by admin | Mar 13, 2025 | automotive industry, autos, cars, hybrid cars, technology
-
According to a report, Toyota is working on a new hybrid power system for its range of GR performance vehicles.
Autocar
.
-
At the core of the powertrain will be a newly developed turbocharged 2.0-liter inline-four engine capable of generating as much as 400 horsepower.
-
Toyota hinted at this powerplant with the GR Yaris M concept, which also suggests the possible comeback of the mid-engine MR2 sports car.
In recent years, Toyota has focused more on appealing to car lovers by offering a range of GR-branded sports vehicles, starting with the budget-friendly options.
GR86 coupe
to the
GR Corolla hot hatch
and the six-cylinder
GR Supra
Currently, Toyota is making sure that its GR series remains available in numerous countries, except for the United States, where stricter emission standards continue to be implemented.
Autocar
has mentioned that Toyota is developing a new hybrid system for upcoming high-performance vehicles.
The hybrid system will center on a newly developed turbocharged four-cylinder engine that is presently being created. Toyota hinted at this powertrain with the
The GR Yaris M concept was unveiled earlier this year at the Tokyo Auto Salon.
, replacing the small hatchback’s turbocharged three-cylinder engine with a centrally mounted 2.0-liter turbofour.
The engine can serve dual purposes for both conventional hybrid and plug-in-hybrid setups. Weighing in at 2.0 liters, this powerplant is more compact and lightweight compared to Toyota’s present offerings, largely due to a reduced piston stroke which aids in offsetting the additional mass from incorporating hybrid technology components.
Although Toyota has not revealed much information regarding the engine,
Autocar
proposes that the updated four-cylinder engine might generate approximately 400 horsepower for street use. Currently, the 2.4-liter horizontally-opposed four-cylinder in the GR86 delivers 228 hp, whereas the turbocharged 1.6-liter triple in the GR Corolla offers 300 horsepower. This hybrid system will similarly be employed in Toyota’s racing endeavors.
The mid-engine GR Yaris could potentially lead to a sports car with the engine positioned between the wheels.
Speculations regarding the comeback of the MR2 designation
have gained momentum over the last year. The
The FT-Se idea proposed in 2023 indicated that the next version of the MR2 could potentially be an electric vehicle.
, however, Toyota’s overall hesitation regarding electric vehicles and the GR Yaris M project suggest that a gasoline-driven sports car appears more probable.
Autocar
indicates that the mid-engine sports car received approval for production back in May, and
Toyota suggested potential developments for several new sports cars in a video posted last autumn.
, featuring a third-generation GR86, a new MR2, the reintroduction of the Celica, and a sixth-generation Supra. It also includes a flagship sports car—
apparently inspired by the 2022 GR GT3 concept
—was also listed and
has been spotted testing
, even though it might ultimately be branded as a Lexus.
Interested in buying a car? Discover your perfect fit on the MSN Autos Marketplace.
by admin | Mar 13, 2025 | automotive industry, autos, cars, driving, volkswagen
It’s impossible to overlook the Volkswagen ID.Buzz; particularly due to its distinctive two-tone body design that echoes its famous predecessor from the 1950s and ’60s. However, this modern version operates in the 21st century as an electric vehicle.
Before the introduction of the LWB version, the ID.Buzz was offered exclusively with five seats for family use (in Europe). That wasn’t sufficient. The launch of the ID.Buzz LWB addresses this issue. ‘LWB’ stands for ‘long wheelbase,’ which adds an extra 25 centimeters. Consequently, it now offers seven genuine seating positions along with additional luggage space and increased driving range. Therefore, the new model comes equipped with a battery capacity of 86 kWh usable energy (or 91 kWh as a total gross capacity)—this represents an increase of 7 kWh over the regular ID.Buzz featuring identical motors. While the enhancement might seem modest, every bit helps. Let’s delve deeper into these details later on. Now, let us get behind the steering wheel of this vehicle measuring 4.96 meters in length and embark on a highway journey towards the picturesque countryside around Kortrijk, Belgium.
