For decades, car makers have positioned all of their instrumentation below the steering wheel, resulting in drivers needing to subtly take their eyes off the road to see their speed and associated gas levels. However, with its new 'Panoramic Vision' display, BMW is looking to bring that important data up to eye level. The company has announced a heads-up display that spans the entire width of the windscreen to give drivers and passengers all the information they need without having to take eyes off the road.

As the driver, you can choose what you want to see across the Panoramic Vision display, with options including speed, time, and current song playing. The display uses bright crisp lights to display information clearly against a dark background.

BMW first alluded to a new heads-up display when it announced the i Vision Dee concept at CES 2023 back in January. However, in that iteration, the information appeared digitally right onto the windshield. In contrast, the Panoramic Vision display is a raised lip built-in across the bottom of the windshield. 

There's no word yet if any of the other features shown in the i Vision Dee will make their way to production anytime soon. These included interactive communication in which BMW stated, "a natural and emotional relationship between human and machine is developed," and animated facial expressions. 

The Panoramic Vision display will begin rolling out in the first NEUE KLASSE (or New Class) models — BMW's range of battery and e-motor vehicles — from 2025. According to BMW, additional features of the BMW iDrive will be included in the NEUE KLASSE. However, we'll likely have to wait until the IAA Mobility 2023 in Munich this September to learn more.

It’s that quiet moment between Samsung launching its Galaxy S flagships and its, well, other flagships that just happen to fold. The perfect time, then, to update its midrange A series and add to the chaos. We’re going to focus on the Galaxy A54, but Samsung will also launch a similar, cheaper device, the Galaxy A34, in other regions like the UK.

While no major shakeups are coming from the Galaxy A53 to the A54, there are some notable changes, including a redesign more closely aligned to the premium Galaxy S family, with metal detail on the cameras, which now jut out from the back independently of each other. 

Mat Smith / Engadget

The display is now slightly smaller at 6.4 inches (the predecessor had a 6.5-inch screen), but it keeps the same 2,400 x 1,080 resolution. This year, however, Samsung has boosted the maximum brightness to 1,000 nits. That should be noticeable in sunlight and the company is going further, adding Vision Booster to enhance visibility when your environment is a little too bright. The screen also reaches up to 120Hz, though the variable refresh rate helps to keep battery life in check. It’s another gorgeous screen from Samsung, which continues to shrink the gap between flagship and mid-range. It’s only the bezels that kinda give the game away here.

Samsung has also upgraded the A54’s processor, running on the 5nm octa-core Exynos 1380 – the company’s latest in-house chip. Samsung claims that this should offer 20 percent performance improvement on CPU tasks, and 26 percent improvement when it comes to GPU tasks. While it was hard to push the phone to its limits during hands-on time, we’re hoping the A54 is a little more capable than last year’s A53. Samsung has kept the battery the same size as last year, which is a good sign: two-day battery life was one of the stronger points when we reviewed the device.

Mat Smith / Engadget

When it comes to imaging, It’s another triple-camera array for this year’s A-series. There’s a 50-megapixel main camera with optical image stabilization and an f/1.8 lens, which is flanked by a 12MP ultra-wide camera, and a 5MP macro camera. Samsung has also kept the 32-megapixel selfie camera for the 2023 refresh. The company says the changes to the camera system include larger pixels (more detail, less noise) and enhanced optical stabilization, from 0.95 degrees of stability up to 1.5 degrees – that’s a notable improvement, especially if you’re capturing a lot of video. Samsung has also embedded Snapchat filters into the native camera app, which you can see in the main image at the top of this story. It'll sync with your Snapchat account, giving you easy access to filters across all the cameras.

In the US, the Galaxy A54 arrives in two glossy color options: black and violet. Elsewhere, you’ll be able to choose white and lime colorways. A few of our images include the Galaxy A34, which has a notch selfie camera, a slightly larger screen and a hypnotic, familiar, pearlescent finish, which I think is actually nicer than the more expensive A54. However, only the A54 is heading to the US, which will be available to preorder on March 30th before launching on April 6th for $450 – the same price as last year’s model.

Kia is giving us our first look at the interior and exterior of its striking mid-size EV9 SUV, while saving key specs like the battery size and powertrain for the official debut early next month. The market-ready version hews closely to the original EV9 concept we first saw in November 2021, albeit with the blockiness toned down. Still, much like the EV6, it's a dramatic and interesting design.

The upcoming model has triangular windows in the rear quarter panel much like the EV6, but otherwise appears to draw inspiration from boxy SUVs like older Range Rovers. Kia said it's "formed from a polygonal design language" that uses "triangular fender structures and highly pronounced geometric wheel arches combine with the fuselage body." Despite all the lines and edges, though, Kia says the EV9 is still highly aerodynamic.  

Kia

It offers three rows of seats and thus becomes one of the first EVs to slot into the popular mid-size SUV category. That means it'll be taking on ICE vehicles like Kia's own Telluride, the Toyota Highlander, Ford Explorer and other models. The boxiness and squared off rear end means it should offer good headroom.

One fun touch is that the middle row uses swivelling captain's chairs, so they can flip around to face the rear seats, Orient Express-style. It'll be sold in 6- and 7-passenger configurations, depending on whether the rear seats are buckets or a bench.

