Any Business Motoring reader who has been driving for a number of years will agree that the pace of technological change in the modern vehicle has never been so rapid.
It was not so many years ago that autonomous emergency braking was a new and magic safety aid that was only available on more expensive cars. A few years prior to that, and even satellite navigation was considered a clever device, the very basic maps on a tiny screen atop the centre console among the most desirable features in car equipment specifications.
Today, we routinely plug our phones into our cars, or even don’t bother, joining them wirelessly through Bluetooth. Not only do we have our maps displayed on huge central touchscreens, they can take over many aspects of our journey, guiding us where we want to go but also organising parking, where to eat…
Autonomous emergency braking, meanwhile, has become the mandatory norm and base level of an ever-widening array of Advanced Driver Assistance Systems (ADAS), that are providing seemingly increased levels of safety protection every time we get behind the wheel.
However, such technology advances provided by electronics are now automating many functions of driving that we once took for granted, heading towards a goal stated by more than one manufacturer of completely autonomous progress, with the occupants merely travelling rather than driving their vehicles.
So is this technology rush, adopted with enthusiasm by vehicle manufacturers, going too fast? Recent developments suggest it could be, raising serious safety concerns that should be on the mind of all of us driving these new models – and particularly fleet managers concerned with protecting the health and safety of their employees.
Take for example the infotainment touchscreen, now dominating the centre console of all but the most basic of cars. Where once one used said screen for little more than selecting the audio entertainment and displaying the sat nav map, now it can control just about every function in the car, from climate control to driving modes and braking input.
Several manufacturers have exploited such technology to move almost all the functions formerly controlled by buttons and dials onto the touchscreens, allowing the creation of neat and tidy, minimalist cabin layouts.
Swedish electric vehicle brand Polestar is typical of the trend. Last year when Business Motoring drove both the new Polestar 3 and Polestar 4, we commented on how every function lived on one screen, describing the options presented as “quite daunting”.
Three levels of brake regeneration, for example, could only be changed via the touchscreen, which rather negates such situations as taking advantage of descending steep hills to pour more energy back into the battery. And taking things to extremes, on the Polestar 4 we described it as frustrating “to navigate a menu screen just to change the direction of the air vents.”
We’ve singled out Polestar, but touchscreen loading has been endemic among new models across the industry, leading to worries over how long drivers will be distracted from viewing the road ahead by changing settings on menu screens.
This month, our sister site Motor Trade News reported how breakdown provider Start Rescue joined calls for a return to more physical buttons on dashboards, citing increasing call-outs to drivers who believe their screens are not reacting correctly to commands.
Start argues a click of a switch or turn of a dial, as opposed to navigating a touchscreen menu, is simpler, less distracting and therefore safer, and it’s a view safety bodies are already taking notice of.
Euro NCAP, the organisation that crash-tests new cars and awards them star safety ratings highly regarded by both drivers and operators, has already described the overuse of touchscreens is an industry-wide problem.
“Almost every vehicle-maker (is) moving key controls onto central touchscreens, obliging drivers to take their eyes off the road and raising the risk of distraction crashes,” Euro NCAP’s Matthew Avery told The Sunday Times.
The safety body has reacted to this trend – new test protocols will begin in 2026, and only those manufacturers who place essential functions on a physical control, rather than a touchscreen, are likely to see their cars earn a top five-star rating. The effect is already evident with the most recent new models such as the Renault 5 seeing a return to more physical controls.
Start Rescue has also recorded rising instances of drivers calling the breakdown provider with queries relating to ADAS, such as lane assist or driver fatigue alerts. Drivers unfamiliar with such systems can be alarmed when the car seemingly takes control of its own steering or braking.
While this suggests that drivers need better education on today’s technology, it does also focus on the varying levels of intervention assisted driving technology can provide across cars from different manufacturers. And again, Euro NCAP is on the case.
The safety body generally supports technology that detects potential hazards, warns drivers and takes corrective action automatically. It also recognises that assisted driving systems can help drivers keep a safe distance from vehicles ahead and the vehicle centred in its lane, as well as adjusting car speeds to stay within limits and when needed avoid or mitigate collisions.
However, Euro NCAP has also highlighted recent studies highlighting the risks that automation may pose to human operators.
“Therefore, it remains crucial that automakers design these systems in a way that keeps drivers engaged and responsible for the driving task, whilst providing back-up in emergency situations,” the safety body commented.
These concerns are being reflected in the safety tests; Euro NCAP determines an ‘Assisted Driving’ (AD) grading and in the most recent test results revealed this month, models from Tesla and Volvo – both brands who make much of their safety standard – were found wanting.
Euro NCAP criticised Tesla’s description of its system as an ‘Autopilot’ and the fact that the steering resisted attempts by the driver to override the assistance – when the driver persisted it simply disengaged completely.
The Volvo’s ‘Pilot Assist’ system reportedly displayed similar resistance to driver input and Euro NCAP also highlighted the fact that it was controlled through the touchscreen, forcing the driver to take their eyes off the road to view its alerts.
“The safe operation of Assisted Driving systems can only be achieved if consumers clearly understand their role as drivers, know how to operate the system, and are aware of its limitations,” said Euro NCAP’s AD/ADAS Technical Manager, Adriano Palao.
“Providing correct information for consumers is fundamental. For example, Euro NCAP believes that Tesla is misleading consumers about their Autopilot system’s capabilities simply through its name and marketing, which could have potential safety implications,” he added.
“A well-designed system will co-operate with the driver, appropriately inform about the level of assistance, and ultimately offer crash avoidance in critical situations; otherwise, it may introduce additional risks,” Palao concluded.
So the message to fleet managers drawing up the next list of cars for their drivers to choose from is clear. Do not take the presence of all singing and dancing touchscreens, and a long list of ADAS safety aids, for granted.
All these features need hands-on testing to determine just how intuitive, rather than intrusive, they will be to a driver’s safe progress. Technology can be a big plus – but not at the expense of the human factor…