Combi bus
Initiating the journey involves pressing down on the brake pedal and manually shifting the gear lever located behind the steering wheel. With this, we set off amid appreciative glances from those around us, impressed by the neo-retro aesthetic of our compact hauler. It’s tempting to respond with a surfer-style salute just to flaunt it further. Given that tonight marks an adventure, we’ll camp out using air-filled mattresses following a lively gathering where music plays a central role. Besides myself and my trio of companions who squeezed into the trunk area once I’d stowed away the back seat rows, everything else—bags, suitcases, inflatables, sleepwear, audio equipment including amplifiers, speakers, cable boxes, microphones, even a disco ball—all found their place neatly within the vehicle. This was achieved effortlessly under the tailgate (which has electric options available). Storage spaces beneath kept essential items such as first-aid kits and emergency triangles organized yet accessible. However, setting up microphone stands required positioning them at the rear seating section since they couldn’t fit elsewhere. Additionally, accessing the third-row seating via the optional power-sliding doors becomes straightforward thanks to folding mechanisms designed directly into these seats. Thus, loading up proves both simple and efficient.
Holiday Atmosphere
Sitting in the driver’s seat on the right side, you face an extensive dashboard that seems never-ending. This expanse offers little practical use. However, fortunately, there is a glove box located ahead of the front passenger above the actual glove compartment. Similar storage spaces can be found scattered around the interior of the vehicle. Additionally, close to the steering wheel, there is a slot designed specifically for smartphones, accompanied by two USB-C ports. Nonetheless, these elements become redundant if your smartphone supports wireless charging since the console includes an induction charger. Moreover, both the front-seat occupant and rear passengers have access to additional USB-C connections. Despite being predominantly made from plastic, connectivity within this welcoming space is comprehensive. To adjust lighting levels, the electrochromic panoramic sunroof allows you to change its transparency simply by swiping across a touch-sensitive zone on the ceiling—it adds a playful element! Furthermore, although it comes at extra cost, the acoustic insulation provided by the laminated windows effectively muffles external noise—imagine how quiet it feels inside! Interestingly enough, the car remains virtually silent under operation too.
Tchiki boum
Could you picture the stereotypical scene of individuals swaying to the rhythm of the music, strolling about in their emerald and ivory coach? This describes our experience during the trial (despite none of us being true aficionados). The ID.Buzz fosters an atmosphere conducive to relaxed discovery. On highways too, the road seems transformed. Dominating the flow of traffic and comfortably occupying the far-left lane becomes feasible thanks to the powerful 286 horsepower (210 kilowatts) engine mounted at the back of the van. With a remarkable torque outputting at 560 Nm, accelerating feels effortless; it achieves zero-to-100-kilometer-per-hour sprint within just 7.9 seconds when pushed properly. Top speed caps off at 160 kilometers per hour.
Nonetheless, maneuvering through curves and navigating roundabouts requires caution because of the substantial size of the vehicle. Despite having a lower center of gravity attributed partly to the hefty battery pack, it retains its bulky form factor akin to a carton of dairy products. Nevertheless, Volkswagen has optimized the airflow design enough to make extended drives viable, supported further by a fresh, fuel-efficient variant introduced into the VW ID lineup.
Traveller
In rural areas, one might achieve energy consumption under 19 kWh per 100 km. However, driving above 100 km/h typically increases this to about 23 kWh per 100 km or higher on average. Fortunately, we experienced mild springlike temperatures during our journey, allowing us to aim for approximately 300 km on highways and potentially over 400 km overall. Regardless of the season, planning rest stops every two hours along highway routes is feasible; longer breaks up to 2.5 hours may be needed depending on favorable conditions like good weather. When seeking out recharge stations, aligning the rear-right side of your vehicle close to the electrical outlet is essential. Although the peak charging rate can reach 200 kW, both the charger’s software and the automobile itself determine the effective output—often settling around 125 kW. Consequently, expect to take at least half an hour off from travel time to regain roughly 200 kilometers worth of battery charge unless faced with harsh winter climates. Notably, during colder months, options include heated rear seating and a windshield de-icing function.
Limited weight
Whether you’re setting up camp or visiting the recycling center, towing a trailer becomes feasible due to the electric tow hitch which supports up to 1000 kg. However, be cautious as adding passengers could push the overall weight beyond 3.5 tonnes, necessitating an appropriate driving license in such scenarios. There is also a minor detail worth noting: the vehicle has a maximum authorized gross weight of only 3340 kg. Consequently, fitting seven rugby players along with their equipment inside the limited space would exceed capacity limits. Even when converting the ID.Buzz into a makeshift cargo van by folding all seating options—offering a max volume of 2469 liters—it remains unsuitable for large-scale moves. Primarily designed as a family car rather than a moving truck, the interior emphasizes relaxation and daily convenience through features like comfortable seating and mood-enhancing ambient lighting. Additionally, the detachable display used for navigating and managing entertainment systems allows seamless connectivity. Lastly, although sizable, the compact steering radius combined with camera assistance significantly eases urban maneuvers; however, ensure there’s enough clearance—at minimum 5.5 meters—to maneuver effectively within tight spaces.
