Report: Automated ADAS Safety Features Are A ‘Nightmare' For Drivers
European regulators began requiring ADAS in 2022, making specific features mandatory in new models ... More from 2022 and in existing models in 2024.
Advanced safety features, like automated speed controls and automatic braking, are so annoying to British drivers that they're turning them off, suggesting technology designed for safety may actually be a source of distraction and irritation — and no wonder, with cars suddenly braking or misreading speed limits.
That's according to research from Which?, a UK consumer organisation, which found more than half (54%) of the 1,500 drivers it surveyed choose to disable at least one of five main Advanced Driver Assistance Systems (ADAS) in their car some of the time.
European regulators began requiring ADAS in 2022, making specific features mandatory in new models from 2022 and in existing models last year. These include intelligent speed assistance, advanced emergency braking, lane keeping assist, driver drowsiness, and "black box" event data recorders.
The aim was to boost safety and reduce car crash casualties, but part of the road to introducing further automation into cars. The UK doesn't have the same rules legally mandating ADAS as yet, but cars tend to feature the software as they're designed for use across the wider market; reports suggest as many as 90% of cars in the UK manufactured since 2018 have ADAS of some sort.
But this research suggests that ADAS systems aren't living up to expectations in the real world — and can be a serious distraction and irritation to drivers.
After all, who wouldn't want a smart lane-keeping system verifying your shoulder check or speed assistance to avoid tickets? Brits, it would seem — but with good reason.
One driver, 75-year-old Eileen, was quoted by Which? as saying driving had gone from a lifeline to a "nightmare" after she purchased a Hyundai i20 hatchback in 2023. That's because the ADAS system misreads speed limits — telling her the limit is 30mph when it's actually 80mph — and unnecessarily correcting her steering, even when in parking lots.
"To feel the steering wheel suddenly spin and the car begin to swerve was terrifying," she told Which?. 'I've seriously considered getting some old, beat-up car from five years ago that doesn't have this technology.'
Eileen isn't the only one. Which? cars expert Michael Passingham tested 11 different cars featuring these systems: "I've had cars brake for nonexistent crossroads, jitter me around on country lanes and inform me that I'm driving 50mph over the speed limit."
According to the survey, 46% of drivers surveyed turned off speed limit alerts, with most saying they felt they didn't need it, though there were also reports it picks up the wrong signs and misreads others.
The second most frequently disabled feature was lane keep assist, turned off by 42% of those surveyed, mostly because they found it dangerous, annoying or distracting.
Which? cars expert Michael Passingham tested 11 different cars featuring these systems: "I've had ... More cars brake for nonexistent crossroads, jitter me around on country lanes and inform me that I'm driving 50mph over the speed limit."
Another third disabled emergency braking, drowsiness monitoring, and blind-spot monitoring — again, drivers turned off the latter because it was distracting.
ADAS features can be turned off, but not permanently; drivers need to change such settings every time they drive.
The Which? research follows an earlier report suggesting ADAS features could become a threat to road safety if damaged in an accident.
The consumer rights organisation called for industry and regulators to do a better job ensuring these safety features are fit for purpose and don't add to drivers' distraction, and warned anyone shopping for a new car to test drive carefully with ADAS enabled to see how the features work on the road.
"These features should be keeping motorists safe, so it is really concerning that so many people are turning them off because they don't find them useful, or even worse, that they find them distracting or dangerous," said Harry Rose, editor of Which? Magazine.
"If the tech is working well it should be possible to adapt to driving with it so that it fulfils its purpose of making you feel safer at the wheel," he added. 'Turning it off should only be a last resort as if you turn the systems off, they're not protecting you, or anyone else.'
In a statement provided to the consumer-rights organisation, Hyundai said: "As part of our process of continuous vehicle testing and quality improvement, Hyundai regularly conducts real world testing of all vehicle systems and whenever possible will introduce software improvements to address identified customer concerns."
But until that possible software upgrade arrives, expect drivers like Eileen to keep switching off automated safety tools for cars like ADAS.
Try Our AI Features
Explore what Daily8 AI can do for you:
Comments
No comments yet...
