Your car is your Big Brother

I remember, back in 2012, at Ford's Innovation Centre in Aachen, sitting in a seat they were developing that would monitor my heart rate and other cardiac details, writes Brian Byrne. Effectively, a constant ECG while driving. The idea was that it would fit into a system which would carefully guide the car to a safe place should I indicate symptoms of a heart attack. It felt a little bit science fiction, but was evidently doable. At the time, I did also wonder about medical privacy, but pushed the concern aside on the basis that the information would probably remain within the car's own system.

Less than a decade and a half on, I don't know if the cars I drive are checking my heart, but they are certainly gathering a lot of other information about me. And it's probably not staying inside the car. The shiny new motor you drive off the sales lot today is a rolling data centre, with sensors that note an occupant's weight in order to switch on the ignition, are aware if you're holding the wheel, how hard you are on the accelerator and brakes, and can even see if you pick your nose. It's only a half-joke when I sometimes start up a Chinese car with its interior camera watching and call: "Good morning, Beijing!" I could just as easily be saluting the monitors in Seoul or Gothenburg or Munich, Rome, Paris, or Madrid. 

Most new cars today are in direct communication with their manufacturers, for over-the-air software upgrades via the vehicle's own internet connection. That's a two-way connection, with the car potentially capable of sending gigabytes of data back about its status, and about you and your driving habits. In the US, where data privacy laws are not as strong as in Europe, some carmakers earn revenue by selling that data on to various entities, including insurance companies — which could enable them to assess the risks of individual drivers if they want.

Then there are navigation systems, which help us all to get to where we want to be, even warning us of traffic issues and incidents, often offering alternative routes to avoid them. They build up reports of where speed cameras are typically located. Drivers can even insert in real-time where there is a police presence, or a crash. But remember that two-way 'data street'? They also log where we have been, how long we were there, and frequent destinations. All of which can be retained in the system, potentially accessible by diagnostics, by law enforcement with a warrant, probably by the car manufacturer remotely through their over-the-air update systems. Even without the car's own systems, when we hook up our personal phones via Bluetooth, we make available all our contacts, our call logs, text messages, even our media preferences. There's potential access to our personal profiles on various apps, which in many cases will have payment information, encrypted but potentially hackable. 

The Advanced Driver Assistance System features which beep and chirp at us and which many turn off before setting out on a journey also leave their data trail. I once asked a distributor if that data could be used after a crash, by insurance investigators, to reduce payouts if the driver had switched off any part of the system. He said no. I flat out didn't believe him. Not that I thought he was lying, just that he didn't know.

About those in-car cameras: as of this month, July 2026, the latest iteration of the EU’s General Safety Regulation means that all new cars sold in Europe must be equipped with them, bringing local manufacturers into the same regime as we already experience with Asian cars. The EU regulation specifically dictates that the video feed is processed in the car in a closed-loop system and destroyed immediately afterwards. The rules also forbid the use of the cameras for expanded surveillance, commercial profiling, or law enforcement non-warrant 'fishing' expeditions, but the electronic facility is there for bypassing any regulation. By the way, the in-car camera works on infrared, so it can see you in the dark.

Can you mitigate this data transfer in any way? Yes, to an extent, and depending on what levels of connectivity are important to you. You can change the settings in your vehicle's system to turn off data sharing, connected services, and analytics. This can mean losing features like emergency SOS calling, over-the-air updates, and built-in remote start. You can also delete the carmaker's companion smartphone apps such as FordPass, MyToyota, and Kia Connect. The full paranoia and techie heads can physically remove the fuse handling the car's telematics, or even unplug the Telematics Control Unit, if they can find it. Be aware that at this level you are probably invalidating at least some level of warranty, if not all.

Recalling what I said about technology guiding a car to a stop in a safe location, in an emergency, that technical ability is already available through the Level 2 autonomous driving systems in most new cars, which include active cruise control and automatic lane-changing. Many connected systems already allow a manufacturer, or someone mandated by them, to 'reach into' a car and immobilise it, say, if it has been stolen. Big Brother is not just watching you, but from the moment you blip your car open before driving away in the morning, he's amassing data on much of your daily life, and has the ability to directly affect it. 

All that said, technology advances mean that we gain a great deal in convenience, safety, and innovation in all parts of our modern lives, including driving our cars. It's really a matter of balancing both sides of the scales, depending on our expectations and needs, our own privacy, and the common good. 

