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Automakers are restoring physical buttons, stalks, rollers and dials for controls drivers use often or may need instantly, while keeping large touchscreens for navigation, media, vehicle setup and other software-rich functions. The result is a hybrid cabin—not a return to button-only dashboards—shaped by driver-distraction concerns, customer complaints, automaker usage observations and new safety-assessment incentives.
What is changing inside new cars?
For much of the 2010s and early 2020s, automakers moved climate settings, steering-wheel functions and other everyday tasks into large central displays. The approach simplified hardware and made it possible to add features through software, but it also meant drivers had to look at a screen, open a menu or press a small virtual control for jobs that once took a single tactile movement.
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The current change is selective. Automakers are bringing back controls for functions that are frequent, safety-relevant or difficult to operate by sight alone. Volume, temperature, fan speed, hazard warning lights and steering-wheel inputs are likely candidates. Screens still make sense for maps, media libraries, charging information, configurable displays and settings that change as software evolves.
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That division explains why a new dashboard can have both a wide display and a row of real switches beneath it. The design question is no longer “buttons or screens?” It is which interface is appropriate for each task.
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Why physical controls can help while driving
They can be found and operated by feel
A distinct button, rotary knob or stalk gives the driver a physical target. With practice, the hand can find it without the driver reading a changing graphic interface. Shape, resistance and position provide feedback that a flat glass panel cannot always reproduce.
Volkswagen design chief Andreas Mindt described steering-wheel controls as valuable because they provide “real feedback,” and summed up the company’s philosophy with: “It’s not a phone: it’s a car.” Hyundai design chief Luc Donckerwolke made a related point for performance-oriented N models: touchscreen operation is difficult when a driver is wearing gloves, so additional steering-wheel controls can be more practical.
They avoid menu depth for high-priority functions
A physical hazard switch or wiper stalk is available immediately. A software control may require waking the screen, finding the correct page and confirming that the command registered. Every additional layer increases the time during which the driver may be looking away from traffic.
Euro NCAP’s 2026 Safe Driving assessment specifically calls for direct physical input for indicators, windscreen wipers and washer, hazard warning lights, the horn and the eCall emergency button. This is a safety-rating protocol, not a universal legal requirement. Manufacturers can still sell vehicles with different interfaces, but a design that hides these functions in a touchscreen can lose points in the assessment.
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They remain usable when the car is moving
The FITS project abstract by Daan M. Pool and Yasemin Vardar identifies two interaction problems in moving vehicles: vibration and acceleration can disturb finger movements, and a touchscreen demands visual focus. A driver trying to hit a small on-screen target while the vehicle is turning or travelling over a rough surface faces a different challenge from one operating a clicky switch.
Those observations do not prove that every button is safer than every touchscreen. A poorly placed or confusing switch can still distract a driver. The practical lesson is that control placement, size, consistency and feedback matter as much as the presence of hardware.
What the interface studies actually show
A 2024 driving-simulation paper by Nicolas Louveton, Rod McCall and Thomas Engel tested eight touchscreen arrangements that varied menu depth and breadth, along with three task types. Its abstract reports that visual demand for systematic interaction increased as menus became deeper, while search and memory tasks produced different patterns. In other words, the way a screen is organized affects workload; “touchscreen” is not a single design.
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One free scan finds every outdated or missing driver and matches the right update for your exact hardware.Free scan · exact hardware matchThat distinction is important when evaluating a car. A large, high-contrast control on the first screen is not equivalent to a tiny setting buried several levels down. Conversely, a crowded panel of poorly differentiated physical switches can be hard to use. Current evidence supports reducing unnecessary visual and manual interaction for core driving tasks, but it does not provide a universal crash-reduction percentage for replacing screens with buttons.
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Why automakers are responding now
Customer complaints have become harder to ignore
An Associated Press editorial roundup published in April 2024 reported that customer complaints helped push some automakers, including Volkswagen, toward manual buttons again. The report presented this as consumer backlash against menu-heavy controls rather than a quantified survey result. Drivers commonly object to having to tap through multiple screens for temperature, fan speed or other routine adjustments.
Usage data identifies the functions people repeat
In a September 2025 interview with Autocar, Mercedes-Benz software boss Magnus Östberg said software-defined vehicles allow the company to observe which functions drivers use frequently. He said the data indicated that physical controls work better for high-frequency functions and that Mercedes wanted a balance between physical inputs and touch. His reported regional observation was that European drivers tended to prefer buttons, while Asian drivers were described as more accepting of touch and voice. Those are company observations, not independent market research.
The logic is straightforward: if a task is repeated on nearly every trip, a dedicated control can reduce friction; if it is used rarely or changes with software, a screen can avoid a permanent piece of hardware.
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Safety assessments now create a design incentive
Euro NCAP’s 2026 protocol makes control layout visible in vehicle testing. The organization said its latest protocols reward “the intelligent use of physical buttons and controls” because this can reduce driver distraction. Automakers already design around crash-test requirements, so a scoring system that explicitly examines basic controls can accelerate a shift that customer feedback had started.
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The protocol should not be confused with a law or with a controlled comparison of crash rates. It evaluates how easily essential functions can be reached and operated. A vehicle may score well overall while receiving a weak driving-controls result, because the overall rating includes several other safety areas.