Kia

Up front, Kia has ditched the concept's massive wraparound display in favor of two 12.3-inch screens for the gauge cluster and infotainment system. The number of physical buttons has been reduced and touch-sensitive dash controls added. The interior uses mesh and other materials designed to further boost the feeling of spaciousness.

Other details including infotainment system features are being kept under wraps until the vehicle's official reveal in early April. We do know that it will be built using the EV6's E-GMP platform, but Kia has yet to say anything about the EV9's power, battery size, range and price. With the EV6 starting at $45,000 or so, the EV9 is likely to be considerably north of that — but as we've seen with Kia, it's likely to be affordable for its category. 

Kia

The selection committees have made their picks and the brackets are set. Another installment of arguably the best sports weekend of the year is about to tip off. March Madness or the NCAA basketball tournaments begin today with two First Four games on the men’s side. Thanks to the NCAA’s partnerships with Warner Bros. Discovery for the men’s tournament, and Disney (ESPN) for the women’s, you can stream every game and some will even be available for free. Here's your guide on how to stream March Madness 2023, from where to watch to when the games begin.

When does March Madness start?

Depending on who you ask, the 2023 NCAA Tournament either begins Tuesday or Thursday. On March 14th and 15th, the March Madness schedule includes First Four or four “play-in” games take place. These allow four more teams to “make the tournament” than if the selection committee just filled the two 16-seed and two 12-seed slots with one school in each spot. Some people argue the entire event doesn’t really start until Thursday and Friday, March 16th and 17th, when the First Round officially tips off.

No matter which side you land on, the First Four games will start at 6:40PM ET each night on truTV while Thursday and Friday games begin at 12:15PM ET, with the first game on CBS. These two days are the busiest and some of the most popular of the tournament as 16 games take place on each. Yes, these are two of the least productive days of the entire year in the US. It’s also the most popular time to schedule a vasectomy. Action continues with the Second Round on Saturday and Sunday, March 18th and 19th, before a break until next Thursday. This is when the Sweet Sixteen and Elite Eight rounds are played over the course of the second four-day weekend of the tournament. The Final Four is set for Saturday, April 1st while the National Championship Game will go down on Monday, April 3rd.

How to stream the 2022 Men’s NCAA Tournament

Lance King via Getty Images

Unlike during the regular season when you need to know which network your team’s conference has a broadcast deal with to find most of the games, Warner Bros. Discovery Sports holds the rights to the entire Men’s NCAA Tournament. This means you’ll be able to watch all 67 games, including the First Four, on CBS, TBS, TNT and truTV. If you have cable, you’re all set. If you pay for a live TV streaming service like YouTube TV or Hulu, you’re also in good shape. If you don’t have either, don’t worry, you can still watch a good chunk of the tournament.

Warner Bros. Discovery Sports will allow anyone to watch the games broadcast by CBS on the web and mobile devices without a TV provider log-in. Paramount+ users will be able to do the same through that streaming app. If you do have credentials from your TV plan, you can stream everything through March Madness Live that’s available on a host of devices. You can find it on Android and iOS for mobile and macOS and the web on the desktop. For streaming devices, it’s on Apple TV, Fire TV, Google TV, Roku and Xbox as well as some LG smart TVs.

With some of those home entertainment devices, Warner Bros. Discovery Sports will give you a very handy feature. On Apple TV, Amazon Fire TV, Google TV and Xbox One, the March Madness Live app will allow you to stream two games at once. On the web, however, is where you’ll find the best option. Starting this year, the broadcaster has added the ability to stream up to four games simultaneously. If you opt for mobile or tablet versions, you’ll get picture-in-picture viewing while you browse away from the main game. The company has also expanded its Fast Break whiparound broadcast beyond mobile and web for 2023, adding the real-time analysis of big plays to its apps for streaming devices, consoles and smart TVs.

NCAA/WBD Sports/CBS Sports

YouTube TV has also added multiview streaming just in time for the tournament, but the platform is only offering preselected groupings – you won’t have the ability to pick which games you follow on your own right now. YouTube TV’s version is also only available to selected subscribers in early access, but it will be available on any smart TV or streaming device that supports the service.

Warner Bros. Discovery Sports has also added CarPlay and Android Auto compatibility this year, giving you easy access to live radio broadcasts in the school pick up line. On iOS, the March Madness Live app now supports Live Activities, so you can get live updates right on your lock screen should you be burdened with a meeting during a game you’re interested in.

You can certainly use your cable interface or streaming TV service of choice, but Warner Bros. Discovery Sports has made March Madness Live a centralized hub for the tournament. If you have log-in credentials that get you access to everything, using those will allow you to jump from game to game much faster than scrolling through a guide. And the broadcaster also gives you all of the alerts and stats you could ask for, including the ability to easily follow picks from your March Madness bracket if you filled it out on NCAA.com.

Streaming the 2022 Women’s NCAA Tournament

USA TODAY USPW / reuters

As if one National Championship tournament in March wasn’t enough, the Women’s edition takes place at the same time. It’s March Madness, after all. The First Four is scheduled for Wednesday and Thursday, March 15th and 16th, with the March Madness schedule consisting of the First and Second rounds playing out between Friday, March 17th and Monday, March 20th. Sweet Sixteen and Elite 8 runs Friday to Monday again, starting March 24th, and the Final Four and National Championship Game are set for March 31st and April 2nd.

