The modern electric vehicle promises a cleaner, quieter, more technologically advanced driving experience. But a growing chorus of drivers, industry analysts, and automotive journalists is raising an uncomfortable question: Have automakers gone too far in digitizing the automobile? As touchscreens replace physical buttons, software updates alter vehicle behavior overnight, and subscription models gate features that were once standard, the relationship between driver and machine is being fundamentally rewritten — and not everyone is pleased with the new terms.
The issue crystallized in a recent analysis by MSN Autos, which posed the question directly: Are electric cars becoming too digital? The piece highlighted a pattern that has accelerated across the industry — the migration of basic vehicle controls from tactile, physical interfaces to software-driven touchscreen menus. Climate controls, mirror adjustments, windshield wiper settings, and even glove box latches have been absorbed into central screens in many EVs, creating what critics describe as a distraction-prone and sometimes dangerous driving environment.
The Touchscreen Takeover and Its Discontents
Tesla pioneered the minimalist, screen-centric interior with the Model S and doubled down with the Model 3, which eliminated nearly every physical control in favor of a single 15-inch touchscreen. Other manufacturers followed suit. The Volkswagen ID.4 moved climate and volume controls to touch-sensitive sliders. BMW introduced gesture controls. Rivian and Lucid built their cabins around expansive digital displays. The argument from automakers has been consistent: screens are cheaper to produce than banks of physical switches, they allow for over-the-air updates, and they give the cabin a modern, uncluttered aesthetic.
But the backlash has been building steadily. Euro NCAP, Europe’s leading vehicle safety assessment body, announced that beginning in 2026, cars will need to have physical controls for turn signals, hazard lights, windshield wipers, and the horn in order to receive the highest safety ratings. The organization cited research showing that touchscreen-dependent controls increase the time a driver’s eyes are off the road. A widely cited study by Sweden’s Vi Bilägare magazine found that performing simple tasks like adjusting the cabin temperature or changing a radio station took up to four times longer in touchscreen-heavy vehicles compared to cars with traditional buttons and knobs.
Software-Defined Vehicles and the Question of Ownership
The digitization concern extends well beyond screen interfaces. The concept of the “software-defined vehicle” has become a central strategy for virtually every major automaker. General Motors, Ford, Stellantis, and BMW have all publicly stated that recurring software revenue — through subscriptions, feature unlocks, and data monetization — is a core part of their future business models. BMW drew particular ire when it briefly offered heated seat subscriptions in certain markets, charging owners a monthly fee to activate hardware already installed in their vehicles. The company eventually reversed course in some regions, but the precedent alarmed consumer advocates.
Tesla charges $99 per month — or a one-time fee of $8,000 — for its “Full Self-Driving” software package. Features like rear heated seats and acceleration boosts have also been offered as paid software unlocks. Mercedes-Benz sells a subscription to unlock additional horsepower in its EQ electric models. These practices raise a fundamental philosophical question about car ownership: If the hardware is in the vehicle you purchased, should you have to pay again to activate it?
The Reliability Problem Nobody Asked For
There is also the matter of reliability. As vehicles become more dependent on software, they become more vulnerable to software failures. Owners of various EV models have reported screens going black mid-drive, infotainment systems rebooting unexpectedly, and features disappearing or malfunctioning after over-the-air updates. A 2024 J.D. Power Initial Quality Study found that EVs had significantly more problems per 100 vehicles than their internal combustion counterparts, with many of those issues related to software and electronics rather than mechanical components.
The problem is compounded by the fact that many of these systems are interconnected. When a central touchscreen fails in a vehicle where it controls climate, navigation, charging settings, and even basic driving functions like shifting gears, the consequences can range from inconvenient to genuinely hazardous. As MSN Autos noted, the increasing complexity of these digital systems has introduced new categories of failure that traditional automobiles simply did not face.
Privacy Concerns Accelerate Alongside Technology
Connected vehicles also present serious data privacy issues. A 2023 report from the Mozilla Foundation branded modern cars as “the worst product category we have ever reviewed for privacy.” The study found that 84% of car brands reviewed share or sell personal data, and 56% will share information with law enforcement without requiring a court order. Electric vehicles, with their always-connected nature, constant location tracking, and detailed usage telemetry, are particularly data-rich. Every charging session, every route, every cabin conversation picked up by in-car microphones is potentially collectible data.
The issue has drawn attention from lawmakers. Senator Edward Markey of Massachusetts and other legislators have called for stronger automotive data privacy protections. In California, the state’s Consumer Privacy Act provides some guardrails, but enforcement remains inconsistent. For many EV owners, the realization that their vehicle is constantly transmitting data to its manufacturer — and potentially to third parties — comes as an unwelcome surprise buried in lengthy terms-of-service agreements that few read before signing.
The Right to Repair Meets the Software Wall
The digitization of vehicles has also intensified the right-to-repair debate. Independent mechanics increasingly find themselves locked out of vehicle systems that require proprietary diagnostic software. Tesla, in particular, has faced criticism for restricting access to repair tools and software, effectively forcing owners to use Tesla’s own service centers. While some progress has been made — Massachusetts passed a right-to-repair law in 2020, and the FTC has signaled support for broader repair access — the trend toward software-defined vehicles threatens to make independent repair even more difficult in the years ahead.
John Davey, a veteran automotive technician quoted in multiple trade publications, has described the situation as a “ticking time bomb” for independent shops. “When everything is controlled by software and the manufacturer holds the keys, the consumer loses choice,” he said. The concern is not hypothetical: as vehicles age and leave warranty periods, owners who cannot access affordable independent repair may face steep costs or be forced to abandon vehicles that are mechanically sound but digitally bricked.
Some Automakers Are Listening — Slowly
Not every manufacturer is racing toward maximum digitization. Porsche has made a point of retaining physical controls in its Taycan EV, including dedicated buttons for climate and driving modes. Hyundai and its Genesis luxury brand have maintained physical volume knobs and climate controls even in their most advanced electric models. Mazda has been particularly outspoken, with executives publicly criticizing the touchscreen-only approach as unsafe and pledging to keep physical controls in their vehicles.
There are also signs that consumer preferences are pushing back against the trend. In surveys conducted by AutoPacific and other market research firms, buyers consistently rate physical controls as more satisfying and easier to use than touchscreen alternatives. The used car market has shown strong demand for older vehicles with simpler interfaces, and some analysts have attributed part of the EV adoption hesitancy — particularly among older buyers — to discomfort with the heavily digitized ownership experience.
Where the Industry Goes From Here
The tension between digital capability and driver experience is unlikely to resolve quickly. Automakers have invested billions in software platforms, and the recurring revenue potential of subscription-based features is too lucrative for most companies to abandon. At the same time, regulatory pressure from bodies like Euro NCAP, growing consumer frustration, and the competitive advantage available to brands that offer a more intuitive, less screen-dependent experience may force a recalibration.
The automobile has always been a product defined by the tension between engineering ambition and practical usability. The digitization of electric vehicles represents the latest chapter in that ongoing negotiation. But as cars become more like smartphones on wheels — complete with subscription fees, software updates, data harvesting, and planned obsolescence — the question is no longer whether the industry has gone too far. For a significant and growing number of drivers, the answer is already clear. The real question is whether automakers will listen before the backlash becomes a buyer’s revolt.