Related Articles
Miami Herald
7 hours ago
- Miami Herald
EV Shops Ditch Grease for Tablets: How Auto Repair Shops Are Transforming
Step into a modern auto shop and you'll find technicians poring over live battery data on tablets, calibrating LiDAR sensors with laser precision, and 3D-printing custom brackets on the fly. Gone are the days of grease-stained overalls and guesswork. The U.S. automotive repair and maintenance market was valued at approximately $183.5 billion in 2023, with continued growth projected through 2032. The ADAS calibration service market is expected to grow at a compound annual growth rate (CAGR) of 12.4% from 2025 to 2032, reaching $3.15 billion by 2032. Today's garages have transformed into high-tech labs. Drivers now expect advanced safety checks and electric-vehicle expertise, and the best shops deliver with cloud dashboards, rapid prototyping, and digital diagnostics that keep cars-and their owners-moving confidently into the future. Technicians plug in OEM-grade scan tools that stream ECU data to central servers. They monitor battery state-of-charge curves, voltage sag under load, or coolant-temperature trends from previous road tests. Cloud-based platforms flag anomalies before a breakdown lands a tow truck on the highway. Shops treat these logs like experimental data: they diagnose intermittent misfires by spotting patterns across dozens of vehicles. Electric-vehicle maintenance no longer revolves around oil changes. Technicians inspect battery modules with thermal imaging, verify cell balance, and test regenerative-braking systems with specialized rigs. They update battery-management software and confirm proper cooling-pump operation under simulated loads. Shops invest in insulated gloves and lockout-tagout protocols to handle high-voltage circuits safely. Nearly 98 million U.S. vehicles now feature ADAS. Every windshield replacement or suspension tweak can misalign cameras and radar. Shops deploy precise calibration rigs: optical targets, radar reflectors, and alignment platforms that position vehicles within millimeters. They run static and dynamic calibrations per OEM specs. Insert "ADAS calibration setup image" here. These procedures prevent lane-departure false alerts or misread obstacles. Technicians update calibration software regularly, ensuring each sensor array 'sees' true road geometry. Sometimes parts arrive late or not at all. Modern shops embrace desktop 3D printing for non-structural components: custom brackets, sensor mounts, or trim clips. They machine small adapters on CNC mills for aftermarket upgrades or retrofit kits. This approach speeds repairs and reduces downtime. Technicians treat CAD files like lab blueprints, tweaking dimensions to fit each model. Connected-shop management systems track work orders, parts inventory, and technician hours. IoT-enabled tool platforms report torque counts on critical fasteners, ensuring bolts meet spec. Shops segment their networks to protect vehicle data and customer information. They install secure Wi-Fi for OEM update downloads and remote diagnostics while guarding against cyber threats. When choosing a service center, ask whether their "science lab" offer: OEM-level scan tools with cloud integration for comprehensive bays equipped with insulated tools and battery-test ADAS calibration rigs meeting OEM rapid-prototyping for urgent or rare-part network practices for over-the-air updates and data privacy. Yes, today's service garage often resembles a lab more than a grease-stained bay. Yet amid diagnostic dashboards and calibration rigs, the goal remains simple: get drivers back on the road safely and confidently. Do you trust a shop that treats your car like a data set or one that still relies on guesswork? In the end, the measure of a modern garage lies in miles driven without worry-because every precise calibration and timely repair fuels the thrill of the next drive. Copyright 2025 The Arena Group, Inc. All Rights Reserved.
Miami Herald
14 hours ago
- Miami Herald
Jeep parent Stellantis ponders drastic action on struggling brand
The merger between Fiat Chrysler and PSA Group in 2021 brought so much promise for the brand. It created Stellantis (STLA) , a company with a portfolio of over 14 automotive brands, including iconic U.S. names like Chrysler, Jeep, and Dodge that, combined with its European counterparts like Citroën, Peugeot, Fiat, and Maserati, would offer an unrivaled global footprint. But it has been a rough four years for Stellantis. Related: Jeep, Dodge parent has no solution for this emerging problem Under former CEO Carlos Tavares' leadership, Stellantis laid off American factory workers, shuffled its C-suite, and forced its U.S. brands to push products that American customers didn't like. Stellantis and Tavares separated in December, leaving the conglomerate rudderless for about six months before the company made a late May announcement. Last month, Stellantis named Antonio Filosa its new CEO, and it plans to elect him to the board of directors and make him an executive director in the coming weeks. Filosa cut his teeth as Stellantis Chief Operating Officer of South America, where he has led its Fiat brand to much success while also boosting Peugeot, Citroën, Ram, and Jeep sales on the continent. "I have worked closely with Antonio over the past six months, during which time his responsibilities have increased, and his strong and effective leadership spanning both North and South America at a moment of unprecedented challenge have confirmed the excellent qualities he brings to the role," said John Elkann, Stellantis executive chairman. "Together with the entire Board, I look forward to working with him." While Filosa's tenure doesn't officially begin until Monday, June 23, part of the interview process for the gig involved his thoughts on the viability of each of the brands in the company's portfolio, according to a new report citing multiple sources with knowledge of the process. Stellantis is considering the possible sale of its luxury Maserati unit, among other options, Reuters reported. McKinsey, which is advising Stellantis on the matter, has also said divestment of its only luxury brand is a viable option. Stellantis responded bluntly to the reports: "Respectfully, Maserati is not for sale," a company spokesperson said. Related: Major U.S. automaker makes harsh decision in wake of tariff tussle But low sales in North America was one of the reasons Tavares is no longer head of Stellantis. So is the fact that Maserati saw sales decline by more than half in 2024 to 11,300 units, while posting an operating loss of 260 million euros ($298 million) last year. Maserati doesn't have any new model launches scheduled after Stellantis put its previous business plan on hold last year. Although the brand currently doesn't have a business plan in place, Brand Head Santo Ficili has said that one will be presented soon after the new boss starts on Monday. Some board members apparently are not sure Maserati is a sustainable asset, however. Shortly after President Donald Trump announced his reciprocal tariffs on U.S. trading partners, Stellantis temporarily halted production at its auto assembly factories in Mexico and Canada. The Wall Street Journal reported that Stellantis would idle its minivan plant in Windsor, Canada, for two weeks and shutter its Jeep facility in Toluca, Mexico, for the rest of the month. "With the new automotive sector tariffs now in effect, it will take our collective resilience and discipline to push through this challenging time," Filosa told the Journal. "But we will quickly adapt to these policy changes and will protect our company, maintain our competitive edge, and continue delivering great products to our customers." Stellantis reported that total first-quarter U.S. sales decreased 12% year-over-year, despite a 16% increase in Ram brand sales and a 1% increase in Chrysler brand sales. Jeep brand sales saw a 2% increase. The company reported total sales of 293,225 vehicles in the first three months of the year. Related: Maserati launches program targeting Ferrari's elitist snobbery The Arena Media Brands, LLC THESTREET is a registered trademark of TheStreet, Inc.