If you notice there are some scheduling differences so that there are only women’s games on Mondays and both the Final Four and championship are slotted between the same events for the men. So when it comes down to crunch time, you can watch the conclusion of both tournaments live without having to sacrifice viewing the other.

ESPN has the rights to the Women’s NCAA Tournament, so you can expect games to show up on ABC, ESPN, ESPN2, ESPNU and ESPNEWS. The first two of the First Four games will be broadcast at 7PM ET and 9PM ET on ESPNU Wednesday night with the second pair on ESPN2 Thursday evening. First Round matchups begin at 11:30AM ET on Friday and Saturday on ESPN2, with subsequent games on those days expanding to the other networks.

Once again, if you have a cable plan or streaming TV service with Disney’s sports channels you’re all set. However, the best place to watch all of the action will be the ESPN app. Here, you’ll get access to a multicast feature that will give you up to four games at once (YouTube TV didn’t specify if it would include women’s games in its multiview trial). Multicast will be especially handy during those first four days of the tournament when there’s lots of action happening at the same time. However, it's only available on Apple TV and Xbox One.

Nearly a year after it was first announced, Hyper Light Breaker finally has a gameplay trailer. Developer Heart Machine shared the long-awaited first look through IGN. The studio promised Breaker would be a departure from its predecessor, 2016’s Hyper Light Drifter. The trailer reiterates that, showing how just how much will change with the series switching to 3D.

Where Hyper Light Drifter pulled most directly from early Legend of Zelda entries like A Link to the Past, its sequel shows obvious Breath of the Wild influences, with nods to Dark Souls and PlatinumGames titles like Bayonetta 3. Judging from the trailer, traversing Breaker’s open world, a domain known as the “Overgrowth,” will be a highlight, thanks to the hoverboard and glider your character will have at their disposal. The trailer also promises “endless loadouts” and “endless deaths.” In other words, expect tough enemies that will push you to learn the ins and outs of the weapons you find throughout the game. Oh, and you can see how the optional co-op play will allow players to band together to take on some of Breaker's more difficult challenges. 

With the gameplay reveal, Heart Machine also announced a new release date for the game. Hyper Light Breaker will now arrive on Steam early access this fall, instead of the spring as previously announced. 

I'm just so tired of all the poop. Now that I'm dealing with three cats, an 11-month old's diapers and potty time with my four-year old, I just needed some relief from mountains of excrement. Enter the Litter Robot 4, the latest iteration of Whisker's automated litter box (a product we initially covered in 2005!). It's a small, spaceship-looking device that automatically rotates after your cat does its business, separating waste into a storage bin and leaving the remaining clean litter behind. Instead of scooping a box daily (or several times a day for multi-cat households), you only need to yank out the Litter Robot's bin bag and replace it with a new liner once a week. Sounds like a dream, right?

Well, mostly. For one, it's an eye-watering $699, putting it out of reach for most cat owners. And like practically every "smart" device, I ran into issues while setting up the Litter Robot 4. After a few months of testing, I've encountered many quirks – sometimes it didn't sift properly, occasionally its cat detecting sensors went haywire, and it didn't really prevent litter from reaching my floors. Despite all of that, though, it still made my life easier. Thanks to the Litter Robot 4, I had to deal with animal poop just a bit less every day. I'll chalk that up as a win.

As a cat owner since 2009, I've always eyed self-cleaning litter boxes with envy. But almost every option seemed like a headache back then: Some required specialized litter, others were prone to jamming and failure. And even though the Litter Robot has been around for a while, I've always considered it too expensive to be practical. But now that my household has grown, thanks to that aforementioned poopy infant and a pair of adopted kittens, I was eager for some relief. (One of those kittens also grew into an enormous 18-pound beast – you can imagine what his litter box looks like.)

I know several people who loved the Litter Robot 3, and it was generally well-reviewed, despite being simultaneously bulky on the outside and a bit too small for cats on the inside. The Litter Robot 4 improves on its predecessor with a sleeker design (it's a bit less wide, so it should fit better in small rooms), as well as a larger opening for big cats. It's also Wi-Fi connected, which makes it easy for you to check on litter and waste levels with Whisker's app. Thanks to new weight sensors, you can track how often your cats are using the Robot, and the company is also planning to launch more individualized tracking later this year. In theory, that should let you know if one of your cats is using the litter box too often, or not enough.

Devindra Hardawar/Engadget

Setting up the Litter Robot 4 was fairly easy – until I ran into some software issues. You just have to yank the 24-pound egg-like bot out of its box, dump some clumping litter into the main compartment, and throw an included bag in the waste bin. The device itself is made entirely out of plastic, making it fairly light and easier to maneuver. The inner portion where the litter sits is covered in a rubber-like material, which should make it fairly durable and easier to clean than hard plastic.

After plugging in and turning on the Litter Robot, though, I was faced with my worst fear with any new smart gadget: Pairing issues. Without being paired to the app, the Robot wouldn't self-clean at all. A few hours of frustration later, I learned that Whisker was having a system-wide issue and I had to wait a few days for the company to deliver a fix.

