At a surprisingly star-studded event this morning, BMW showed off the final form of its long-awaited and long-teased Panoramic iDrive system. It's a combination of an oddly angular touchscreen, a windshield-spanning heads-up display, and an LLM-powered AI assistant. The big news? It's coming to every future BMW.

Comedians Tim Meadows and Ken Jeong welcomed the assembled crowd into a studio designed to look like an oversized interior of the company's upcoming Neue Klasse. They did their best to goad BMW's Bavarian executives into a series of jokes and bits that mostly fell as flat as the central touchscreen that now dominates the iDrive experience.

Thankfully, it's not comedy that brought us to Las Vegas this week, and the good news for BMW is that the interface looks good. The software behind the scenes is called BMW Operating System X, and it powers a new iDrive that combines screens and voice commands to create a familiar but far more comprehensive interface than anything we've seen in a BMW before.

It all starts with that central touchscreen, but even that is different. Rather than being square or curved like in other BMWs, the new panel is rhomboid-shaped, a slanted polygon whose leaning posture doesn't seem to really augment the experience but does at least look distinctive.

The panel is also tilted slightly towards the driver and is running software that is at least familiar to anyone who's used the current iDrive interface. A static bar along the bottom provides quick access to the most important things, like controls for the heating system. Above that, a stylized, 3D view of the world makes sure you're always situated.

Things get more interesting when you move up the dashboard. Running along the base of the windshield is what BMW calls Panoramic Vision. It spans the width of the car, with the left-most portion handling typical gauge cluster duties like displaying current speed, active safety controls, and even warnings.

Tim Stevens for Engadget

The rest of the Panoramic Vision display is customizable, with six widgets that you can drag up from the central touchscreen covering things like outside temperature, navigation ETA, and even another widget showing you turn-by-turn information. It's much that we've seen in demos from BMW before, but now nearly ready for prime-time with the cars shipping at the end of this year.

Given the Panoramic Vision's importance in the overall in-car experience, I asked the guy who oversaw the development of all this, BMW's SVP of connected company technical operations Stephan Durach, whether there were any visibility issues in the bright sunlight.

"This technology is a little bit different than a traditional heads-up display... we're using black print on the bottom. In bright sunlight, it's even performing a little bit better," he said. "You'll not have any issues at all."

If that's not enough displays for you, there's another HUD situated on the left, up above the Panoramic Vision, which gives 3D navigation information for the driver. Yes, between the touchscreen, the Panoramic Vision display, and the HUD, you can get three separate feeds of turn-by-turn directions.

In other words, if you miss a turn in this thing, you have nobody to blame but yourself.

BMW

BMW also quickly demonstrated a new in-car LLM that, for now at least, is only for navigation. It was all pre-recorded, so it's anyone's guess how well this will work in reality, but in the demo, at least, it quickly found "the best beach" and navigated there. When our pretend driver left the city, the car even asked whether to automatically engage Sport Mode, which was a nice touch.

BMW's Durach confirmed that Android Auto and Apple CarPlay will still be supported. He also teased that there are some more fun tricks to come that will get passengers more involved in the experience.

BMW ended the presentation by confirming that Panoramic iDrive will not only be coming to the Neue Klasse when it finally hits the market at the end of this year but will be the standard interface for all new BMWs that launch after that. That means the days of the rotary iDrive controller are now officially numbered.

I asked Durach if he had any parting words for this once-revolutionary vehicular interface.

"We take a look at all of our data and usage... you can really see that the usage of our rotary controller is declining dramatically," he said. "People don't even touch it."

It's a harsh send-off, but these days you just can't cry over progress.

The pastime of pinball has lived a fraught existence. Whether due to public sentiment, hostile legislation, or a simple lack of popularity, the entire silver ball industry has repeatedly teetered on the brink of collapse. Yet it has always come back, today again riding a wave of popularity driven by the successes of high-tech machines capitalizing on familiar brands like X-Men and Godzilla.

Pinball arcades are springing up everywhere, but private ownership is also surging. Those modern tables with their high-definition displays and brilliant LED lights are getting the most attention, but there is a breed of pinball enthusiast who not only owns a selection of classic machines but also obsessively maintains and restores them.

