than the very limited availability USA-only SR), with a 55kWh battery pack and rear-wheel drive. It weighs in at 1611kg, almost exactly the same as an IS300h. The Model 3 is similar overall size to the IS (Model 3 is 30mm longer), but sits on a longer wheelbase (75mm longer - longer than a GS or ES) Body and interior quality, fit and finish Starting with what is widely considered to be an area of weakness for Tesla, for the most part it’s actually fine. Definitely better than my Leaf was. No, it’s not Lexus good, but even our GS isn’t perfect - if you’re looking for misalignments on any car you will find them. I find Merc C-class estates very noticeable when the taillights on the body don’t line up with the ones on the tailgate (and usually they don’t!). Certainly our 3 is way better than a Jag XE I put an eye over recently. There’s one door that could do with a slight tweak (about 1mm) to sit a bit more perfectly. As for paint, it’s mostly good but for a few dust nibs. I’ve never bought any other new car before, so I’ve no idea what others are like in this regard - our GS has plenty of paint flaws now (stone chips and bird lime damage caused lacquer crazing), and even within the first 1000 miles the 3 picked up a stone chip. I’ve since been over the car with Carpro essence on an MF pad and the paintwork has come up very nicely, so I’m satisfied with it. Interior quality is very good - you interact with very little in the model 3, so there’s much less opportunity for things to creak and flex than in other cars. I recently had a VW hire car that I was shocked by the plastic creaking cacophony that accompanied pressing any of the buttons. The screen on the model 3 is very solidly mounted and extremely responsive so you are not left feeling like it is cost cut. The window switches feel very solid, very close to those in our GS and better than any other car I’ve had (2011 Volvo V70, 2003 Honda Accord, etc). Material quality in the cabin is good with regard to the plastics. Carpets are a bit cheap. The “Vegan Leather” is what it is…. Similar to Lexus Tahara or Mercedes Artico. I prefer the real leather in the GS. Seats are very good (and suit me a bit better than the GS Premier seats do - I can’t get my back comfortable as the driver in that car. Key point: seats are a personal matter). Overall I find the perceived interior quality to be better than our neighbour’s 2014 BMW 330d GT or our 2011 Volvo V70. Specification and equipment The SR+ comes with the “Partial Premium Interior”. Our car is absolutely base spec for the UK, with the only option we took being the blue paint. So, what did we get? Front seats are fully electric (12-way, inc 2-axis lumbar) and heated, with driver memory for each profile (not sure how many profiles you can have, but lots!). Steering column reach/rake is electric. Full glass panoramic roof. 15” display with sat nav (free updates), reversing camera, good music system (very close to the Mark Levinson in the GS), 18” alloys, LED headlamps, foglamps. There’s very little missing, and the “full premium” option only adds heated rear seats and a subwoofer, and some data connectivity add ons. Autopilot is included as standard - this consists of Traffic Aware adaptive cruise control (which will keep pace with traffic down to a stop), Lane centering autosteering (ie not like LKA which will simply pinball from side to side, this will drive itself down a motorway lane), all of the expected emergency braking and rear collision mitigation (scoring by far the highest score on euro NCAP for such systems). We did not take the “Full Self Drive” option. The base spec would require significant trips to the options list for a 330i or C300 to match the Tesla. Even a base IS300h with premium pack (to match the powered heated seats and power steering column of the Tesla) and metallic paint comes in at a higher price (£38670, compared to £38290 paid for the Tesla). Driving Starting with the downsides - this is not the quietest car there is. The 4GS is one of the quietest cars there is (not as quiet as an LS600h, but in the top 10), so it’s a harsh comparison. The model 3 has significant body-borne road noise and you hear the suspension working (thumping on pot holes), and bits of wind flutter (frameless windows don’t isolate as well). It’s better than typical C-seg hatchbacks, but not up with the D-seg class leaders. Up to about 20mph you can hear a bit of drive unit noise, but it’s not annoying and quieter than the drivetrain in the Leaf. Suspension is firm. It thumps, but it’s not jarring. It’s not as brittle as an M-Sport 3 series, but nothing like as fluid as the GS450h. Putting the GS into Sport+ brings them closer, but the 3 is still a bit firmer than that. However, it’s not just wilful firmness trying to hide a poor chassis (Volvo R-Design, I’m looking at you) - the suspension setup is extremely well designed (double-wishbone front, multi-link rear) and connected with an extraordinarily stiff body (the battery construction under the floor makes it extremely rigid, and combined with bonded glass roof and rear screen adds stiffness above too). The ride definitely improved over the first 1500 miles, and while it’s never going to be considered a magic carpet, it’s very accomplished. One thing that it does highlight is that on an A-road the GS always feels like it's moving, up and down. The 3 does not. EVs in general should handle well because the centre of gravity is very low and the mass is centred in the car, within the wheelbase. The Model 3 uses that and the suspension design to offer amazing levels of grip. The steering is 2 turns lock-to-lock, so this is go-kart like. Very incisive handling, but not at all nervous or twitchy. It is an absolute hoot to punt down a twisty A-road, and can be placed very precisely and confidently, and it doesn’t bite back (mostly! At the very beginning I got a couple of wags of the tail in the wet, but that was down to a combination of incorrect tyre pressure and brand new tyres not scrubbed in yet. Once settled in it’s been very secure). It’s not all perfection - the steering offers absolutely zero feedback or feel. It absolutely goes where you point it and doesn’t react to or get put off line by cambers and bumps, but the steering wheel won’t feed you any information about what’s going on underneath the tyres. Performance is typical EV - immediate, responsive and very very fast. The 0-60 time for the SR+ is 5.3 seconds, which is a bit faster than the GS450h. However, because of traction limitations, it doesn’t feel amazingly quick from a standing start. The real party piece is how it responds to throttle inputs to change speed from 30 to 50 mph for example - Autoexpress tested it at 1.9 seconds for 30-50. For reference, they recorded 2.0 seconds for 30-50 in 3rd gear for both the Porsche 911 992 Carrera 4s Cab and the Mercedes AMG GT Roadster. One thing that is more noticeable with the 3 than was with the Leaf is the performance variance with State of Charge (SoC). The Leaf was always slow, the 3 is noticeably less peppy at 30% than at 90%. Just last week it was announced that the next software update (which downloads over Wi-Fi, doesn’t require visits to dealer) will bring an additional 5% power increase. Charging For the most part charging happens when you’re doing something else so it’s simply a non issue. However, one key thing about the Model 3 is that it’s a Tesla so road trips can actually be a thing. We just took a 1000 mile trip around scotland and spent a total of £6 on charging. The most significant day of driving was from Dumbarton to our home near Rochdale, a distance of 240 miles. Having come from the Leaf where this would have been annoying, involving hypermiling and numerous charge stops I was unconcerned - we started the day with about 85% charge, spent the morning in Glasgow then departed down the M74. I was tending to set cruise on 80 (unthinkable in the Leaf!) and just go for it. We stopped at Abington (just long enough to pee and get a takeaway cup of coffee) and Tebay (for 20 minutes, but we didn’t actually need that much - could have done less than 15). With Supercharging on a long journey from 100% charge you will need 20 minutes of charging for every 2 hours driving after the first 3 hours, which seems to line up with bladder endurance. The LR or P versions of the 3 would be 15 minutes charging for every 2 hours after the first 4 hours. If the thought of spending that long stopped on a long journey is too much for you, even in the face of thousands of pounds of fuel savings then this probably isn’t the car for you. Again, the software update announced last week will boost the Supercharging speed from 100kW to 150kW, reducing the times I quoted above. Infotainment Absolute brilliance. Extraordinarily simple to operate, brilliantly responsive and you rarely need to mess with it while driving. Voice commands are extremely accurate - during our jaunt around scotland I was stunned when it completely correctly understood the phrase “Navigate to Aberlour Distillery”. It will look for landmarks, businesses, postcodes, addresses, etc and doesn’t require speaking slower than you would in normal conversation. The functional voice commands mean that you don’t have to mess with the screen for sat nav input at all, and things like seat heaters and AC temp are in fixed locations on screen such that they might as well be buttons. Overall it is actually less distracting on the move than the setup in the GS. The screen is very clear, high resolution and responsive, with excellent contrast and a very low black level - at night it doesn’t cause annoyance through too much lighting (the car switches into night-mode where things are white-on-black rather than black-on-white) The car has a 4G data connection that allows streaming through TuneIn and Spotify, USB playback, DAB and FM. No AM or CD player. Random Stuff Your phone is your key, so you can add/remove keys as you choose. There are also passive RFID cards as a backup or Valet key - a replacement costs only £20. The passive RFID, and encrypted nature of bluetooth means that the model 3 is generally much better protected against relay theft than other keyless cars. It also has a second layer of protection with the option to enter a PIN number before you can drive the vehicle. The phone holder/charger is very neat and saves the installation of ugly “cradles” or having wires trailing around the place. The autopilot cameras can also be used as a 4-channel dashcam (front, left side repeater rearward facing, right side repeater rearward facing, Rear) as well as CCTV when the vehicle is parked (Sentry Mode). The panoramic glass roof is quite a revelation for those sat in the back, as there’s no cross-beams behind the B-pillar - just glass from B-pillar to deck lid. App works very well (unlike the one from the Leaf), allowing control of charging, remote climate control, unlock, opening/closing things, as well as showing the car’s location (and speed…. I keep getting home and being told off by my husband for that one!). Boot is huge and the seats fold down - far more practical than the GS450h! There’s also the Frunk under the bonnet. Overall The Model 3 is the least flawed car that I’ve ever driven. The strengths of its design, drivetrain and interface are amazing. All cars have their flaws, but this has fewer. So many people are getting hung up on the window dressing of perfect paint quality and panel gaps while ignoring the meat and bones.

