See All 15 Photos Tesla has a penchant for revolutionizing aspects of the auto industry, and its rollout of Autopilot around 2015 did exactly that. In an era when automakers were only beginning to integrate ADAS (advanced driver assistance systems) into select models, Tesla built every car with hardware and software to provide near-unprecedented levels of assisted driving. 0:00 / 0:00 That was then; this is now. The trailblazing features and functionality contained in Autopilot are common in most mainstream cars today. That’s great for you, since you won’t have to hunt to find a car equipped with a variety of useful ADAS. It’s not good for Tesla, because Autopilot now isn’t noteworthy and doesn't necessarily work well compared to rivals. Above Autopilot, Tesla sells Full Self-Driving (FSD) for a higher degree of autonomous capability. FSD’s erratic and idiotic errors made me swear off using it, so I’ve been focusing on the Autopilot system that’s included on every Tesla, including MotorTrend’s Hardware 4–equipped 2023 Model Y long-term review vehicle. See All 15 Photos Frustrating Integration At least Tesla’s Autosteer function works very well, keeping the vehicle confidently centered on straights and through curves. Notably, it’s linked to the Traffic-Aware Cruise Control function. It does most of the steering for you, using the interior monitoring camera to watch and make sure you’re paying attention and sometimes asking for a bit of input to ensure your hands are on the wheel. That’s where trouble arises. When Autosteer is on, the steering gains a feeling of heavy resistance, a tangible reminder that it's active as the wheel gradually moves to follow the lane. But when the car says to steer to remind it you’re hands-on, or should you need to steer for any reason, you need to be extremely deliberate. That’s because if you steer even slightly too much, Autopilot abruptly deactivates. The leeway Autosteer gives you to steer it is tiny, and it’s worryingly easy to go beyond its acceptable range. What heavy, assertive control Autosteer provides disappears, putting the car’s own quick and direct steering back in your hands—a jarring transition. Picture this: You’re driving with Autosteer, guiding it through a curve as it does most of the work. You know how much steering force to apply within Autosteer’s liking, mindful to not go too far. The car hits a bump, and that impact causes your hands to move slightly. That’s too much for Autosteer, and it deactivates. Since the steering becomes much lighter with Autosteer off, the force you were applying a moment ago is now excessive, and you must snatch the wheel back to avoid veering off your intended path. Compounding the alarm is that Autosteer and Traffic-Aware Cruise Control are linked, so both shut off together. The Tesla then reverts to its one-pedal driving function, which decelerates strongly enough to illuminate the brake lights. I can’t think of another automaker’s ADAS that functions in this way. Most lane centering systems allow you to steer as much as you would normally in freeway driving, remaining active regardless of how much input you might reasonably apply. Still, these can be as effective as Autosteer with the level of assistance they provide. Likewise, most automakers decouple adaptive cruise from lane centering, letting you use them together or independently. Often, they’re controlled by dedicated buttons on the steering wheel or dashboard for instant access. In Tesla vehicles, Traffic-Aware Cruise Control is the basic Autopilot setting. Autosteer can only be additionally activated from the touchscreen while the vehicle is parked and after you accept a liability disclaimer. See All 15 Photos