These collectors have just as much love for the maze of mechanicals beneath the surface as the trajectories the silver ball follows. The goal isn't high scores; it's keeping ornately complex vintage contraptions looking and playing like new.

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• I loved being a high school English teacher because of my students.
• After a medical issue, I was out of the classroom for months and not motivated.
• I decided to quit and become a freelance writer instead.

When I decided to be a high school English teacher, I thought it was something I would do until my glory days. But then I started wondering if I should quit my career.

I enjoyed interacting with my students and seeing the excitement in their faces when we made new discoveries in class. Watching them progress and get better every day was a worthwhile journey. But somewhere along the line, I lost my passion and fulfillment, and I figured I'd be happy doing something else.

I was out of the classroom for 2 months

At the beginning of 2022, I faced a health scare that put me out of my classroom for two months. I had a ruptured appendix that led to a stomach infection.

The experience helped me put many things in perspective. I realized that as much as I loved my students and didn't want to walk away from them, I didn't enjoy teaching as much.

I had to spend a lot of time on my feet, and even prepping for lessons started feeling like more of a chore.

I was no longer motivated. However, I had to push my feelings to the side because my wife stayed home with the kids and we relied on my income to get by. I went back to teaching after recovery, but it was easy for those around me to notice that I was no longer "the same."

I hit my breaking point over a year and a half later. After a long teaching session, the school principal summoned me to his office to discuss a foreign teacher program where I was chosen to represent the school in Canada, which meant I would be away from my family for six to 12 months.

I decided to become a freelance writer

I remember going home feeling hopeless and defeated. I was already working long hours, and I couldn't handle any more on my plate. I shared my disappointment with my wife who told me to follow my heart and do what made me happy.

I had heard about freelance writing but never knew how to turn it into a profitable opportunity. I stayed up all night researching and reading stories on how other writers were making a living writing.

I realized it was possible to write profitably, but I needed to find a starting point. First, I had to pick a niche,e which was easy to do as I enjoyed writing about technology.

Many publications were accepting tech articles, and I got busy writing my first 10 articles on different topics. It took me a bit of time to complete them, but I enjoyed writing so much that it didn't feel like a hard task.

I uploaded the articles to an article-selling site and sold seven of them over time. I then reached out to technology publications with article ideas; some were accepted, and others were rejected. Still, it was the fuel I needed to stay on course.

As soon as I got my foot in the door, I talked to my students and handed in my resignation. It was heartbreaking to leave them behind, but I had to accept that teaching was no longer for me. Walking away made me feel like I could breathe again. I was unburdened.

We had to make sacrifices

For a couple of months, we survived on the savings I had accumulated throughout my teaching career. We didn't have a lot of debt, only a car mortgage, so it wasn't as difficult to get by.

We had to make plenty of adjustments, like switching to more affordable schools for our children and cooking at home instead of eating out, but life has been good to me.

I've also faced a number of challenges, like maxing out our savings, receiving late payments, and having unpaid bills, but I'm learning to manage our finances better as I go.

Saving for rainy days is an essential part of the program. Freelance writing gives me the kind of time freedom I only dreamt of. I'm now doing what I love and getting paid to do it.

I envisioned this path for me for years before I had the courage to walk away from my teaching job, and I would choose freelance writing again in a heartbeat.

Tim Stevens for Engadget

I've been on a bit of a quest to replace all the LCD panels in my life with OLED. I recently swapped an aging (and shattered) iPad Pro with a Samsung Galaxy Tab S9, which is much easier on the eyes when watching late-night, trans-Atlantic movies. I've been a Galaxy S user for many years now, and I also switched to a Lenovo X1 Carbon laptop with an OLED display this year. I guess you could say I'm quite drawn to the rich color reproduction and stellar contrast, especially in low-light situations.

Given that, I was intrigued by Audi's new Q6 E-Tron, which has the most expansive suite of OLED displays I've ever seen in a car. Not only did Audi's engineers splay a series of curved panels across the dashboard, reaching practically from the left door to the right, they even embedded them into the taillights out back. It's an OLED smorgasbord, but it'd be a big waste of electroluminescence if the car weren't any good.

Thankfully, it is.