So it goes with smart devices, you might say. But it definitely felt silly (and a bit enraging) to be manually cleaning this $699 litter box. Without that initial connectivity, it was no better than the $20 litter tray my cats use upstairs. Once the app was set, the Robot ran through a cleaning cycle and evenly sifted the remaining litter. Upon seeing this new litter box move and make sounds (it's surprisingly quiet!), my three cats wouldn't go near it. At that point, it was just a $699 monument to pet excess.

A few days later, the bravest of the bunch — my 18-pound tuxedo cat named "Jiji" — finally jumped into the Litter Robot to explore. After several hops in and out, he deemed it safe and left his first offering, which was promptly cycled into the waste bin. The Litter Robot seemed pleased. Within a week, all of my cats were onboard. And around then, I noticed something strange: I couldn't smell any poop or pee! Sure, the Whisker app told me the waste bin was full, but you wouldn't know that while standing right in front of it. That's a good sign for anyone who wants to place the Litter Robot in a cramped living room.

Devindra Hardawar/Engadget

My honeymoon period ended when one of my cats left a streak of feces inside the Robot. No amount of sifting and cycling got rid of that. Eventually, I started to notice some strange behavior from the device (perhaps in protest to what that cat did). Sometimes its indicator lights would flash red — a sensor fault, according to the Whisker app. The only way to fix that was by turning the unit on and off. Occasionally, the Robot wouldn't fully clean itself after one of my cats used it. So I had to hit the cycle button up top to get it going.

Over the course of a week, I typically have to deal with three of four issues like this from the Litter Robot. Few of those involve touching actual poop, and it's far less than I'd be cleaning a normal litter box. Still, for $699, I wish it were more reliable. I wouldn't trust it to work for an entire week if my family went on vacation. Just don't lose your cat sitter's number.

Cleaning out the Litter Robot's waste bin is a cinch — just yank out the liner bag and replace it with another. While you could stick with Whisker's products, I haven't had any trouble using Glad's 13-gallon ForceFlex bags. The company also recommends wiping down the Litter Robot's internals once a month, as well as refreshing the litter with an entirely new batch. That process isn't tough, but I found it easiest to accomplish by dragging the device outside. And yes, it also means you'll need to get your hands dirty a bit. There's just no escaping the poop.

Whisker's mobile app does a great job of alerting me when the waste bin is full, or when litter is running low. And it may sound strange, but I genuinely appreciate seeing how often my cats use the box. It's particularly helpful if one cat is feeling sick – going to the Robot frequently could be a sign of illness. The app also keeps track of your cat's weight, which could help you avoid over or under-feeding. (And of course, a big weight drop could be another health concern.)

Devindra Hardawar/Engadget

After a few months of testing, only two of my cats continue to use the Litter Robot 4. Still, they use it frequently enough to fill up its waste bin every week. (We also have two normal litter boxes around the house for the lone renegade.) My one major annoyance, aside from all of those random errors, is the Litter Robot's open design. I'm aware it's something cats prefer, but it also leads to litter being strewn around the floor. Unfortunately, Whisker's bundled gate and front step for the Litter Robot don't really help much. If you do end up getting this thing, I'd suggest adding a litter mat up front, and be prepared to vacuum or sweep every few days.

The Litter Robot 4 is an extravagance, but it's one that tired cat owners may find useful. Just don't expect any miracles. You'll still need to watch out for errors, do some manual scrubbing and sweep up stray litter. The perfect self-cleaning litter box isn't here yet, but the Litter Robot 4 is as close as you'll get.

Volkswagen is looking to beef up its battery business and localize cell production for its electric vehicles. It has taken another step toward that goal by announcing subsidiary PowerCo's first North American battery cell factory, which it will build in Canada.

The automaker's first cell manufacturing gigafactory outside of Europe will build sustainable unified cells and it will be located in St. Thomas, Ontario. VW said in a statement that Canada was an ideal location due to the supply of raw materials from local sources and "wide access to clean electricity." More details about the gigafactory will be revealed later, but VW plans for production to start in 2027. Last year, VW said it planned to build six PowerCo factories in Europe, starting in Salzgitter, Germany and Valencia, Spain.

The news comes just a week after VW confirmed plans for a factory in South Carolina, where it will build electric pickups and SUVs under its new Scout brand. VW expects to manufacture more than 200,000 EVs at the plant every year as part of its strategy to have a stronger foothold in North America. Production is slated to start by the end of 2026.

An hour north of Marseille sits Château La Coste, a winery, hotel and art gallery nestled in the heart of a beautiful Provincial valley. In its grounds is a Renzo Piano-designed steel and glass oubliette, buried in a knife wound carved out of the undulating vineyards. It’s here that Lexus has gathered the world’s press to show off its latest vision for the future of driving. Lexus believes the new RZ 450e is a new dawn for electric vehicles, but also for the way that we control them. That’s because several of the prototypes on show utilize the company’s long in development steer-by-wire system that threatens to upend more than a century of technology.

