Driving Myself in a SuperCruise-Equipped Cadillac CT6: My Experience Updated

Currently, I’m deep into a two-day, 1,200-mile trek from Memphis to Santa Fe in a Cadillac CT6 equipped with SuperCruise, Cadillac’s semi-autonomous driving technology designed for hands-free use. This system operates exclusively on mapped highways that are divided and devoid of intersections, featuring on-ramps and off-ramps. Thanks to the vehicle’s 4G LTE connection, I’ll share some thoughts from the road … from the passenger seat, of course.

MEMPHIS TO DALLAS, 453 Miles

• SuperCruise functions only at speeds up to 85 mph on highways approved by Cadillac’s mapping partner, Usher. The company asserts that its mapping includes every eligible roadway in both the U.S. and Canada. The system maintains a single lane and does not support lane changing, unlike Tesla’s and Mercedes’s offerings.
• Unlike some systems that detect driver engagement via steering wheel touch, SuperCruise employs a Driver Attention System that monitors your face to ensure your eyes are open and directed forward. If it detects distraction—like glancing out the window or at your phone—it will flash a warning on an integrated indicator atop the steering wheel. If attention is not regained, the system will beep, flash, and turn off, indicating that control has reverted to the driver.
• Initially, we struggle to engage SuperCruise. Activating it requires pressing a button on the steering wheel when a gray icon signals its availability on the center display. If successful, the icon turns green, and the wheel indicator lights up. However, this icon can flicker frequently, causing a bit of frustration akin to a game of whack-a-mole.
• When SuperCruise finally activates, it quickly issues a warning and disables itself again. The system has a tendency to disengage for ambiguous reasons, leading to concerns that we might end up driving 453 miles to Santa Fe without the intended assist, which would be less than ideal.
• On its first attempt to navigate a sharp curve, the vehicle appears caught off guard, making a delayed steering adjustment and feeling as though it lurches. However, this is not repeated on future curves.
• The green bar indicator on the steering wheel is an intelligent design choice. It remains in your line of sight, providing reassurance that “the system is active and everything is fine,” while you keep an eye on surrounding traffic.

Josh Condon / The Drive“>

• If the car encounters confusion due to lane markings disappearing or construction altering road rules, it withdraws control from the driver, which is a sensible reaction. However, it does not always respond correctly. For instance, when approaching a construction zone flagged by large orange cones, the car drifted toward the cones before jerking away and then reverted control back to me to navigate through the area.
• The personal technology sector is likely to embrace systems like SuperCruise, as they further facilitate phone and tablet usage during travel, potentially leading to significant revenue from data plans.
• In under five minutes, I transitioned from anxiety about driving hands-free to trusting the system deeply, even daydreaming out the window.
• Future vehicles could resemble modern living rooms, with passengers engrossed in glowing screens.
• Following an incident where SuperCruise disengaged unexpectedly, it required a “cooling-off” period before re-engagement—similar to giving a driver some silent treatment post-confusion.
• There’s speculation about GM introducing this technology in commercial trucks, given the system’s design aligns well with the requirements of long-haul driving.
• From a vehicle engineer’s response: “Not that I’m aware of.”
• A large, discarded tire rested directly in the hashed lane divider. The vehicle either didn’t detect it or successfully navigated around it without incident.
• The system handles stretches of up to 45 minutes to an hour effortlessly, theoretically operating as long as fuel is available and the highway conditions are right.
• Keeping the phone in front of the steering wheel helps maintain proper alignment with the Driver Attention System, allowing for slightly longer distractions from the road than if your gaze were directed elsewhere.
• Would the uptake of such systems be different if complete phone use in vehicles were illegal or disabled? Would widespread adoption necessitate a reevaluation of hands-free laws?
• Switching from adaptive cruise control to SuperCruise isn’t as straightforward as hitting a button; one must complete several prerequisite steps, such as positioning hands on the wheel and centering the vehicle in the lane. Maybe belief in the system is required?
• A large semi abruptly entering our lane went unnoticed by the system until it was well into our path, prompting beeping and braking reactions.
• Related: Semi-autonomous systems frequently struggle to identify stationary vehicles, like those in stalled highway traffic. Traveling at 70 mph, I spotted stopped cars ahead far before the system did and had to initiate braking myself, although the vehicle could have theoretically stopped in time.
• It appears inconsistent when the system is available, with the availability icon appearing and disappearing without noticeable changes in driving conditions.
• The fatigue reduction provided by SuperCruise is significant; after spending seven hours on the road, I stepped out in Dallas feeling as if I had driven just a couple of hours.