The Painful Price
The extended-wheelbase ID.Buzz is fantastic. Its sleek design makes it an enjoyable sight both inside and out when driving around town. With its sizable 86kWh battery, this vehicle promises exciting adventures without many sacrifices. However, during colder months, you might have to adjust your expectations somewhat. Priced starting at €62,000 inclusive of VAT—more than the shorter version which costs about €56,000—the longer variant packs a punch with 286 horsepower.
Our test unit from Belgium came fully loaded in Pro trim: extras included an entertainment package priced at €1,657, comfort features worth €3,091, add-ons like tow hooks and power-operated doors totaling another €3,130, plus additional styling upgrades amounting to €4,114 along with safety tech costing €2,585. All these pushed our total up to an impressive €85,722!
In comparison, French customers will find themselves paying roughly €58,400 for their seven-seat ID.Buzz Pro models. Meanwhile, buyers over in Switzerland would be looking at approximately 71,000 CHF as a base figure for the same configuration. Canadians should brace themselves for nearly $81,000 CAD before they get behind the wheel! Quite steep indeed…
(MH with Olivier Duquesne – Source: Volkswagen – Images: © Olivier Duquesne & Volkswagen)
by admin | Mar 7, 2025 | autos, battery electric vehicles, cars, electric cars, technology
Electric vehicles can serve as the accessible and dependable means of transport we require. However, this is true only if we cease attempting to confine them within the frameworks designed for gasoline-powered cars.
There are numerous explanations for why China dominates the electric vehicle (EV) market. The Chinese government invested heavily in this sector, streamlined regulations, offered incentives to consumers, and made land more affordable. Local firms with little to no background in manufacturing internal combustion engine (ICE) vehicles viewed this shift as a chance rather than a burden, unlike many Western companies who see it differently. However, one crucial aspect remains less discussed than it should be.
A
A significantly higher percentage of Chinese individuals purchasing electric vehicles (EVs) are doing so for their first car.
Many people previously owned just one or two vehicles. This is crucial because in China, electric vehicles came without most of the burdens that still hampered their adoption elsewhere.
Photo by: InsideEVs
Ford’s CEO has recently stated that the economics behind large SUV electric vehicles are “unsolvable.” I concur with this viewpoint, hence I believe that extended-range electric vehicles and hybrid models will continue to be prevalent in these market segments for an extensive period.
In 2022, the typical purchaser of a new car in the United States was approximately 51 years old.
per Cox Automotive
Even typical buyers of used cars were around 49 years old, with both demographics having above-average incomes. This indicates they are affluent individuals who came of age in an era heavily influenced by automobiles. Growing up during times when internal combustion engines were predominant, these folks also recall a period when air travel was considerably more expensive and less common. Consequently, many retain memories from childhood involving family trips taken in gasoline-powered vehicles. Throughout adulthood, they have primarily bought gas-fueled cars and depended on them extensively for transportation needs.
Currently, they are being informed that electric vehicles will soon supersede their traditional counterparts. However, for large, bulky vehicles which most consumers are used to purchasing, embarking on lengthy trips necessitates paying a significant additional cost, utilizing an array of planning and charging applications, and enduring a more time-consuming and challenging driving process. These individuals are now advised to acquire from the same company that previously provided gasoline-powered models—a brand known for selling familiar vehicle designs—at higher prices and generally inferior performance levels compared to what they have been accustomed to.
worse reliability
.
So
of course
they’re pissed off.
I know I am.
When looking to substitute a $2,500 Chevy Tahoe for camping trips, I opted to lease a Chevy Blazer EV instead.
I enjoy cruising around town with it, but the eco-friendly tires restrict its ability to handle unpaved roads. The seats cannot be fully flattened, which prevents me from using it for camping naps like I do in my Tahoe.
During a 1,000-mile round trip to Utah, I spent hours trying to keep it charged.
.
I missed out on seeing an incredible view at Bryce Canyon due to range anxiety and having just one of the two required Tesla charging adapters. The adapter I possessed was not enough.
permitted me to utilize Superchargers
, but this meant occupying two parking spaces, making me appear rather rude. What really put things into perspective was that with electricity rates between $0.53 and $0.65 per kWh at numerous charging points, I ended up not saving anything compared to completing the journey in a gasoline-powered crossover.
The experience sucks.
