Tag Archives: automotive

Would your future self still buy it?

As is perhaps par for the course in ‘think pieces’, this one starts with the fact I came across a study recently that got me thinking about what ostensibly is a fairly simple question.

Think back to the person you were five years ago. Now imagine yourself five years from today. Which of those two people feels more like you?

My instinct was that the person in the past would feel closer. After all, I know him. I can remember what he did, what sort of things he cared about and some of the decisions he made. It is concrete, or at least salient. The future version is, by definition, imaginary.

Apparently, most of us see it the other way round.

The study published this summer in Personality and Social Psychology Bulletin looked at this across 12 studies involving more than 11,000 people in nine countries. Participants tended to see their future selves as more similar to who they are today than equally distant versions of themselves in the past.

Can you see the nice little trap in that? We can see how much we have changed because we have the evidence: jobs we once thought were perfect, clothes we wore, things we spent money on, opinions we would now rather prefer not to have quoted back to us. But when we look forwards, we tend to start with the person we are today and extend the line out, it is a line of betterment and the past shows the iterations from a more inferior you.

The researchers found something else too. People expected their future selves to be happier with decisions made today than they themselves were with equivalent decisions made by their past selves.

So I can look at a decision made by 2016 me and think, “Well, I wouldn’t do that now”, while remaining pretty confident that 2036 me will appreciate the excellent judgement displayed by 2026 me.

And, happily for someone in my industry and sphere of work, there’s probably quite a lot of consumer behaviour tucked up in there.

Psychologists and economists have studied a related phenomenon, projection bias, for some time: our tendency to assume that future tastes will resemble current ones more than they really will. Some of the evidence is charmingly mundane. People buy more cold-weather clothing when the weather happens to be cold when they order it, and are subsequently more likely to return it. See also portable aircon units this summer.

The same effect appears in much bigger decisions. Research covering tens of millions of car transactions and millions of house purchases found that the weather at the time of purchase affected choices including convertibles, four-wheel drives and, in a rather obvious reveal for where this study took place, how much buyers appeared prepared to pay for houses with swimming pools or air con. It’s self evident that a hot day can apparently make a swimming pool look like a more enduring feature of the life you want than it will seem in February.

All of which is mildly amusing when such a mistake is an unused coat. It becomes rather more interesting when the thing lasts a decade or more.

Consider buying a new kitchen. You are choosing it for a household that will change while the kitchen remains literally and figuratively unmoved. Children get older. People work differently. Parents become less mobile. The person who currently enjoys time consuming or otherwise elaborate cooking may not always do so. The huge island designed around a convivial bunch of people eating together may eventually accommodate two laptops a week’s post and an abandoned bowl of bananas.

Yet most kitchen-buying journeys quite reasonably concentrate on establishing what you want now and in the near term. How do you cook? What do you like? Which finish? Which appliances? How much storage? Sensible questions all, but they nevertheless assume that the customer answering them is a reasonable proxy for the customer who will still be living with those answers ten years down the line.

It’s a problem we wrestled with on AGA as an even clearer example. It is an unusually emotional purchase with an unusually long physical life. Someone can be buying a particular idea of home as much as an appliance, while making assumptions about how they will cook, entertain, use energy and organise their household many years into the future.

Cars too compress the same problem albeit into a shorter ownership cycle. A customer configuring a £70,000 car measurable can spend a remarkable amount of time deciding on wheels, trim, seats and tech while making shakier assumptions about the things that will more reliably determine whether the car actually suits them: mileage, commuting, children, dogs, mobility, where they live or whether they can charge at home. In which circumstances a configurator is very good at helping them specify the car they desire today. It is less interested in whether the car makes sense for the life they are likely to have whilst owning it.

Perhaps then the broader problem is that businesses are generally better at designing for differences between customers than for changes within the same customer. We segment people, research their needs and optimise journeys around what they tell us. Then, at the point of purchase, we implicitly freeze them in place.

Now, that lens becomes particularly interesting when the organisation, as most of course do, measures success at the point of conversion. In the examples above, the customer has ordered the kitchen, signed the finance agreement or placed the deposit, so the data point shows the journey worked. But that only tells us that the system was effective at producing a transaction. It says nothing about whether the decision aged well.

By way of a thought experiment then, imagine putting the following question halfway through a checkout:

Under what reasonably foreseeable changes in your life would this stop being a good decision?