DALLAS TO SANTA FE, 747 Miles

• Despite my inherent skepticism regarding autonomous driving technology—stemming not from doubts about the technology itself but rather from distrust in the corporations that develop and market them—I’ve come to appreciate the clarity of this hands-off design. It clearly defines who is in charge of the vehicle at any moment: hands off means the vehicle is in control, while hands on means the driver is in control. This eliminates the potential confusion that some hands-on systems create concerning decision-making.
• During yesterday’s driver briefing, my first question focused on dealership training for the system. While it may not completely pass the “mother-in-law” test—meaning I can’t hand my mother-in-law the keys, explain the system, and trust her to manage things—it comes impressively close. The system is straightforward, functions well, and when it gets confused, it transfers control back to the driver in a clear manner.
• Joining us in the vehicle today is Daryl Wilson, the lead development engineer for SuperCruise. He shares a vision of the technology primarily finding its place in urban ride-hailing scenarios, with autonomously-driven Ubers operating in cities like New York. Wilson indicates that the current power requirements for the system make achieving full autonomy in consumer vehicles cost-prohibitive in the near future, estimating a timeframe of “10 to 15 years, at least.”
• While a long-term goal of autonomous driving is increased road safety—a benefit to consumers—autonomous taxis do not provide clear advantages over human-driven counterparts unless you subscribe to a somewhat dystopian view of avoiding human interaction. The short-term benefits of autonomy center on efficiency and cost savings, as autonomous vehicles can operate continuously without needing breaks.
• In rural areas, where we are driving now, these camera-based systems may struggle at the first sign of snow. Although precise LiDAR mapping can help, it won’t fully compensate; in cities, however, there are more fixed reference points that can assist navigation.
• As impressive as the system can be, it struggles when lane markings briefly disappear. It consistently tries to remain centered in the lane, but when markers vanish, it can swerve slightly as it searches for the center, which, while rarely dangerous, isn’t entirely confidence-inspiring.
• Interestingly, Wilson relayed that the SuperCruise system doesn’t recognize smaller road obstacles like traffic cones or barrels. This is a deliberate choice; current limitations make it difficult to reliably identify such hazards, yet it can create confusion during real-world situations, such as when approaching a construction zone delineating a lane closure. In these cases, SuperCruise continued to interpret the lane markings, creating a disconnect as the car continued to drive toward the barrels. This was the sole moment during the nearly 900 miles traveled when the system exhibited notable confusion; however, Wilson mentioned that dealers provide necessary information to customers about these limitations upon purchasing SuperCruise.
• We encountered a moment when the system locked itself out. After a driver change, I attempted to activate SuperCruise upon seeing its icon; however, the system abruptly disengaged, remaining unavailable for the next ten miles. A quick reboot of the car resolved the issue, with Wilson hypothesizing that a false positive occurred within the system’s safety protocols, prompting it to err on the side of caution. Although it was an easy fix, Wilson expressed disappointment that it shouldn’t have happened.
• The future of driving is unfolding before us. I still need to compare this with a more recent version of Tesla’s Autopilot, but based on my experiences, I believe the Driver Attention System—essential for the hands-off functionality—is what truly sets it apart. I appreciate the distinct separation between “the car is in charge” and “I am in charge,” and the intuitive status indicators on the steering wheel help keep you informed while focusing ahead.
• I also find it easy to regain control when needed—for instance, while changing lanes. This shift from the system to manual control is generally smooth and requires only overcoming a bit of steering resistance.
• A significant drawback relates to the center stack display; the information shown is somewhat small and cluttered. I wonder if the CT6 could benefit from a specific SuperCruise-focused screen option, showing only the most relevant details, such as system status, speed, and a road map, instead of irrelevant data like RPM or oil temperature.
• As semi-autonomous systems gain traction, the car interior design may evolve to accommodate scenarios where the driver is present but not engaged in active driving. The lengthy mileage on this system has prompted reflection on how cars are traditionally designed to prioritize the act of driving. You quickly realize how uncomfortable it becomes to be in the driver’s position when not in control, as your feet need to be atop the pedals and your hands awkwardly positioned near your chin or resting on your thighs.
• Another intriguing aspect is catching myself using my phone lower down to read brief news articles, despite countless times disparaging those who do the same while driving. It raises questions about the influence of this technology on my behavior and how it shifts perceptions.