Not everything fit on the screen

There was a long-standing equation in the automotive world: more technology meant more screens. Digital panels replaced analog gauges; multimedia screens grew larger, and many functions—from climate settings to driving modes—moved from physical buttons to screen menus.

Electric vehicles accelerated this trend. Giant central screens, front passenger displays, and screens dedicated to rear-seat passengers were added to the digital instrument cluster in front of the driver. Thus, the screen ceased to be merely the vehicle's control center; it became a showcase for entertainment systems, connected services, and the car's technological identity.

For a while, this transformation was considered the benchmark of modernity: the fewer buttons in the cockpit, the simpler the design; the larger the screen, the more technological the car appeared. Especially in electric vehicles, the digital experience became a competitive field as important as engine power and mechanical specifications.

However, the industry is now facing a fundamental question: Was moving everything to the screen really progress?

Why were touchscreens so appealing?

From the manufacturers' perspective, there were understandable reasons for the proliferation of screens. A single digital interface could perform the tasks of dozens of physical controls; the same hardware could be adapted to different models and markets via software; and new features could be added through updates. Simple cockpits with large screens also brought the aesthetics of phones and tablets into the car.

Another strong incentive was cost. Instead of a control group consisting of numerous cables, mechanical switches, connectors, and different plastic molds, consolidating functions into a single screen module could reduce the number of parts, assembly complexity, and the diversification required for different models and markets.

However, a car is not a smartphone. While looking at a screen is a natural part of using a phone, a driver's eyes must be on the road while driving. Physical buttons can be used with muscle memory, whereas touchscreens require visual confirmation for most operations. At highway speeds, even these brief glances can cause the vehicle to travel for dozens of meters without the driver's full attention.

The significant advantage of physical controls is that they can be located by touch. A driver can often use the volume or climate buttons they are accustomed to without taking their eyes off the road. The same operation on a touchscreen requires finding the right area, looking at the screen, and sometimes navigating through multiple menus. Therefore, the problem is not the existence of the screen, but which functions are moved to it.

Safety takes center stage in the debate

The issue is no longer just about users complaining that “the old buttons were better.” Safety organizations are also evaluating cockpit interfaces as a direct part of driving safety.

One of the strongest interventions in the debate came from Euro NCAP. In its 2026 assessment protocol, the organization placed more weight on the human-machine interface, making cockpit design a direct part of safety evaluation. The placement and intuitiveness of frequently used basic controls and the presence of physical controls are being assessed. It encourages offering functions such as the horn, turn signals, hazard lights, wipers, and headlights via physical controls or fixed controls that are always accessible on the screen.

An assessment published by the German automobile club ADAC in 2026 shows that the ease-of-use scores of vehicles in tests over the last seven years have declined. ADAC attributes this result particularly to touchscreens, layered menus, and controls that do not provide haptic feedback. In other words, while cars are developing technologically, they are in some cases becoming harder to use.

Manufacturers are re-evaluating physical controls

One of the strongest examples of this change is Volkswagen. Following criticism over touch-sensitive and capacitive controls on the steering wheel, the brand is once again prioritizing physical controls in its new generation of interior design. In the new electric ID. Polo, one of the first examples of this approach, steering wheel controls have returned to physical buttons, while climate functions have been moved to a separate row of buttons and volume control to a rotary dial. Volkswagen states that this new cockpit philosophy, which uses digital and physical controls together, will also guide future ID. models.

Hyundai, on the other hand, is striking a balance between digital interfaces and physical controls rather than abandoning screens. The Pleos Connect system, introduced by Hyundai Motor Group in 2026, features physical buttons on the steering wheel and below the screen despite having a large central display. The company states that this choice provides quick access to basic functions and supports driver attention.

Volvo's design chief, Thomas Ingenlath, also said that physical controls will increase again in the future and that it is not right to manage every function via a screen. Volvo's approach is not to remove screens, but to improve the balance between digital and physical control.

It is not the return of buttons, but a changing design philosophy

This change does not mean the automotive industry is giving up on technology. Software-defined vehicles, AI-supported assistants, constant connectivity, and remote updates will continue to be the core technologies of the coming period. Therefore, the car of the future is not expected to return to the button-covered cockpits of the 1990s.

What is actually changing is the definition of digitalization.

The fact that a function can be digitized does not necessarily mean it should be. Screens are extremely useful for complex functions such as navigation, media, vehicle settings, and personalization. In contrast, physical controls can offer a safer and more intuitive interface for controls that are frequently used and require quick access while driving.

The solution the industry is heading toward is the hybrid cockpit approach: frequently used safety and comfort settings remain physical, while complex operations are left to screens and advanced voice assistants. This makes it possible to maintain driver attention and ease of use without sacrificing digital capabilities.

After a long technology race, the automotive sector is rediscovering a simple design principle: good technology is not about showcasing as much technology as possible; it is about using the right technology in the right place. Therefore, the return of physical buttons is not a nostalgia movement, but an acknowledgment that the screen is not the answer to every problem.