Mercedes-Benz restores the buttons that matter, but its big screens are here to stay

Mercedes regrets losing buttons, not building big screens

Mercedes-Benz Group CEO Ola Källenius told Autocar that the industry as a whole may have gone too far in its move towards digital controls. Carmakers, he said, can sometimes embrace technology for its own sake and lose sight of what customers actually need.

Källenius confirmed that Mercedes has already reintroduced physical steering-wheel controls and will restore the buttons that make the most sense. He does not believe the industry has necessarily reached “peak screen”, however. In his words, it has reached “low button”.

Physical controls are easier to use on the move

A control must remain usable on a rough road, while the driver is wearing gloves and in situations where it is unsafe to look away from the road for long. The shape, location and resistance of a physical roller or switch help the fingers find it without visual guidance. A distinct click or movement also confirms that the command has been registered.

A smooth touch-sensitive surface provides no equivalent reference point. A bump can move the driver’s finger onto the wrong area, an accidental touch can trigger an unwanted function and the driver may need to look at the display to check the result. Such controls are particularly awkward on a steering wheel, which is constantly moving and on which the position of the driver’s hands changes.

That does not make touchscreens unsuitable for cars. Moving a map, searching for charging stations, adjusting detailed audio settings and customising a user profile all work well on a large display. For volume, cruise-control settings and other frequently used functions, however, a physical control is generally quicker and easier to operate without looking.

The Hyperscreen remains central to the Mercedes cabin

Mercedes is continuing to expand its displays at the same time. Introduced in the EQS, the original MBUX Hyperscreen places the driver display, central touchscreen and front-passenger display behind a single curved glass assembly measuring 141 cm across.

Mercedes uses what it calls a Zero Layer interface in MBUX. Instead of forcing the user through multiple submenus, the system brings contextually relevant applications to the top level. It learns the driver’s habits and can suggest a regular navigation destination, a massage programme or raising the suspension at a familiar location.

The electric GLC shows that Mercedes has no intention of shrinking its screens. It is available with a new seamless MBUX Hyperscreen measuring 39.1 inches, or 99.3 cm. Unlike the earlier three-display arrangement beneath one cover, this is presented as a continuous display extending across the dashboard.

The GLC also runs MB.OS, Mercedes’ chip-to-cloud software architecture. The platform links four main vehicle domains: infotainment, automated driving, body and comfort, and driving and charging.

Future Mercedes dashboards may therefore contain even more display area than today’s. The difference is that the driver should no longer have to open a digital menu for every simple task.

Not every function needs its own button

A complete return to centre consoles covered in switches would not make sense either. A modern car offers hundreds of configurable functions, applications and driver-assistance settings. Providing a separate physical control for every operation would increase the number of components, consume space and make it harder to alter functions through software updates.

The most logical approach divides the interface into three groups. Frequently used and driving-related functions are handled by physical controls. The touchscreen manages navigation, media, charging and deeper settings. Voice control can enter a destination or adjust a comfort function without requiring the driver to take a hand off the wheel.

A physical switch does not have to be technologically old-fashioned. It can still send its command through MB.OS, while its behaviour can be configured in software. The driver nevertheless retains clear tactile feedback.

Euro NCAP now measures control usability

Mercedes’ change of direction also fits Euro NCAP’s revised safety assessment. The organisation introduced a substantially reworked rating system in 2026, structured around Safe Driving, Crash Avoidance, Crash Protection and Post-Crash Safety.

Within the Driver Engagement part of Safe Driving, Euro NCAP assigns five points to its General Vehicle Controls assessment. Half of those points cover driving-related controls, while the other half cover comfort and infotainment functions.

Euro NCAP does not require a mechanical switch for every function. Depending on the task, its protocol may accept a direct physical input, a voice command, an always-accessible touch control or a touchscreen menu requiring no more than two steps. A menu-based control requiring more than two steps is never accepted for any of the functions included in the assessment.

The first cars tested under the new system showed how interface design can affect the result. Euro NCAP praised the BMW iX3 for its dedicated physical controls for the indicators, hazard warning lights, horn, headlights and gear selector. The Zeekr 7GT scored poorly for general vehicle controls because many functions, including driving settings and climate control, are operated through the central touchscreen. Both cars nevertheless achieved five-star overall ratings.

Euro NCAP is not a regulator, and its ratings do not determine European type approval. Poor control design can, however, reduce the Safe Driving score and make a five-star result harder to achieve. That gives manufacturers a clear incentive to preserve direct access to essential functions.

Voice control cannot replace every switch

Mercedes continues to invest heavily in voice control alongside physical buttons. Spoken commands work well for entering a destination, starting a phone call or changing the cabin temperature. They allow the driver to keep both hands on the wheel and avoid searching through menus.

Voice control still depends on background noise, language support and the system’s ability to interpret the speaker correctly. Some cloud-based functions may also require connectivity. Passenger conversation, an open roof or heavy road noise can make recognition more difficult. For a function requiring an immediate response, a switch in a fixed location remains more dependable.

A good interface does not force the driver to use only one method. The same function can be available through a button, the screen and a voice command, allowing the driver to choose whichever suits the situation.

The quality of a button also helps define luxury

A physical control in a premium car serves more than a practical purpose. Its material, finish, resistance and operating sound all contribute to the perceived quality of the cabin. A well-engineered metal roller can feel more expensive than a large glossy touch panel.

The widespread use of touch-sensitive surfaces reduced the number of individual components, but it also made some interiors feel more alike in use. Reintroducing physical controls gives Mercedes designers another opportunity to distinguish a model through both appearance and touch.

That matters particularly in cars costing well into six figures. Buyers expect high-quality materials and precisely engineered details as well as a large display. Software graphics can look dated after a few years; a well-made switch can retain its appeal for much longer.

Mercedes is choosing balance, not retreat

Mercedes-Benz is not bringing the touchscreen era to an end. Large displays, MB.OS, artificial intelligence and voice control will become even more important in future models. The company is instead moving away from the idea that one method of control is suitable for every task.

The screen presents information and handles more complex settings. A physical control operates functions that the driver must use quickly and without looking away from the road. Voice control provides a third option when the system can carry out the command reliably.

Mercedes did not necessarily go too far with the size of its screens. It went too far in removing the buttons. Its future cockpits may therefore offer even more digital surface area while returning the controls that drivers need to locate and operate by touch.