The RZ 450e is Lexus’ first battery electric vehicle, so long as you forget about all of the other ones it's sold over the years. Unlike its predecessors, this is the first to be conceived as an EV from the get-go, rather than as a variation of a model built to accommodate an engine. It sits atop Toyota’s E-TNGA platform, the same underpinning both the bZ4X and Subaru’s Solterra. As much as the platform is common, however, Lexus was keen to point out that this is not just a rebadged bZ4X, and is very much its own vehicle. Whereas that car was designed to be more friendly when going off-road, this car is built exclusively for town-and-city living.

Given both are midsize crossover SUVs built on the same platform, there are many similarities between the two. But Lexus’ design language makes the RZ look less bland than its cheaper sibling, with sharper side lines and a more aggressive nose. Unlike the Toyota, the Lexus is only available in a four-wheel-drive, dual-motor system that outputs a combined 230kW power (150kW from the front, 80kW back). But that translates into a quoted brake horsepower of 309, so it won’t be as quick as some of its would-be rivals in raw speed. The company would probably point out, however, that its Direct4 system, which uses a variety of digital control units to monitor where force needs to be distributed to ensure the car remains planted on the road, potentially offers a far better sense of driving than its rivals.

There are other differences: The boot is larger, 522 liters in the main boot, plus an extra 58 liters under the false floor, compared to the bZ4X’s 452 liters. The interior options are nicer, and for more cash you can get Alcantara-esque trims and nicer metallic paint jobs. The interior plastics are all high quality, with all the surfaces you come into contact with feeling thicker and nicer than some vehicles I could mention. Which is to say that this is still a Lexus.

Unlike other EVs, Lexus will sell you just one battery size, with each RZ coming with a 71.4kWh battery, of which 64kWh is available to drive. Lexus says that rather than messing with different battery sizes, it’s worked instead to squeeze a lot of performance and efficiency out of this cell. You should expect to wring 245 miles from a charge with 20-inch wheels, and get closer to 265 miles if you opt instead for the 18-inchers. I have an urge to castigate the company for not even breaching the 300 mile range limit given that, to many, it might feel like a dealbreaker. That said, I’m not sure I could drive from my house to Liverpool (4 hours, 42 minutes, 254 miles) without stopping for a comfort break.

And despite its obvious weight and size, Lexus said that it has made the RZ 450e as efficient as it can be. It should be able to get between 3.4 and 3.7 miles per kWh, although another midsize SUV, Hyundai’s Kona Electric, has it beat in the on-paper efficiency stakes. There’s an 11kW charger on board that, Lexus promises, will harness enough DC fast charging to re-juice the 450e’s battery to 80 percent within half an hour. None of those figures are eye-grabbing on their own, but speak to a package that’s solid, uncontroversial and hopefully reliable on the longer term. But I’d be lying if I said I wasn’t hoping that, since Toyota and Lexus have lagged so far behind the rest of the industry, that its new generation of EVs would have performance figures to make it stand out against its high-priced competition.

Lexus is already taking orders for the 450e in select territories, but you can only pick it up with the standard electrically-assisted rack and pinion steering system. At the launch I attended, Lexus also equipped some of the trial vehicles with its One Motion Grip (OMG) steer-by-wire system which will be available as an additional option at some point in 2025. OMG removes the mechanical link between steering wheel and wheels, replacing it with a torque actuator on the driver’s end, which is connected by wire to a control actuator on the axles. Rather than turning the wheel directly, you’re issuing instructions which are transmitted to the wheels for it to carry out. A bit like when you play any video game, come to think of it.

Lexus pre-programmed our test vehicles with routes designed to take advantage of Provence’s twisty, scenery-filled roads. But it was on one mercifully straight highway that I wondered how much of this system will be the last straw for purists craving connection to the road. Even with so many aids added to steering systems as they presently exist, there’s still a physical sense that you turn a wheel, and the vehicle obeys. This ever-so-slightly feels like the beginning of the end for mechanical steering, the drawing of a veil over the last century plus of driving.

Daniel Cooper

With any new technology, there is the inevitable culture shock as you get to grips with the change. Spending a few hours with it does not constitute enough time for endorsement or indictment, but I do have some initial thoughts. Driving with One Motion Grip is a lot more alive and active than you may expect from a stately SUV, especially one from Lexus. The system does demand your attention, and going around my first roundabout I needed to make lots of fine-tuned adjustments to my steering. I can see why the press who tested a very early version of this system a few years back described it as “twitchy.” It’s not the right word, but you get a sense that you need to recalibrate your sense of turning, which is hampered by the fact that the turning will change depending on the speed you’re traveling at.

It has taken the better part of twelve years for Lexus to develop this system, although it’s not the first to the idea. Infiniti, Nissan’s luxury car marque, launched the 2014 Q50 with Direct Adaptive Steering, albeit it remained a mechanical connection to the wheels as well. Lexus is going all in on wires, but to reassure wary would-be purchasers about reliability, also added redundant actuators at both ends, as well as a back-up battery, to ensure steering never loses power. That means there’s no great weight saving (vital for BEVs) compared to “real” steering, but you still get all of the other potential benefits of switching to the technology.

