So it is that driving my Stiletto (four Cibié halogen headlights, recent of manufacture but not in design) or my Saab 96 (Wipac Quadoptic halogens) at night is actually easier. The contrast is gentler and the cut-off isn't quite so sharp, allowing a little light scatter to fall on shapes beyond the beam pattern without actually dazzling anyone, so you can sense better what's around you. You really don't need lights any brighter or cleverer than this, even in a properly fast car.
And then there's that other major problem with the latest high-dazzle headlights. They tend to be fitted to tall SUVs, because that's what people think they need to buy nowadays. So when an SUV is closely following what I still think of as a normal car, which means one of relatively low height as most classics are, that normal car's interior mirror can seem as though it's about to melt. It's dangerous and intimidating for its driver, and rude on the part of the dazzler as I felt all too keenly when driving that Velar. There's a minimum-height requirement for headlights already, but there should be a maximum-height one too.
Fifty years ago, when the new-fangled 'quartz-halogen' bulbs appeared, a few people thought that they, too, were unnecessarily bright. But opprobrium was much less vehement than it is for today's latest headlights, because the problem was much less severe. That people complained at all was really only because the new halogens, combined with the 'continental' cut-off at the top of the dipped beam and the upward kick of the pattern towards the kerb, were so different to drive behind from the warm, fuzzy light-pools of the Lucas 'sealed-beam' headlights that most Brits were used to.