I haven’t come across a direct equivalent as an electric vehicle (EV) option for this, since honestly, it seems ridiculous for someone who is 27 years old without children to drive such a large SUV that could practically serve as a bed. There isn’t really a necessity for an EV version of something like this.
If you’re coming at this from the perspective of a gasoline-powered vehicle, I understand completely. You might be thinking about long road trips. Or perhaps driving through remote areas. Maybe even imagining summertime excursions to Hilton Head from Cleveland, which takes around 14 hours. You could also be envisioning fussy children at service stations and all the inconvenience of adapting to a method that your old gas-guzzler handled effortlessly for years.
However, an electric vehicle is not like a gasoline-powered car; they operate quite differently. This difference leads to distinct compromises, as extensively discussed: today’s models tend to be either overpriced or poor for long-distance travel.
Photo by: Mack Hogan/InsideEVs
I enjoy driving my Blazer EV, yet I wouldn’t have forked over the $52,000 asking price. Instead, I acquired it for just $273 per month plus an upfront payment of $2,000, as both the dealership and GM absorbed some costs—a clear indication that high-priced electric vehicles may not be attracting buyers purely based on their merits.
These two issues are interconnected. Once electric vehicles are freed from the requirement for long-distance travel, all other concerns become less significant.
Drive the Blazer. The account provided here encompasses roughly three out of eight months since acquiring the vehicle. These instances represent some of the most extreme scenarios encountered during this period—a journey exceeding 1,000 miles through rural parts of America. This aligns with the quintessential idea of an adventurous cross-country adventure cherished by so many Americans. Nonetheless, such long-distance travel isn’t what we primarily use our car for. Having resided in California for approximately three years, this was merely the second occasion where I ventured over 500 miles from home. More common excursions like those to Joshua Tree National Park and Anza Borrego Desert State Park fall comfortably within the capabilities of the Blazer. Despite being routine activities, they still stand as exceptions rather than regular occurrences.
Even though most advertisements depict mountain routes and emphasize features like towing capability, performance, exploring uncharted territories, or mastering the open road out west, these scenarios likely account for only about ten percent of actual driving experiences. Most often, your vehicle simply gets you to work, school, visits with friends, or nearby cities. There isn’t much in the way of grand adventures; it merely transports you between locations routinely.
Listen, it would be awesome if this were our everyday reality. However, in trying to address extremely rare scenarios—such as people driving large luxury SUVs off-road—the Hummer EV became pricier, even more outlandish, and significantly heavier. Perhaps we could let hybrids and EREVs handle rock crawling instead.
In all these scenarios, an electric vehicle (EV) presents a much superior option. However, concentrating on the alternate scenario—long-distance travel—diminishes this benefit. Electric vehicles demand virtually no routine upkeep due to their enclosed motors and less complex drive systems. But once you adapt an EV for long drives, it needs to be heavier, leading to higher tire costs. The straightforward design of EVs also suggests they would be more economical to manufacture. Nonetheless, as expected, the substantial battery significantly bumps up the price, making it $15,000 dearer than its gasoline counterpart.
I understand, I understand. You
need
To embark on that road trip. Despite occurring annually, it is crucial, regardless of the reason. Believe me, I have no intention of seeking you out. Instead, my message emphasizes this: Allow gasoline to manage these tasks for now.
Offer extended-range EVs
, as well as hybrid and even pure gasoline-powered drivetrains for those who often embark on lengthy journeys. Gasoline trucks are remarkable vehicles, and it will be some time before any electric vehicle can match the Ford F-150’s capabilities at an equivalent cost. Let the internal combustion engines tackle the cross-country drives; they have proven their mettle over many years.
Photo by: Ford
The Lightning is an excellent pickup truck, yet it remains a hard sell compared to a gasoline-powered F-150 that offers lower costs and superior towing capabilities regardless of location.
This will allow electric vehicle designers to concentrate on the genuine benefits of this shift. Car manufacturers are opting to produce range-extender EVs equipped with smaller battery packs and gasoline powertrains for extended mileage. Instead, they may provide a higher-end all-electric option, boasting several hundred miles of driving range.
Reverse the approach. Provide the same compact battery option for both choices. Equip the electric vehicle with a 150-mile range and emphasize long-distance travel as an additional feature. Consider offering rental services for range extenders or extra battery units. Service centers at dealerships will likely seek fresh avenues to remain active as electric vehicles rapidly surpass internal combustion engine reliability.
