New automotive technologies that are designed to help drivers don’t always represent positive progress, says Fleet World’s editor-at-large.

Fleet World editor-at-large Alex Grant

Ahead of judging the recent UK Car of the Year Awards, I spent some time catching up on some significant newcomers, which is always a bit of a learning curve. Advancing technology has delivered a growing line-up of EVs that are easy for first-timers to live with, even in the coldest winter weather, but it’s also introduced frustrations elsewhere – particularly on the driver assistance front.

While debates around electric vehicle deadlines and the Euro 7 emissions standard have stolen the headlines, manufacturers are coping with some other rule changes behind the scenes. Notably, the EU’s General Safety Regulation 2 (GSR2), which enters its second phase in July and is being adopted in its entirety in post-Brexit UK. The first phase made familiar features, such as advanced emergency braking, intelligent speed assistance and reversing cameras or sensors mandatory for new type approvals. Phase two has potential for irritating overreach if it isn’t handled correctly, as I’ve been finding out first-hand.

From July 2024, all new cars and vans will have to include what’s called an advanced driver distraction warning system – and some already have it. This system adds an infrared camera – usually on the steering column – to track the driver’s eye gaze and head movement and warn them if their attention begins to wander. It’s a good idea, in theory. Distractions and impairments contributed to 11,434 collisions in 2021 according to the Department for Transport and there’s plenty of research showing that passively monitoring drivers’ grip on the wheel is inadequate.

However, attentiveness is still hard to measure and today’s systems are inconsistent. For example, glancing for traffic approaching from the right at a mini roundabout, even having slowed to a snail’s pace having checked your exit is clear, often triggers a warning. At the other end of the spectrum these systems won’t scold a driver for scoffing a Big Mac and making a phone call while doing 70mph on a busy motorway, as long as they’re looking dead ahead while they do so. For the record, no, I haven’t tried the latter!

Slow progress

Some of the simpler systems are flawed, too. Wales’s new 20mph zones are a brilliant edge case for illustrating the shortfalls with intelligent speed assist. The technology uses map data as a baseline for local limits, but prioritises information from road signs if they say something different. I have yet to try a car that knows about the new 20mph roads without reading a sign, but several have barked at me for speeding because they haven’t realised I’ve gone back into a 30mph zone. One even told me off for not watching the road when I looked down to figure out what it was moaning about.

The issue, for fleets, is that this technology is a mandatory investment when ordering new vehicles and inconsistency risks irritating (or distracting) drivers to the point where they switch it off altogether. I’ve found it’s still possible to use features such as adaptive cruise control with active lane-keeping – effectively automated motorway driving – with the driver-facing camera deactivated or covered up.

With GSR2 mandating basic crash data recording, and ADAS technology influencing NCAP and insurance ratings, is it up to fleet managers to introduce policies preventing drivers from doing this? Or is the onus on manufacturers to design systems that operate in the background rather than nagging like a nervous passenger without understanding the context? The alternative is being back where we started.

At least, for now. New technology is a learning curve for OEMs – and I would imagine an over-the-air update would dial back the over-sensitive systems. Safer roads are something we should all support and technology can certainly help, but a few of this year’s best new cars will be better still once these irksome gremlins have been banished.