With One Motion Grip, the 450e can offer the same level of dynamism for driving as seen in other parts of the car. The Direct4 system can already alter the torque put to each wheel to balance the ride, and you get a similar level of dynamic-alteration when driving. For instance, the system will adjust how much turn you get depending on the speed you’re driving at, with tricky car-park maneuvers more dramatic than switching lanes on a highway. And for that, we come to Lexus’ most eye-catching, controversial and interesting change, ditching the steering wheel for a yoke in a quest to end “hand-over-hand” driving.

Ditching the steering wheel also means that Lexus can reduce clutter and make it easier for drivers to see the instrument binnacle. This is a great idea in theory, but falls victim to the problem that more than a few Toyota and Lexus vehicles have suffered from over the last few years. I don’t know why, but many models (including the 2014 Mirai, 2015 Prius, 2012 and 2018 Corolla, amongst others) have their infotainment displays too low down in the center console. So when you want driving directions, you need to physically take your eyes off the road to look at the screen. At least in the bZ4X, the display is at the same height as the steering wheel, but here, the 14-inch infotainment display is buried below the air vents. Maybe it’s all a clever ploy to ensure everyone opts for a heads-up display, but it’s a persistent bugbear of mine.

Towards the end of my time with the setup, it got easier, and I suspect that it’ll only take a few days of regular use before it becomes second nature. It’s almost tragic that, for all of the effort, this technology will eventually pass unremarked into everyone’s daily driving habits. But I will admit that, when it came time for our last trip, driving the 450e back to the airport, me and my driving partner James both said we’d prefer driving the version with the wheel. But then, it’s always easier to run screaming back toward the comfort of the familiar when you’re pressured for time.

Lexus has been in the process of building electrified vehicles for the better part of two decades but it’s only now that it has launched its first clean-sheet EV. Toyota may have been the first to make a partially-electric vehicle work as a mass-market proposition, but it always had hydrogen as its north star of its strategy. It, in tandem with fuel companies and the Japanese government, opted to pursue hydrogen as the wonder-fuel of the future. Company officials frequently cited the cost and weight of batteries, and the speedy refueling times of hydrogen, as justification to avoid following the market. Inch-by-inch, sector-by-sector, the corporation has ceded more and more of the ground it initially cultivated to upstart rivals. The only evidence the company still clings to the hope of re-litigating the last decade of auto industry evolution was in a clearing across from the chateau’s polished concrete garage.

There, surrounded by metal barriers clad in Toyota-branded banners, was a hydrogen generator used to feed power into the facility necessary to charge so many cars all at once. But for my own pessimism, there remains hopeful shoots that Toyota’s fuel cells may finally find their place. The company recently announced a deal to sell hardware to Hyliko, a French trucking startup, to build the sort of heavy-duty equipment that hydrogen power is ideal for. Similarly, BMW has started showing off its iX5 Hydrogen, a prototype hydrogen EV that uses Toyota’s technology. But these are still little more than green shoots of hope that hydrogen hasn’t become a technological cul-de-sac the company has driven itself down into. Especially given the natural benefits of generation, transport and efficiency that electricity has always had over its rival.

As for the RZ 450e, it’s an EV that makes a better case for your head than perhaps it does your heart. Perhaps it’s because all EVs are a little more bloodless than their gas-powered rivals, and that the company has spent so long refining its offering. It’s powerful enough that you’ll feel a real kick when you put your foot to the floor, and the steering is a lot more active and direct than you would expect from a big, heavy, Lexus-branded SUV. But there’s also something sterile about the whole thing, the seriousness of the machine stripping out some of the fun. But that’s flimsy criticism of a grown-up vehicle that gets the fundamentals right, and should leave you with no doubts about the reliability of its hardware.

The Lexus RZ 450e is available to order in the UK for £62,000, with the most expensive Takumi variation costing £72,100. Deliveries for the vehicle are expected to begin at the end of May.

An hour north of Marseille sits Château La Coste, a winery, hotel and art gallery nestled in the heart of a beautiful Provincial valley. In its grounds is a Renzo Piano-designed steel and glass oubliette, buried in a knife wound carved out of the undulating vineyards. It’s here that Lexus has gathered the world’s press to show off its latest vision for the future of driving. Lexus believes the new RZ 450e is a new dawn for electric vehicles, but also for the way that we control them. That’s because several of the prototypes on show utilize the company’s long in development steer-by-wire system that threatens to upend more than a century of technology.

The RZ 450e is Lexus’ first battery electric vehicle, so long as you forget about all of the other ones it's sold over the years. Unlike its predecessors, this is the first to be conceived as an EV from the get-go, rather than as a variation of a model built to accommodate an engine. It sits atop Toyota’s E-TNGA platform, the same underpinning both the bZ4X and Subaru’s Solterra. As much as the platform is common, however, Lexus was keen to point out that this is not just a rebadged bZ4X, and is very much its own vehicle. Whereas that car was designed to be more friendly when going off-road, this car is built exclusively for town-and-city living.

Given both are midsize crossover SUVs built on the same platform, there are many similarities between the two. But Lexus’ design language makes the RZ look less bland than its cheaper sibling, with sharper side lines and a more aggressive nose. Unlike the Toyota, the Lexus is only available in a four-wheel-drive, dual-motor system that outputs a combined 230kW power (150kW from the front, 80kW back). But that translates into a quoted brake horsepower of 309, so it won’t be as quick as some of its would-be rivals in raw speed. The company would probably point out, however, that its Direct4 system, which uses a variety of digital control units to monitor where force needs to be distributed to ensure the car remains planted on the road, potentially offers a far better sense of driving than its rivals.