Provide affordable electric vehicles that still manage to be engaging. Although buyers might have dismissed models like the Nissan Leaf and Mini Cooper SE, did the planners contemplate that Americans generally avoid buying hatchbacks irrespective of their powertrain type? Instead, introduce an urban-friendly SUV equipped with ample interior space and sufficient driving range to transport your mountain bike into the wilderness. This model should come at a pre-credit cost of around $30,000. Given Chevrolet’s promise of offering a 319-mile-range Equinox EV for approximately $35,000, achieving even better value seems entirely feasible.
The Chevy Bolt might suit anybody’s daily travel needs and also cope well with moderately long drives. Should someone succeed in giving it a more appealing design—something less bland than a laser printer—it could become the electric vehicle for the masses that we’ve been looking for.
Create a luxurious variant as well. If given the choice, I wouldn’t mind keeping my old, worn-out gasoline pickup indefinitely—if only my primary vehicle were a sleek, leather-appointed electric pod equipped with top-of-the-line audio systems and seating. By incorporating compact motors and batteries, this minimalist approach could make premium finishes easier to achieve. Also, develop an all-electric Ford Ranger; suggest opting for the hybrid model if extended travel range is needed. Electric vehicles offer affordability, simplicity, and smooth operation—not direct substitutes but rather complementary options where traditional models have reached near perfection.
Electric vehicles are already gaining traction in the commercial van market, as purchasers in this category concentrate on their daily activities instead of an occasional yearly journey they might undertake.
This presents an occasion for reinvention. However, it necessitates moving away from viewing electric vehicles (EVs) as superior or inferior to those powered by gasoline. We must cease treating them merely as automobiles equipped with battery packs and start seeing them as a distinct mode of transport. They won’t entirely supplant petrol in all scenarios just yet. Yet, for our day-to-day existence and the vast majority—about 90 percent—of the journeys we undertake, they represent the perfect answer.
Electric vehicles aren’t like gasoline cars. This is a positive aspect.
Contact the author:
Mack.Hogan@insideevs.com
.
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2024 Chevy Blazer EV Owner Review After Six Months: Pros and Cons
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Will Hybrids Be the Next Big Thing in Electric Vehicles?
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Creating a plug-in hybrid vehicle is much more challenging than you might assume.
by admin | Mar 7, 2025 | automotive industry, autos, cars, technology, technology industry
VW removed many of the physical controls from its initial electric vehicles and went through a lengthy, difficult learning process as a result.
-
Volkswagen plans to reintroduce physical keys for control purposes, beginning with the ID.2 model.
-
Every upcoming model will feature control buttons instead of touchscreen panels on the steering wheel.
-
Mercedes is another car manufacturer that recognized in-car screens are far from perfect.
Car manufacturers are gradually beginning to pay attention to what both automotive journalists and vehicle owners have been criticizing for nearly ten years now: Packing every function of the car into a touchscreen is not as effective as having separate physical buttons for important operations.
One of the companies noted for reverting to physical keys is
Volkswagen
, whose newest models have become overly reliant on touch controls, with features either hidden within a touchscreen interface or moved to an irritating haptic feedback panel.
For quite some time, we’ve been aware that Volkswagen was thinking about bringing back certain buttons in their vehicles. However, the company never formally confirmed these plans. Recently though, Andreas Mindt, who leads VW’s design team, confessed that they are indeed looking into reintroducing physical buttons.
Autocar
That using this method was an error, and now the car manufacturer is reversing course on this direction.
“From
the ID.2all
From now on, we will feature physical buttons for the five key functionalities: volume control, temperature adjustment on both sides of the vehicle, fan operation, and hazard lights, all located below the display,” Mindt explained.
Autocar.
He stated, “These will be included in all our cars moving forward. We will never repeat this error again. The steering wheels will feature actual buttons instead of touch controls. No more uncertainty. You get tangible feedback; it’s genuine, and everyone enjoys using them. To clarify, these are vehicles—not smartphones.”
Photo by: Volkswagen
In addition to this, the five functions that will have separate controls are
criteria set by Euro NCAP, which plans to incorporate these into its safety assessments beginning in 2026
If a vehicle lacks manual controls for the horn, windshield wipers, turn signals, hazard lights, and SOS features, it will not attain the highest five-star rating.
Therefore, it’s not only us journalists who view shifting towards touch-only interfaces as unwise. Matthew Avery, the director of strategic development at NCAP, pointed out: “We’re witnessing an increasing number of incidents involving collisions due to distractions.”
Politico
.