I had my annual ECG at my doctor's clinic the other week. I'm fine, Mr Ford. Thank you, but I don't need your cardiac monitor seat. 

Opel Frontera review: Brian Byrne, Irish Car

When I took out the new Opel Frontera for review, I got to thinking about how car sizes have changed, writes Brian Byrne. Because I'm old enough to remember from way back. The Frontera is a B-segment SUV-style car, while the Opel Kadett sold through the 1960s and 1970s was the equivalent of what we call a C-segment — compact family car — today. Why am I comparing two different segments? Because the Kadett was the smallest Opel then available. The new Frontera is longer, wider, and taller than was the Kadett (we did have one in our small but growing family), and even in its lightest form is roughly twice as heavy. The standard technology then was very rudimentary by today's standards — I particularly remember the non-powered steering, which I was reminded of about 20 years ago when Opel gave me the opportunity to get back into one. I suppose that timeline of experience allows me to appreciate the improvements much more than do many of my significantly younger colleagues.

With Opel now owned by the Stellantis group, it's inevitable that different brands share the same platforms and even sheetmetal in places. So the Frontera, which replaces the previous Crossland and is now the entry-level in the German brand's SUV lineup, is a companion car to Citroën’s C3 Aircross and to the new Fiat Grande Panda. If you compare the body style of the Opel and the Citroën, they are almost the same — the differences are only to the front and rear ends, and are fairly superficial. Which is not a criticism, because I find the shape and format quite good-looking and very practical.

The big difference is inside, in the style of the dashboard and instrumentation. The Opel's screen and driving instrumentation are tied together in an angled unit that, for me, works very well (I do like the more innovative Citroën approach, but on balance felt that little bit more comfortable with the Opel's somewhat traditional take). The Frontera's seats and door trims in my review car were cheerful and modern, and on a day trip during the recent very hot spell, proved very comfortable for the two of us on board. There's also decent rear leg and headroom thanks to the SUV format and a good wheelbase, and the 460L cargo capacity is generous (just to continue my opening comparisons, it's substantially more than was in that C-segment Kadett).

The Frontera shares the powertrain options of several other Stellantis B-segment cars: a 1.2 turbo three-cylinder petrol mild hybrid and a 113hp EV unit, the latter of which was in my reviewer’s car. There are two battery options: 44kWh and 54kWh, the larger one in my car, with a rated range of 400km. My rule of thumb on mixed real-world driving is 75 per cent of the claimed range, but the Frontera worked out rather better for me.

I suppose the other comparison from more than half a century ago is the safety systems. The Kadett had safety belts. A padded and telescopic steering column was also introduced during its model run. That was it. In the Frontera today, there are no fewer than 19 different safety and security features listed, including the dratted driver monitoring camera. That doesn't even include the seatbelts, collapsible steering column, traction control, ABS brakes, or airbags and more that we now just take as a given. 

In its current place, Opel is producing cars that are very much suited to today's driving environment and needs. The Frontera is right in that groove.

PRICE: From €24,606; Review car €31,165. WHAT I LIKED: Practicality with a vibe. 

Rising young racer is new Honda ambassador

Ciaran Cusack (Communications and Brand Manager, Honda Ireland), Max Hart (Honda Brand Ambassador), and Orla Flynn (Senior Marketing Executive, Honda Ireland).

Rising Irish motorsport star Max Hart has joined Honda Ireland as a Honda Brand Ambassador, writes Brian Byrne. Fresh from securing his first TCR UK Touring Car Championship victory of the season, Hart will represent the Honda brand off the track throughout the year as he continues to build his reputation on the international motorsport stage. 

The young Baltinglass driver is competing in the TCR Europe Touring Car Series with ALM Motorsport, while also racing in the TCR UK Championship with Hall’s Racing. He currently races a Honda Civic Type R, making the partnership a natural fit for both the driver and the brand. 

Named Motorsport Ireland Young Driver of the Year 2024, Hart has established himself as one of the leading young talents in Irish motorsport, with more than 77 podium finishes and over 22 race victories to his name. 

Euro NCAP calls for US-standard truck under-run tech

Top, the US system outperforms the European system, underneath.

A study by Euro NCAP and UK safety organisations reveals that rear impact guards on trucks and trailers in Europe are inadequate, leading to hundreds of road deaths annually, writes Brian Byrne. The study highlights a double failure in road safety: older ADAS sensors fail to detect trailers, and rear safety guards fail to prevent cars from sliding beneath them. 