There are other differences: The boot is larger, 522 liters in the main boot, plus an extra 58 liters under the false floor, compared to the bZ4X’s 452 liters. The interior options are nicer, and for more cash you can get Alcantara-esque trims and nicer metallic paint jobs. The interior plastics are all high quality, with all the surfaces you come into contact with feeling thicker and nicer than some vehicles I could mention. Which is to say that this is still a Lexus.

Unlike other EVs, Lexus will sell you just one battery size, with each RZ coming with a 71.4kWh battery, of which 64kWh is available to drive. Lexus says that rather than messing with different battery sizes, it’s worked instead to squeeze a lot of performance and efficiency out of this cell. You should expect to wring 245 miles from a charge with 20-inch wheels, and get closer to 265 miles if you opt instead for the 18-inchers. I have an urge to castigate the company for not even breaching the 300 mile range limit given that, to many, it might feel like a dealbreaker. That said, I’m not sure I could drive from my house to Liverpool (4 hours, 42 minutes, 254 miles) without stopping for a comfort break.

And despite its obvious weight and size, Lexus said that it has made the RZ 450e as efficient as it can be. It should be able to get between 3.4 and 3.7 miles per kWh, although another midsize SUV, Hyundai’s Kona Electric, has it beat in the on-paper efficiency stakes. There’s an 11kW charger on board that, Lexus promises, will harness enough DC fast charging to re-juice the 450e’s battery to 80 percent within half an hour. None of those figures are eye-grabbing on their own, but speak to a package that’s solid, uncontroversial and hopefully reliable on the longer term. But I’d be lying if I said I wasn’t hoping that, since Toyota and Lexus have lagged so far behind the rest of the industry, that its new generation of EVs would have performance figures to make it stand out against its high-priced competition.

Lexus is already taking orders for the 450e in select territories, but you can only pick it up with the standard electrically-assisted rack and pinion steering system. At the launch I attended, Lexus also equipped some of the trial vehicles with its One Motion Grip (OMG) steer-by-wire system which will be available as an additional option at some point in 2025. OMG removes the mechanical link between steering wheel and wheels, replacing it with a torque actuator on the driver’s end, which is connected by wire to a control actuator on the axles. Rather than turning the wheel directly, you’re issuing instructions which are transmitted to the wheels for it to carry out. A bit like when you play any video game, come to think of it.

Lexus pre-programmed our test vehicles with routes designed to take advantage of Provence’s twisty, scenery-filled roads. But it was on one mercifully straight highway that I wondered how much of this system will be the last straw for purists craving connection to the road. Even with so many aids added to steering systems as they presently exist, there’s still a physical sense that you turn a wheel, and the vehicle obeys. This ever-so-slightly feels like the beginning of the end for mechanical steering, the drawing of a veil over the last century plus of driving.

Daniel Cooper

With any new technology, there is the inevitable culture shock as you get to grips with the change. Spending a few hours with it does not constitute enough time for endorsement or indictment, but I do have some initial thoughts. Driving with One Motion Grip is a lot more alive and active than you may expect from a stately SUV, especially one from Lexus. The system does demand your attention, and going around my first roundabout I needed to make lots of fine-tuned adjustments to my steering. I can see why the press who tested a very early version of this system a few years back described it as “twitchy.” It’s not the right word, but you get a sense that you need to recalibrate your sense of turning, which is hampered by the fact that the turning will change depending on the speed you’re traveling at.

It has taken the better part of twelve years for Lexus to develop this system, although it’s not the first to the idea. Infiniti, Nissan’s luxury car marque, launched the 2014 Q50 with Direct Adaptive Steering, albeit it remained a mechanical connection to the wheels as well. Lexus is going all in on wires, but to reassure wary would-be purchasers about reliability, also added redundant actuators at both ends, as well as a back-up battery, to ensure steering never loses power. That means there’s no great weight saving (vital for BEVs) compared to “real” steering, but you still get all of the other potential benefits of switching to the technology.

With One Motion Grip, the 450e can offer the same level of dynamism for driving as seen in other parts of the car. The Direct4 system can already alter the torque put to each wheel to balance the ride, and you get a similar level of dynamic-alteration when driving. For instance, the system will adjust how much turn you get depending on the speed you’re driving at, with tricky car-park maneuvers more dramatic than switching lanes on a highway. And for that, we come to Lexus’ most eye-catching, controversial and interesting change, ditching the steering wheel for a yoke in a quest to end “hand-over-hand” driving.

Ditching the steering wheel also means that Lexus can reduce clutter and make it easier for drivers to see the instrument binnacle. This is a great idea in theory, but falls victim to the problem that more than a few Toyota and Lexus vehicles have suffered from over the last few years. I don’t know why, but many models (including the 2014 Mirai, 2015 Prius, 2012 and 2018 Corolla, amongst others) have their infotainment displays too low down in the center console. So when you want driving directions, you need to physically take your eyes off the road to look at the screen. At least in the bZ4X, the display is at the same height as the steering wheel, but here, the 14-inch infotainment display is buried below the air vents. Maybe it’s all a clever ploy to ensure everyone opts for a heads-up display, but it’s a persistent bugbear of mine.