You’ll understand why that isn’t surprising if you’ve ridden in a contemporary Volkswagen, similar to this one.
an ID.4
, which requires you to use illuminated haptic sliders beneath the screen for adjusting the cabin temperature or media volume (though the 2024 update did add backlighting across all models except the entry-level one). If you wish to precisely tweak your climate control settings, you have to do so via the touchscreen—a process that feels more complicated than necessary, particularly since Volkswagen’s infotainment system can sometimes be cumbersome.
More On This
-
BMW’s New Panoramic iDrive Adds More Screens, But With A Twist
-
The Revised Tesla Model Y Continues to Feature Its Turning Indicator Lever
-
The Mazda 6e Is a Striking Rear-Wheel Drive Electric Liftback Featuring a 50-Inch Virtual Display
-
Disregard Displays: Hyundai Aims to Put Controls On Your Windshield
-
What Electric Vehicle Offers the Finest Customer Experience?
-
Xiaomi’s Latest Electric Vehicle Will Allow Users to Install Physical Buttons Beneath Its Touchscreen
Volkswagen worsened the driving experience by replacing traditional buttons with touch-sensitive panels on the steering wheel. This design can lead to accidental activations and may not consistently respond when intentional contact occurs.
Mercedes is another manufacturer that went all-in on screens, and its steering wheel-mounted touch controls are even
more annoying
then VW’s. Similar to Volkswagen, Mercedes ought to consider reverting to buttons and knobs following statements from the company’s Chief Design Officer, Gorden Wagener, who acknowledged that “
screens aren’t luxury.
This statement comes from a carmaker that provides an enormous 56-inch display made up of three screens fitted within their vehicles, spanning across the complete width of the dashboard.
Expense has significantly fueled this shift. Car manufacturers understand that incorporating a large display in contemporary vehicles is essential for attracting buyers. Consequently, it becomes more straightforward and cost-effective to consolidate all controls into a single screen instead of procuring and installing numerous physical switchgear components. This approach has resulted in considerable frustrations, such as with Volkswagen and Volvo implementing certain designs.
Their windows switch settings are far more irritating just for a few cents in savings.
.
Tesla initiated this pattern with
the original Model S
And with its enormous display that made everything appear outdated. Despite being an impressive screen that pushed traditional car manufacturers to strive for more, once the initial excitement faded, many began questioning if relying solely on a screen-based interface was truly superior.
This issue became more pronounced with subsequent Tesla models. The introduction of the Model 3 Highland pushed simplicity even further by eliminating the turn signal, windshield wiper, and gear shift stalks entirely. This makes their vehicles uniquely dependent on swiping controls on a touchscreen for shifting between drive and reverse gears. However, at some point, Tesla acknowledged that removing the indicator stalk went too far.
And it might return it, albeit in a more basic version without extra features.
Gradually, these businesses appear to be realizing that physical buttons can be crucial for safety when driving at speeds of 65 mph on the highway. Even if this adds a few extra cents to the cost of each vehicle for brands like Volkswagen and Tesla, it appears to be a beneficial compromise.
by admin | Mar 7, 2025 | automotive industry, autos, cars, technology, technology industry
Volkswagen removed many physical controls from its initial electric vehicles and went through a lengthy, difficult learning process as a result.
-
Volkswagen plans to reintroduce physical keys for control, beginning with the ID.2 model.
-
In all upcoming models, the primary controls will be buttons instead of touch panels located on the steering wheel.
-
Another car manufacturer that recognizes in-car displays are far from perfect is Mercedes.
Car manufacturers are gradually beginning to address the concerns raised by both automotive journalists and vehicle owners over the past ten years: integrating all of a car’s functionalities into a touchscreen is not as effective as providing distinct physical buttons for essential operations.
One of the companies noted for reverting to physical keys is
Volkswagen
, whose newest models have become overly reliant on touch controls, with features either hidden within a touchscreen interface or moved to an irritating haptic feedback panel.
For quite some time, we have been aware that Volkswagen was contemplating reinstating certain physical buttons in their vehicles; however, the company never formally confirmed these plans. Recently, though, Andreas Mindt, who heads up design at VW, has confessed to this idea.
Autocar
That using this method was an error, and now the car manufacturer is reversing course on this direction.
“From
the ID.2all
From now on, we will include physical buttons for the five key features—the volume control, temperature adjustment on both sides of the vehicle, fan operation, and hazard lights—located below the display,” Mindt explained.
Autocar.