Euro NCAP is urging EU and UK legislators to implement changes to R58.03 legislation to match the US IIHS TOUGHGUARD standard and for trailer manufacturers to introduce upgrades and retrofit solutions. 

The investigation analysed collision data, focusing on trailer rear underrun impacts. This crash type potentially causes around 400 fatalities annually in the EU and UK. 

Test vehicles detected threats consistently against standard laboratory GVTs but struggled with real HGV rear-ends and impact protection vehicles used in roadworks, highlighting a gap between current and older ADAS systems. With the average car age rising, it will take over 15 years for most cars to avoid stationary trailers, underscoring the need for improved crash protection now. 

Tests of two commonly used trailers with regulated rear underrun protection systems resulted in severe outcomes, showing the car’s crash structure couldn’t protect occupants due to poor impact resistance. 

Since 2017, 70% of the latest US trailers have IIHS TOUGHGUARD-rated devices. Euro NCAP urges EU and UK legislators to update R58.03 legislation to match the US standard and calls on trailer manufacturers to offer voluntary upgrades and retrofit solutions for existing fleets. They also encourage truck fleet operators to request retrofit solutions to replace inadequate legacy guards on EU and UK roads.

Testing was carried out in laboratories across the UK, Germany, and the US. Supporting organisations are Germany’s ADAC, Swedish Transport Administration (Trafikverket), and the Insurance Institute for Highway Safety (IIHS) in the US. 

Irish youth demand transport 'revolution'

Ireland’s young people are calling for a radical overhaul of the nation's transport network, demanding a system that is safer, more inclusive, and significantly better connected, writes Brian Byrne. The National Youth Assembly on Transport 2025 has published a comprehensive report outlining key recommendations to transform how people navigate the country, particularly the youth and those in rural areas.

The report highlights unified digital management of all transport networks, expansion of rail services, a right to safe and accessible transport, school transport issues, and the incentivisation of active travel as priorities.

Delegates proposed the development of a single, high-quality app for all transport modes—including bus, train, and LUAS—featuring live timetables, route planners, and integrated ticketing. The report also suggests enabling Leap Cards to be added to online wallets and ensuring all buses accept card payments.

The government is urged to revisit major rail projects, specifically the revival of the Metro West light rail and the DART underground plan. There is also a strong demand to expand train services to Donegal, Cavan, and Monaghan, and to reopen disused lines across the island, such as the Western Rail Corridor connecting Galway to Sligo.

The assembly emphasised that transport must be a basic right accessible to everyone, regardless of disability or location. Key recommendations include the provision of level boarding, ramps, and accessible bus stops. More staff and CCTV are needed at stations and on vehicles to combat anti-social behaviour. Expanding transport options and frequency in rural areas to ensure equal access to education and work is another demand.

On school transport, delegates highlighted issues of overcrowding and early start times. Proposed solutions include a subsidised student bus app that notifies parents when their child taps their Leap Card, better alignment of bus schedules with school and work hours, and prioritising safe school walkways and traffic calming measures around educational centres.

The report suggests significant investment in Active Travel, including building protected cycle lanes and footpaths to European standards. Proposed financial incentives include removing VAT from the cost of buying a bike, and introducing a congestion charge for cars, with the revenue redirected into developing active travel infrastructure. 

Slattery’s Garage Nenagh is new Citroen Dealer in Tipperary

Slattery’s Garage have been appointed by Gowan Auto as an authorised sales and service dealership, joining the Citroen network in Ireland, writes Trish Whelan. Operating since 1965, Slattery’s has transformed over the years, evolving from agricultural machinery sales to long-standing dealer partner to Gowan Auto. The family-owned dealership has been operating for over six decades. 

The French marque will arrive in Slattery’s brand-new state of the art showroom located off the M7 on the Limerick Road in Nenagh. Slattery’s Garage Nenagh was welcomed to the Citroen dealer network by Colin Sheridan, Managing Director for Citroen Ireland. The Citroen dealer network new extends to 26 locations nationwide. All the brand’s passenger and commercial vehicles come with a 5-year warranty. 

Slattery’s new location is expected to begin operations from early August. Until then, the full Citroen range is available at their existing location in Puckane.