The Q6 E-Tron is Audi's new crossover SUV, a five-passenger model that pairs nicely with the current Q5. The new Q6, though, is slightly larger in most dimensions and — more significantly — battery-powered. This is in keeping with the brand's current mission to differentiate its EV line from its ICE offerings by assigning even-numbered designations to electric models and odd numerals to the gas-powered ones.

Tim Stevens for Engadget

At first, I thought this numerical nomenclature was just that — odd. But with the market increasingly skeptical about electrification, this gives Audi the ability to position its battery-powered and internal-combustion (ICE) cars in the market in parallel while also differentiating them, catering to buyers who are happy to plug in as well as anyone who still sees filling up at a gas station as preferable.

No judgments, you do you, but for those ready for an electric lifestyle, the Q6 E-Tron is Audi's most compelling offering yet.

It starts with a fresh look. This SUV carries enough familiar styling cues, like the brand’s four rings, to make it immediately identifiable as an Audi. Despite that, it looks thoroughly fresh and clean. From the big, aggressive front fascia and lighting on the nose to the evocatively curved fender flares on the side (a nod to the E-Tron GT), it looks great at any angle, up to and including the pert and clean lighting at the rear.

That continues on the inside. Overlapping shapes and contours create an interesting space, while a selection of mostly quality materials make for surfaces as nice to touch as they are to admire.

Tim Stevens for Engadget

As you step from the Q6 to the sportier SQ6, that just improves, with a slash of racy microsuede material across the dashboard paired with a bit of carbon fiber. The SQ6 delivers a healthy 509 horsepower to all four wheels in launch mode (483 without) thanks to a dual-motor configuration. The lesser Q6 Quattro still impresses with 456 hp from the same dual motors (422 not in launch mode). There's also a rear-drive, single-motor Q6 with 322 hp in launch mode (302 without), but I don't think many folks will choose that one, for reasons I'll delve into a bit later.

At Audi's US launch of the Q6, I sampled both the Q6 Quattro and sportier SQ6 and was really impressed by their disparate driving characters. The Q6 is comfortable and quiet, with generally good ride quality when outfitted with the optional air suspension and engaging handling. As you cycle through the various drive modes, there isn't a radical change, but switch to Dynamic mode, and it does get a fair bit more exciting.

Those who want a more vigorous experience, though, will want to step up to the SQ6. The extra power is nice, yes, but the combination of larger wheels with sportier tires and a more aggressive suspension tune makes for a car that feels substantially more engaging. It handles nicely for a small SUV and actually delivers good feedback through the steering, making for something that wants to be pushed through the corners.

Tim Stevens for Engadget

But that extra helping of aggression does come at a cost. The SQ6 has a noticeably harsher ride quality, even when its air suspension is at its most comfortable mode. There's also a good bit more road noise from the tires, too.

That noise is still quite scant compared to a typical, internal-combustion car, making the Q6 a great venue for the 20-speaker, 830-watt Bang & Olufsen sound system. It's optional, but it's a worthy upgrade if only thanks to the extra speakers mounted into the headrest.

Many cars have stuck speakers behind your head in the past, but Audi's doing some interesting things here, like directing voice navigation prompts and even call audio directly to the driver's ears. Initially, the effect is a little unnerving. It almost feels like bone conduction, as if the nav system were announcing the next turn directly inside your head, but that direct connection means it's far less distracting for anyone else in the car.

I always turn off voice prompts in my cars because they disrupt the flow of music, but with this, I could see myself actually leaving them on.

Tim Stevens for Engadget

As good as the sound is, the visuals are much better. The hallmark of the interior are those aforementioned OLED displays, three of them, measuring 11.9 inches on the left behind the steering wheel, 14.5 in the center for the primary, curved infotainment display and an optional third, 10.9-inch screen for the passenger on the far right.

These three aren't as tidily integrated as Mercedes-Benz's mighty Hyperscreen, but the quality of the displays seems higher, and the capability is impressive, too. The passenger can cue up YouTube videos and watch them if they like, while a dynamic privacy filter keeps the driver from snooping.

There are plenty of other apps, too. I installed The Weather Channel to get an update on the forecast while I was in the passenger seat to see whether there was any sunshine ahead for the next photo stop (there wasn't), but familiar media apps like Audible and Spotify were primed for download, too.