He stated, “These will be included in every vehicle we produce moving forward. We will never repeat this error again. Physical buttons will be placed on the steering wheel instead. No more guesswork involved. You get tangible feedback; it’s genuine, and customers adore it. To clarify, it’s meant to be a car, not a smartphone.”
Photo by: Volkswagen
In addition to this, the five functions that will have separate controls are:
criteria set by Euro NCAP, which plans to incorporate these into its safety assessments beginning in 2026
If a vehicle lacks tangible controls for the horn, windshield wipers, turn signals, hazard lights, and SOS features, it will not attain the highest five-star rating.
Therefore, it’s not only journalist who view shifting entirely towards touch-based interfaces as unwise. Matthew Avery, the director of strategic development at NCAP, pointed out: “We’re witnessing an increasing number of accidents caused by distractions from these interfaces.”
Politico
.
You’ll understand why that isn’t surprising if you’ve ever ridden in a contemporary Volkswagen.
an ID.4
, which requires you to use illuminated touch sliders beneath the display for adjusting the cabin temperature or media volume (though the 2024 update added backlighting across all models except the entry-level one). If you wish to precisely modify your climate settings, you have to do so via the touchscreen—an option that proves more cumbersome than necessary, particularly when Volkswagen’s infotainment system isn’t functioning optimally.
More On This
-
BMW’s Latest Panoramic iDrive Introduces Additional Displays with a Unique Spin
-
The Updated Tesla Model Y Still Has A Turn Signal Stalk
-
The Mazda 6e is a stunning rear-wheel-drive electric liftback featuring a 50-inch virtual screen.
-
Disregard Displays: Hyundai Aims to Transfer Controls Onto Your Windshield
-
What Electric Vehicle Offers the Optimal User Experience?
-
Xiaomi’s Latest Electric Vehicle Will Allow Users to Install Physical Buttons Beneath Its Touchscreen
Volkswagen worsened the driving experience by replacing traditional buttons with haptic panels on the steering wheel. These panels might be triggered inadvertently during use, and they often fail to react properly when intentional contact occurs.
Mercedes is another brand that fully embraced displays, with its touchscreen controls mounted on the steering wheel being particularly notable.
more annoying
then VW’s. Similar to Volkswagen, Mercedes ought to consider reverting to buttons and knobs following statements from the company’s Chief Design Officer, Gorden Wagener, who acknowledged that “
screens aren’t luxury.
This statement originates from a carmaker that provides an extensive 56-inch display consisting of three screens within their vehicles, spanning across the complete width of the dashboard.
Expense has significantly fueled this development. Car manufacturers understand that incorporating a large display in contemporary vehicles is essential for attracting buyers. Consequently, it becomes simpler and more economical to consolidate all functions into a single touchscreen instead of procuring and installing numerous physical buttons. This approach has resulted in considerable user frustration, exemplified by decisions made by brands such as Volkswagen and Volvo.
Their windows switch settings are far more irritating for mere cents in savings.
.
Tesla initiated this trend with
the original Model S
And with its enormous display that made everything appear somewhat outdated. Despite being an impressive screen that pushed traditional car manufacturers to struggle to keep up, once the initial excitement faded, many began questioning if relying solely on a screen-based interface was truly superior.
This issue became more pronounced with subsequent Tesla models. The introduction of the Model 3 Highland pushed minimalist design even further by eliminating the turn signal, windshield wiper, and gear shift stalks altogether. Currently, their vehicles stand as the sole offerings on the automotive market that necessitate swiping on a touchscreen to switch between drive and reverse gears. However, at some point, Tesla acknowledged that removing the indicator stalk went too far.
And it will probably return it, though in a more basic version without any extra features.
Gradually, these businesses appear to be realizing that physical buttons can be crucial for safety when driving at speeds of 65 mph on the highway. Even if this adds a few extra cents to the cost of each vehicle for brands like Volkswagen and Tesla, it appears to be a beneficial compromise.
by admin | Mar 5, 2025 | automotive industry, autos, battery electric vehicles, business, electric cars
The European Commission has unveiled an action plan aimed at aiding the European automotive sector’s access to crucial strategic technologies such as batteries, software, and self-driving capabilities, alongside reducing regulatory obstacles.
![]()
On Wednesday, Apostolos Tzitzikostas, who serves as the Commissioner for Sustainable Transport and Tourism, unveiled the plan.
The list includes five key programs aimed at bolstering the struggling automobile sector, an industry that constitutes 7% of the EU’s gross domestic product and supports approximately 14 million jobs throughout the union.
