The technological revolution in the automotive sector sometimes seems to turn into a farce. After fervently embracing refined cockpits dominated by touch screens, China is reversing course with a series of new regulations. Mandatory physical buttons, “yoke” steering wheels banned, and reinforced requirements on automated driving, Beijing wants to regain control without renouncing innovation. A turn that could influence the entire world.
A return to fundamentals
China wants to impose physical buttons, ban “yoke” steering wheels, and tighten automation rules. A significant regulatory shift. © Tesla
For a decade, China has supported a radical transformation of cockpits, dominated by large central screens and a drastic reduction of physical controls. Widely inspired by Tesla, giants like BYD or Xiaomi have popularised streamlined dashboards, where some essential functions for driving or safety systems could be found in submenus. But after already launching a crusade against electric door handles, a hot topic in Europe, the Ministry of Industry and Information Technology (Miit) is facing new challenges. And in particular, that of buttons. Or rather, their absence.
Buttons, for real
Indicators on the steering wheel, forward and reverse on the screen: in the latest Tesla Model 3 and Model Y, some systems have been widely criticised by users. © Alex Krassovsky
This is how the Chinese ministry is preparing a set of rules regarding functions considered essential for safety, which must now be controlled by dedicated physical devices. Indicators, hazard lights, gear selection, or emergency calls cannot be relegated to a touch screen or hidden behind a secondary menu. The controls must take the form of buttons or fixed switches, with a minimum surface area of 10 mm by 10 mm. The aim is for drivers to be able to activate them without taking their eyes off the road or relying on the responsiveness of a screen. This approach explicitly targets the ultra-minimalist architectures that have dominated in recent years, where streamlined aesthetics and the reduction of physical parts took precedence over ergonomics in dynamic situations. In fact, real usage has already reached some manufacturers, who have already stepped back from the all-touch approach, while Euro NCAP is considering the issue.
The “yoke” steering wheels incompatible with the new standard
Moreover, China is addressing other systems. The draft mandatory standard GB 11557-202X, which will replace the standard in force since 2011 from 1 January 2027, significantly tightens the requirements related to steering mechanisms. Beijing now aligns the maximum permissible force during a driver impact against the steering wheel to 11,110 newtons, or approximately 1.1 tonnes of pressure, according to international regulation UN R12. Specifically, the steering wheel must not transmit excessive load to the chest in the event of a frontal collision. Stricter thresholds are set for upward or backward movement of the steering column in the event of a collision. With this new testing methodology, the semi-circular steering wheels seen in Tesla (the famous “Yoke”), Lexus, or in some concepts (Mercedes) are practically doomed. At least in the crosshairs.
In Lexus, the One Motion Grip steering wheel is offered as an option in the electric SUV Lexus RZ. © DR
The new standard imposes impact tests at ten precise points around the circumference of the steering wheel. In a steering wheel devoid of a top, these points simply do not exist. Therefore, they are not technically compliant. The authorities rely on data indicating that 46% of driver injuries come from the steering mechanism. A circular steering wheel would offer a wider dissipation surface during a secondary collision. This is compounded by the issue of airbag deployment: the standard now prohibits any hard projectile oriented towards the occupant. The atypical shapes and internal structures of “yoke” steering wheels create breakage patterns that are more difficult to validate during high-speed tests.
Automation: the bar raised
The regulatory review does not stop at ergonomics. Level 3 and 4 driving systems must demonstrate a level of safety equivalent to that of an attentive and competent human driver. Manufacturers must submit a formal safety file, covering common scenarios such as high-risk situations. In the event of failure or lack of recovery, the vehicle must reach a “minimum risk condition”, that is, stop safely on its own. The remote supervision of fully automated vehicles is also regulated. By legislating on this point, China requires, without turning its back on automation, that it be demonstrable, measurable, and legally defensible.
A rebalancing that transcends Chinese borders
This new series of measures driven by Beijing, awaiting official validation, comes in the logic of banning hidden door handles, considered problematic in certain accidents. In a country where manufacturers have pushed the integration of screens and futuristic interfaces to the limit, reality ultimately reaches technical limits. These safeguards do not stifle innovation, but ensure that it is not at the expense of the driver and their safety. A repositioning that questions other major markets. To recall, in Europe, regulation 2019/2144, known as General Safety Regulation 2 (GSR2), imposes a series of mandatory driving aids from July 2024. Brussels acts on functions and expected performance, without explicitly regulating the form of controls or the architecture of cockpits. Unconventional steering wheels remain homologable as long as they comply with existing testing protocols, and the all-touch approach is not formally prohibited. A different approach with a continent that adds layer upon layer of mandatory safety devices while China modifies its protocols to account for new designs. It remains to be seen whether this impending Chinese tightening will remain specific to its market or whether, in the long term, it will influence international standards.