Towards the end of my time with the setup, it got easier, and I suspect that it’ll only take a few days of regular use before it becomes second nature. It’s almost tragic that, for all of the effort, this technology will eventually pass unremarked into everyone’s daily driving habits. But I will admit that, when it came time for our last trip, driving the 450e back to the airport, me and my driving partner James both said we’d prefer driving the version with the wheel. But then, it’s always easier to run screaming back toward the comfort of the familiar when you’re pressured for time.

Lexus has been in the process of building electrified vehicles for the better part of two decades but it’s only now that it has launched its first clean-sheet EV. Toyota may have been the first to make a partially-electric vehicle work as a mass-market proposition, but it always had hydrogen as its north star of its strategy. It, in tandem with fuel companies and the Japanese government, opted to pursue hydrogen as the wonder-fuel of the future. Company officials frequently cited the cost and weight of batteries, and the speedy refueling times of hydrogen, as justification to avoid following the market. Inch-by-inch, sector-by-sector, the corporation has ceded more and more of the ground it initially cultivated to upstart rivals. The only evidence the company still clings to the hope of re-litigating the last decade of auto industry evolution was in a clearing across from the chateau’s polished concrete garage.

There, surrounded by metal barriers clad in Toyota-branded banners, was a hydrogen generator used to feed power into the facility necessary to charge so many cars all at once. But for my own pessimism, there remains hopeful shoots that Toyota’s fuel cells may finally find their place. The company recently announced a deal to sell hardware to Hyliko, a French trucking startup, to build the sort of heavy-duty equipment that hydrogen power is ideal for. Similarly, BMW has started showing off its iX5 Hydrogen, a prototype hydrogen EV that uses Toyota’s technology. But these are still little more than green shoots of hope that hydrogen hasn’t become a technological cul-de-sac the company has driven itself down into. Especially given the natural benefits of generation, transport and efficiency that electricity has always had over its rival.

As for the RZ 450e, it’s an EV that makes a better case for your head than perhaps it does your heart. Perhaps it’s because all EVs are a little more bloodless than their gas-powered rivals, and that the company has spent so long refining its offering. It’s powerful enough that you’ll feel a real kick when you put your foot to the floor, and the steering is a lot more active and direct than you would expect from a big, heavy, Lexus-branded SUV. But there’s also something sterile about the whole thing, the seriousness of the machine stripping out some of the fun. But that’s flimsy criticism of a grown-up vehicle that gets the fundamentals right, and should leave you with no doubts about the reliability of its hardware.

The Lexus RZ 450e is available to order in the UK for £62,000, with the most expensive Takumi variation costing £72,100. Deliveries for the vehicle are expected to begin at the end of May.

March Madness will return in just a few days, as the First Four play-in games start on March 14th. There will be even more ways to take in the tournament this year. For the first time, there will be a multiview streaming option on the web. You’ll be able to watch up to four games simultaneously.

Fans still have the option to stream two games at the same time on Android TV, Apple TV, Fire TV, Google TV and Xbox One. Fans apparently only wanted two simultaneous streams on connected devices. There’s a picture-in-picture option on mobile, tablet and desktop as well. 

The web multiview option should help make sure that you don’t miss any of the action in the early rounds — especially if you happen to be working at the time. If your manager happens to approach while you're watching March Madness games at the office, you'll be able to smack the Boss Button to hide your tracks. This time around, hitting the button will bring up an AI chatbot interface called BossGPT. Maybe the NCAA isn't entirely behind the times after all.

Games will stream in 1080p resolution with 5.1 surround sound. The NCAA, CBS Sports and Warner Bros. Discovery Sports (which manage the NCAA March Madness Live apps) say they've optimized the video player for improved performance across a swathe of devices, including older ones.

If you happen to be on the road while your team’s playing, you’ll have another way to stay up to date. The NCAA March Madness Live app will offer live game audio through CarPlay and Android Auto. This is powered by Westwood One national feeds. A Spanish audio option will be available for the Final Four and championship games.

Moreover, the app will harness the Live Activities feature on iOS 16. You can receive interactive notifications and have a faster way to start enjoying live games from your iPhone lock screen. You'll have to tap an icon on the app's scores page to activate Live Activities.

You'll be able to watch any game that airs on CBS on the web and mobile for free through Paramount+ without having to log in. However, you will need to sign in to stream games being broadcast on TBS, TNT and truTV digital platforms.

Along with having access to every game from the NCAA Division I Men's Basketball Championship, there will be some coverage from the concurrent women's tournament on the NCAA March Madness Live app and the NCAA website. That includes "game updates, legends of the game and greatest Final Four moments," according to a press release. You'll need to hop over to ESPN to watch games from the women's tournament, though.

Meanwhile, the Fast Break feature, which provides live whip-around coverage during the first two rounds of March Madness, will be available on more devices, including set-top boxes, consoles and smart TVs. It was previously only on mobile and the web. Fast Break offers highlights, real-time analysis and breakdowns of key stats.