Nevertheless, the industry has faced challenges stemming from supply chain disruptions, elevated energy expenses, and an excessive dependency on crucial imports.
To tackle this issue, the Commission has declared a fund of €1.8 billion aimed at establishing a safe and competitive supply chain for battery raw materials.
Ensuring a secure source of batteries and their raw materials is among the primary challenges the automotive sector faces during the shift towards emission-free vehicles.
“We aim to boost local manufacturing to reduce strategic vulnerabilities, particularly when it comes to producing batteries,” stated Commission President Ursula von der Leyen on Wednesday.
Moreover, the European Commission highlighted the importance of European automotive manufacturers becoming frontrunners in producing AI-driven, interconnected, and autonomous vehicles. In order to facilitate this, they committed to providing €1 billion in funding from 2025 through 2027.
An additional €570 million will be allocated for financing the establishment of charging stations.
The action plan outlines additional measures to enhance the skills of workers within the sector and pledges further assistance to small and medium-sized enterprises (SMEs).
More adaptable yet fundamentally unaltered clean mobility objectives
The Commission remains committed to its clean mobility goals, firmly establishing the limits for emissions from new cars and vans in 2025, 2030, and 2035.
At present, the aim is to gradually reduce the emissions of newly manufactured vehicles until 2035, after which only zero-emission models will be allowed to be produced.
“We will adhere to our committed emission goals while adopting a practical and adaptable strategy,” Von der Leyen stated.
Following numerous appeals from the automotive sector, and with electric vehicle sales decelerating in Europe, the Commission pledged to introduce an updated revision.
If implemented, this change would allow vehicle makers three years rather than just one to achieve their compliance goals (emission limits) by calculating the average across 2025-2027. This means that if they fall short in any single year within this period, they could compensate during another year within the same timeframe.
Even though they are currently adhering to the targets, the Commission intends to examine the regulations concerning CO2 emission standards during the latter part of 2025, earlier than initially anticipated.
In the meantime, the Commission committed to supporting increased demand for European zero-emission vehicles and released a fresh proposal aimed at decarbonizing business fleet vehicles. Such fleets account for 60% of new vehicle registrations.
Enhancing the presence of European automakers on the international market
The United States is threatening Europe with a 25% trade tariff, posing a significant risk to the region’s automobile sector. Additionally, European car manufacturers are facing pressure from Chinese competitors globally, leading to reduced profit margins.
To assist European automakers in turning the tide, the Commission committed to “maintain fair competition” through various tools. This includes implementing anti-subsidy actions along with forging free trade deals.
The Commissioner designated India as one of the “like-minded” nations where the EU might forge advantageous trade deals.
Diverse responses from the sector regarding the Action Plan have been observed.
The European Automobile Manufacturers’ Association (ACEA) stated that although they supported the action plan, “important components were not included.”
The ACEA stated that ambitious steps are required to enhance infrastructure, provide demand incentives, and lower production costs for automobiles, vans, trucks, and buses.
Sigrid de Vries, who serves as the Director General of ACEA, further commented: “This suggested adaptability to achieve CO2 objectives over the next few years marks a positive initial move toward a more practical strategy for reducing carbon emissions, influenced by current market conditions and geopolitical factors. This offers potential relief for manufacturers of cars and vans, assuming that essential support like increased consumer demand and robust charging facilities will indeed be implemented.”
E-Mobility Europe stated: “We are disappointed that the European Union’s 2025 CO2 targets have been reduced, which could potentially hinder near-term electric vehicle sales, decrease investment certainty, and disadvantage top companies.”
Lucie Mattera, the Secretary General of ChargeUp Europe, voiced her concerns as well, stating: “The European Commission has reaffirmed the target for 2035 with zero emissions. Despite this, the flexibility measures brought forward today are misguided and cause unnecessary ambiguity during the transitional phase. However, more than 11 million electric vehicles have already hit European streets, indicating that the shift towards sustainable transportation is firmly progressing.”
In response to the frequent critique that an insufficient number of charging stations hinders demand, she stated: “The electric vehicle charging infrastructure industry expands daily, providing faster charging speeds and enhanced, smooth EV charging experiences.”
The main problem with the updated charging infrastructure is
obtaining entry to the grid
, which provides electricity.
It might require several months, possibly even years in certain instances.
To tackle this issue, the commissioner stated that Brussels will release recommendations for member states aimed at reducing wait times.
The Commission is also considering whether it should make it obligatory for member states to prioritize these requirements, ensuring that permit approvals can be expedited.