What Euro NCAP’s 2026 examples reveal
Euro NCAP’s published examples show a wide spread in driving-control scores. These figures apply to the vehicles and assessment protocol described in its 2026 release, not to every model from the same manufacturer.
| Vehicle | Driving-controls result | What the figure means |
|---|---|---|
| Audi Q7 | 90% overall for driving controls; 100% for essential driving tasks | Euro NCAP praised visible, ergonomically placed buttons and stalks. |
| BMW iX3 | 100% | Score reported among the assessed vehicles discussed by Euro NCAP. |
| CUPRA Raval | 80% | Driving-controls score in the assessed vehicles discussed. |
| GEELY E2 | 80% | Driving-controls score in the assessed vehicles discussed. |
| Kia EV2 | Score not stated in the cited passage | Euro NCAP described its driving controls as performing well. |
| XPENG X9 | 20% for primary driving controls | Despite the low controls score, the vehicle received five stars overall. |
| ZEEKR 7GT | 20% | Driving-controls score in the assessed vehicles discussed. |
| AION UT | 20% | Driving-controls score in the assessed vehicles discussed. |
| Leapmotor B05 | 0% | Driving-controls score in the assessed vehicles discussed. |
Euro NCAP also noted that the Audi Q7 and Kia EV2 kept essential functions simple. The contrast with the XPENG X9 illustrates why a controls score is not a crash ranking: a vehicle can earn five stars overall while still needing improvement in the way primary controls are operated.
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| Automaker | Reported plan or feature | Timing and qualification |
|---|---|---|
| Volkswagen | Physical controls below the screen for volume, heating on each side, fan functions and hazard lights, plus physical steering-wheel buttons. | Andreas Mindt described this in March 2025 for future models beginning with the production version of the ID 2all. Confirm the equipment of a specific released model rather than treating the statement as proof that every current Volkswagen has it. |
| Mercedes-Benz | Rockers, rollers and buttons on a redesigned steering wheel for the new GLC and CLA Shooting Brake electric vehicles; a plan to make the arrangement standard across the range and retrofit it to cars already on sale, starting with the CLA saloon. | Details came from Magnus Östberg’s September 2025 interview with Autocar. A stated rollout plan does not establish that every retrofit or update has been completed. |
| Hyundai | Next-generation interiors intended to retain physical buttons, potentially with a smaller touchscreen and an easier operating system. N models may gain more steering-wheel controls. | Design leaders described these intentions in April 2025, with the first next-generation interiors due in 2026. Equipment remains model- and market-specific. |
| Renault | The Mégane E-Tech Electric’s OpenR cockpit combines central displays with physical buttons beneath the main screen for important functions such as air conditioning. | This is an existing mixed-interface example that predates the 2025 announcements. Optional functions, including the heated steering wheel, are handled through screens. |
These examples show that “bringing buttons back” does not mean removing software. Each company is deciding which controls deserve a permanent location and which can remain configurable.
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What should be physical, and what can stay on a screen?
There is no universal parts list, but the following framework reflects the functions emphasized by Euro NCAP and the automaker statements.
- Strong candidates for direct controls: indicators, wipers and washer, hazard warning lights, horn, eCall, primary climate adjustments, volume and frequently used steering-wheel commands.
- Good candidates for a screen: navigation destinations, media browsing, charging schedules, detailed vehicle configuration, account settings and features that change through software updates.
- Cases needing special care: heated seats, drive-mode selection and camera views. These may be used often in some vehicles but rarely in others, so placement and first-screen access matter.
For a particular vehicle, ask whether the function is reachable without a menu, whether its control can be identified by touch, whether the location stays consistent and whether it remains usable with gloves or while the wheel is turned.
How to evaluate a touchscreen-heavy interior
- List the tasks you perform every drive. Include indicators, wipers, climate changes, audio volume, demisting and driver-assistance adjustments.
- Try each task while stationary. Note the number of taps, menu layers and confirmations required. A first-screen button and a fourth-level submenu are materially different.
- Check tactile feedback. Test whether a control clicks, detents or resists differently from its neighbors, and whether you can locate it without looking.
- Test the driving position. Confirm that the control is reachable with the steering wheel straight and during a turn, and that your hand does not block the display or another switch.
- Test gloves and lighting. Cold-weather gloves, bright sunlight and nighttime brightness can expose problems that a showroom demonstration misses.
- Separate standard equipment from software options. A function shown in a demonstration may be subscription-based, optional or limited to a higher trim.
These checks are more useful than counting buttons. A small number of well-placed controls can outperform a crowded panel, while a large display can be perfectly suitable for tasks that do not require rapid, repeated input.
What about aftermarket button and dial kits?
The Associated Press roundup reported that third-party firms were offering buttons and dials designed to mount below the screens of some touchscreen-heavy vehicles. This creates a narrow accessory category for owners who want tactile control over selected functions.
Availability, vehicle year, trim compatibility, electrical integration, airbag clearance and warranty effects vary by product. No particular listing or fitment is established here. Treat an aftermarket kit as a vehicle-specific modification: verify the exact model and software version, confirm that it does not obstruct safety equipment, and avoid assuming that a product advertised for one trim will work on another.
What the button revival does not prove
- It does not show that every physical button is safer than every touchscreen.
- It does not establish a measured crash-rate reduction caused by reinstating buttons.
- It does not make Euro NCAP’s scoring protocol a statutory requirement in every country.
- It does not mean all future cabins will use the same controls or that every announced feature has reached production.
- It does not eliminate the need for drivers to set navigation, climate and media before moving whenever possible.
The strongest supported conclusion is narrower: direct, well-sited controls can reduce the visual and menu interaction required for core tasks, and automakers now have both customer and assessment reasons to provide them.
Bottom line for car shoppers
When comparing interiors, judge the division of labor between hardware and software rather than choosing a side. Look for direct controls for indicators, wipers, hazards, the horn and emergency functions; tactile, consistent inputs for high-frequency tasks; and a screen that handles complex information without burying basic adjustments. The best current designs are hybrids: they preserve software flexibility while giving the driver an obvious physical path for the actions that matter most.
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