 

BYD Seal 6 Super Hybrid Touring PHEV review: Trish Whelan, Irish Car

BYD’s Seal 6 Super Hybrid is a plug-in hybrid with a huge range for long, worry-free journeys. It can also travel around 100 km on pure electric driving, enough to cover most people’s daily work commutes. 

The model is available as a saloon or as a practical estate version called Touring, which was my review car. It's a spacious, aerodynamically designed, and well-proportioned car. The front-end design mixes flowing shapes and sharp lines in the lower bumper for a sporty look, while the side profile combines the sculpted waistline with a gently sloping rear roofline and a contrast finish in the D-pillar that creates a ‘floating’ effect. Other features are aluminium roof rails, a chrome detail across the tops of side windows, and 18-inch alloy wheels with the rather ominous name of ‘flying axe’. Rear tail lights have smoked finishes and layered LED-matrix sequences designed to create a flowing visual motion. 

My car was in the Obsidian Black exterior colour, an expensive extra as are Atlantis Blue and Sandstone colours. Polar White comes as standard. The cabin is a comfy and spacious place for five adults, thanks to its 2,790mm wheelbase, the same in both body styles. 

The estate is marginally taller and heavier than its sibling. I’d have preferred a brighter interior colour scheme to the dark grey in my review car. However, the long panoramic sunroof provided extra brightness in the cabin. Front seats have a sleek one-piece headrest design and lovely vegan leather upholstery. They were comfy and supportive and had power adjustments (6-way for the driver, 4-way for the co-driver). They can be heated and ventilated. You have to go through screen menus on the 15.6-inch ‘floating’ touchscreen display (12.8 inches in the lower Boost trim) for most of the basic key functions, but you can select shortcuts to regular items. There are permanent screen widgets for the dual-zone climate control. Just say ‘Hi BYD’ pressing the button on the steering wheel to sort out the music or navigation. Built-in 4G allows you to stay online wherever you go. The driver’s cluster shows fuel consumption, charging capacity, and current speed. Windscreen wipers are, Oceania-Asia fashion, on the left side of the steering wheel, which is confusing in the European market. The transmission selector is located off the steering column, and the Start/Stop button is on the flat of the central console beside the EV/HEV Mode button. 

Drive modes are Eco, Normal, Sport, and Snow. There's a phone charging pad, two C-USBs front and back, a decent glovebox, good door bins, and a large bin under the front armrest. The steering wheel can be heated. 

The rear has a completely flat floor and generous legroom, though little space for feet under the front seats. Headroom is just about OK for tall people. With just two seats in use, the central armrest has two cupholders, and there is a hatch through to the boot. Rubber floor mats are functional and practical, as is the coat hook on each B-pillar. A power tailgate opens to reveal boot space of up to 675 litres, which can accommodate strollers, full-size suitcases, or camping gear, and is extendable to 1,535 litres. The rear seats are dropped via a lever on either side of the boot. Sturdy hooks can support up to 3kg, and there’s a 12V power socket there. 

Both versions are powered by a 1.5 petrol engine paired with an automatic transmission. Boost trim has 184hp, a 10.08 kWh battery pack, a claimed combined range of over 1,500km and an electric range of 55km. The Comfort model upgrades to a 19 kWh battery pack, 212hp, and a claimed range of circa 1,455km, including an electric range of 105km. The 0-100km/h time is 8.5 seconds. You can recharge the battery at home or opt to DC fast-charge the larger battery from 30% to 80% in 23 minutes. All models have a peak torque of 300Nm. BYD’s DM-i drivetrain prioritises electric power with minimal reliance on fuel. When the battery is fully charged and switched to EV mode, the car drives like a pure electric. When the charge is low, it changes into a standard hybrid. BYD claims an average fuel return of 1.7 L/100km (in ideal use on commuting distances), but during my time with the car, I achieved an average of 4.4 L/100km, which is good. 

I turned off many of the annoying alerts to do with speed limit change prompt tones, lane departure warnings, etc, but I very much appreciated the good blind spot monitors. The reversing camera, all the parking aids, including the 360-degree camera, as well as front and rear traffic alerts, all contributed to the model being awarded a full five-star Euro NCAP rating. The ride could be quite firm on not-so-good country roads, and a fair amount of road noise filtered through on motorway driving. 

The Touring version is priced from €38,990; Saloon €37,490. Warranty on the BYD Blade Battery is 8 years or 250,000 km.