Apologies to SH20 for heading OT... But yes. A couple of times when our Volvo was cleaned by the dealer they left a caustic jetwash solution on the car too long and it marked up a lot of the rubber seals around windows etc, as well as destroying my LSP. When I called them out on it they denied it, said they don't use anything caustic, only autoglym. Resounding silence when I sent them the MSDS of Autoglym Jetwash.

Servicing can be done by anyone and consists of brake fluid change every 2 years (as per all ICE cars) and coolant (standard regular propylene glycol coolant) every 5 years. The Tesla warranty is not predicated on servicing (ie you could not service the car for 7 years and the drivetrain/battery warranty is unaffected and still valid). They have also published the workshop guides to allow you to carry out these items yourself.

The AHB on our GS450h is totally useless - dips far too late, then won't renable, eventually does, then dips randomly, then goes into a sulk and never puts the high beams on ever again. The AHB on our Tesla is a lot better - but it's too quick and too sensitive. It's flicking the high beams on and off like a disco as it reacts to parked cars (reflectors lighting up that it thinks are tail lights), chevron signs, etc. Neither one is actually usable.

When the first press shots of the G20 were released that was my first thought - that the tail lamps absolutely SCREAM Lexus. Then I saw the interior, and thought "my god, what a busy hodge-podge". Is it any wonder that in the USA 3 series sales are down 20% compared to last year, and that's comparing to the end-of-life F30 (which was never particularly loved by enthusiasts)? When a new model comes out it usually sells best in its first year or two and then declines over time until replaced, but the G20 isn't even matching the last year of the old model. I'm sure that the picture is a little better in europe, would be interesting to see the numbers.