Miami Herald
a day ago
- Miami Herald
Report: Maserati Under Threat of Being Sold by Parent Company
According to a new report published by Reuters, the storied Italian performance powerhouse, Maserati, may be headed toward an uncertain future. The newswire states that "two sources familiar with the matter" told them that parent company Stellantis is exploring a potential sale of the Trident as part of a broader review of its massive portfolio of 14 distinct automotive brands. Discussions regarding Maserati began before Antonio Filosa was named the automaker's new CEO last month. Filosa's first day as CEO of Stellantis is Monday, June 23, where he will take the helm as Carlos Tavares's formal successor. Tavares, who led Stellantis from its inception, stepped down in December amid disappointing U.S. sales and inventory struggles and growing internal and external pressure to reassess the company's direction. Stellantis Chairman John Elkann has a plate and a half full when it comes to overseeing the company's wide range of global brands, which include the likes of Jeep, Dodge, Ram, Peugeot, and Alfa Romeo. The company is under pressure to streamline its operations and invest wisely. Stellantis is a publicly traded company listed on the stock exchanges of New York, Paris, and Milan, and financially savvy investors and analysts think that trimming down the 14-brand lineup could boost Stellantis' margins. Back in April, they brought in McKinsey & Co., a consulting firm based in New York, to examine the impact of new U.S. tariffs and explore options for Maserati and Alfa Romeo. According to the sources cited by Reuters, selling one or both brands is on the table, but any decisions are still in the early phases. In an emailed statement to Autoblog, a Maserati spokesperson provided the following statement: "A spokesperson for Stellantis stated: 'Respectfully, Maserati is not for sale.'" Additionally, a McKinsey spokesperson told Autoblog in a separate emailed statement that they "have no comment for this story." The timing of the Trident's review coincides with its efforts to position itself to navigate some significant industry challenges. Chinese brands and their affordable, tech-forward offerings are eating into the European market share. Like other European automakers, Stellantis is also trying to navigate the steep U.S. import tariffs recently imposed by President Donald Trump, which can greatly impact import brands like Maserati and the expensive motors it imports in smaller numbers. Unlike Stellantis brands like Dodge, Jeep, and Chrysler, no Maserati comes from a production facility in North America; all of Maserati's U.S. lineup is exclusively imported from Italy. Maserati's performance has been underwhelming, as it faces tough ground in its key markets. According to Maserati Chief Executive Officer Santo Ficili, about 35% to 40% of its customers are American. In 2024, Maserati posted an adjusted operating loss of €260 million ($298 million) as it sold just 11,300 units, with 4,819 of those cars reaching drivers in the United States. One of the sources who talked to Reuters said that Stellantis is starting to realize it has more brands than it can really focus on, adding that it needs to "set priorities" with the matter. They also report that some board members are split on this scenario: some think selling Maserati is the best move, while others worry that getting rid of its only luxury brand would hurt the company's reputation. This is not the first time that Maserati has been speculated to be sold. Notably, last year, comments from former Stellantis CFO Natalie Knight suggested that the Trident may be on the way out at the 14-brand automaker, which has sincebeen refuted. However, what we solidly know is that Maserati and Alfa Romeo's brand CEO said that it has a turnaround plan as soon as Filosa takes the helm on Monday, the 23rd. In a June 5 interview with Reuters, he not only denied that Stellantis was selling Maserati, but he also expressed optimism over the future of the Trident and that Filosa will back potential plans, which include new products on the horizon. "We have clear ideas about what we want to do, and we hope we can be ready very soon. Let's wait for Antonio to take up his job," Ficili told the newswire. Copyright 2025 The Arena Group, Inc. All Rights Reserved.