Audi

The revised MMI interface is busy, and I occasionally struggled to find settings in various submenus, but it is at least responsive. And, with both wireless Android Auto and Apple CarPlay on offer, you can bring your own experience. My biggest interface problem was actually with the steering wheel. The controls on the spokes are capacitive touch, and during a half-day behind the wheel, I accidentally hit the volume up button a half-dozen times. What's wrong with actual buttons, again?

If all those displays aren't enough, the Q6 also offers an optional, augmented reality HUD that sits right in your field of view. This means it can do things like project hovering blue arrows to tell you exactly when to turn but also identify on the road where the speed limits change and even paint warning arrows over cars that you're following too closely.

The sweeping and flashing graphics in the HUD are distracting at first but effective. If you're the sort who's never quite sure which turn to take when your nav tells you to take the third exit from the next roundabout, this HUD is for you.

So, the tech and the drive are quite compelling. How much are you going to pay for this privilege? It is, predictably, not cheap — but also not outrageous in the grand scheme of today's luxury SUV EV offerings.

Tim Stevens for Engadget

The base, rear-drive 2025 Audi Q6 E-Tron starts at $63,800 and will do 321 miles on a charge from a 100 kWh (94.4 net) battery pack. Stepping up to the dual-motor Quattro edition costs just $2,000 more and only loses 14 miles of range, an EPA rating of 307. This is why I think few people will opt for the RWD flavor.

The RWD car also charges more slowly: A 260 kW max charge rate compared to 270 kW for the Quattro cars.

The SQ6 Quattro does 275 miles on a charge and starts at $72,900, while the version I drove with all the displays and toys was $83,840. Yes, that's a lot, but if you don't need all that performance, the loaded Q6 Quattro I drove was $76,790. Still not cheap, but a bit less than the $77,295 starting price of the electric Porsche Macan, which shares virtually the entire drivetrain and platform.

The problem? That's a huge premium over the starting price of Audi's most comparable gas-powered machine, the Q5, which can be had for as little as $45,400. Is the Q6 worth the extra cost? I wouldn't necessarily spring for the sportier SQ6, but even the base Q6 offers far more power and tech than the Q5, plus lower running costs and a lack of maintenance. Despite the similar name, it's in a different class. Sure, it's a bit of a splurge, but I'd rather have the even-numbered one in my garage.

The original Urus was an SUV that nobody particularly wanted, even if the market was demanding it. With luxury manufacturers tripping over themselves to capitalize on a seemingly limitless demand for taller all-around machines, Lamborghini was a little late to the party.

The resulting SUV has done its job, boosting Lamborghini's sales and making up more than half of the company's volume last year. Even so, the first attempt was just a bit tame. That most aggressive of supercar manufacturers produced an SUV featuring the air of the company's lower, more outrageous performance machines, but it didn't quite deliver the level of prestige that its price demanded.

The Urus Performante changed that, adding enough visual and driving personality to make itself a legitimately exciting machine to drive or to look at. Along the way, though, it lost a bit of the most crucial aspect of an SUV: everyday livability. On paper, the Urus SE is just a plug-in version of the Urus, with a big battery adding some emissions-free range. In reality, it's an SUV with more performance and more flexibility, too. This is the Urus' Goldilocks moment.

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Electric trucks aren't exactly blowing up the sales charts right now. A market that's increasingly skeptical of EVs in general isn't helping, but that age-old work-minded segment that looked set for a reinvention just a few years ago now seems increasingly reluctant to change.

Rivian's excellent R1T hasn't taken the market by storm, while Ford's F-150 Lightning isn't reinventing the work truck landscape the way many (including myself) had hoped. On the Chevrolet side of the equation, the Silverado EV likewise hasn't challenged the sales of its internally combusted siblings.

General Motors is bringing another contender to the fray, the 2025 GMC Sierra EV Denali, and if you thought the $94,500 initial price on the Silverado RST First Edition was a bit much, prepare for more sticker shock, as the Max Range Denali starts at $100,495. Is the solution to electric truck woes an even more expensive model? After a few days in the saddle, I'm not so sure.

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