Reader, your optimisation or conversion teams may reasonably object and, asked literally, it sounds like the business has decided suicidally to introduce doubt at precisely the moment it should be trying to remove it. But it is not a literal suggestion but rather a usefully provocative question for the people designing the whole purchase system.

What future changes could make this purchase wrong? Which can reasonably be anticipated? Where should the customer be helped to think about them, and where would that simply create needless anxiety? Can the product or service adapt later if those circumstances change?

A kitchen company might instead therefore help someone consider how a space works as children grow up or mobility changes. A retailer of high-end cast iron stoves might talk honestly about seasonal use, running costs and how people actually live with the product over many years. A car journey could surface likely changes in annual mileage, charging access or family use before somebody has spent a Sunday morning deciding between two varieties of tan leather.

This is less a matter of adding another clever question to the website than deciding what a good outcome actually is. Sometimes removing uncertainty will help the customer. Sometimes the same uncertainty is telling you something useful about the decision. For an expensive, long-lived purchase, someone who has never seriously considered whether the thing will continue to suit them may be very confident at checkout and considerably less confident six months later. Whereas someone whose reasonable doubts have been explored and answered may take slightly longer to decide, but they may also be less likely to cancel, regret the purchase or feel they were pushed into it.

That may be commercially useful in ways a purist conversion dashboard struggles to see. The sale still matters, obviously. But how can we ensure also continues to look like a good one once the customer has become somebody slightly different?

AI: I used AI to do some research to freshen up my knowledge of the specific behavioural biases at work and to stop me circling the point too many times. It produced an extract of the post and the tag list. The words however are therefore mostly mine.

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The Great Touchscreen Con Job

Some mistakes happen in a moment. A quick lapse of judgment, an ill-advised decision at 3 a.m., an email sent to Reply All. Others take years, unfolding in slow motion as warning signs are ignored, reasonable objections are silenced, and people in boardrooms nod sagely at their own catastrophic short-sightedness. The mass adoption of touchscreen-only controls in cars falls into the latter category.

Volkswagen has now admitted the error of its ways, vowing that physical buttons are back for good. “We will never, ever make this mistake again,” said their Chief of Design, as if they’d been tricked into it by some mysterious force, rather than actively championing the change.

It raises a bigger question. How did it happen in the first place? How did entire teams of HMI experts, human factors specialists, and UX researchers – people whose literal job is to stop this kind of nonsense – allow it to happen? Were they asleep at the wheel, or were they simply drowned out by design teams infatuated with minimalism and finance teams rubbing their hands at the thought of fewer moving parts?

The answer, of course, is all of the above.

The cult of minimalism, confusing more screens with innovation

At some point in the last decade, car designers decided that buttons were offensive. They cluttered up dashboards. They broke the sainted, uninterrupted lines of modern interior design. Worse, they weren’t futuristic. The ideal was a sleek, unbroken surface, like an iPhone, only larger and more expensive to replace if it b0rked.

This obsession with minimalism went unchecked because it looked fantastic in concept renders. Screens glowing with digital promise, smooth and uninterrupted by the ugliness of function. Never mind that the only reason buttons existed in the first place was that they worked. Never mind that people could reach for a dial without taking their eyes off the road, adjusting the temperature by feel alone, a level of usability that no amount of software updates could replicate.

Rob Tannen, a human-centred design specialist, summed it up recently on LinkedIn: “Fundamentally, the problem with touch-based interfaces is that they aren’t touch-based at all, because they need us to look when using them.” In a moving vehicle, that isn’t just bad design, it’s dangerous.

The significant point here though is that this was not a revelation. UX researchers have known it for years. The car industry had, in fact, already worked this out in the 1980s, which is why it spent decades refining tactile, mechanical controls that allowed drivers to focus on the road and remain at arm’s length. But in their rush to be seen as technologically advanced, OEMs decided to throw that institutional knowledge in the bin.

The accountant’s dream, confusing cost-cutting with innovation

Touchscreens are cheap. They replace dozens of mechanical components with a single panel of glass, a bit of wiring, and some off-the-shelf software. For car manufacturers looking to shave costs wherever possible, it was an irresistible proposition. Instead of painstakingly engineered switches, they could throw everything onto a digital interface and call it an upgrade.

Charles Mauro, a veteran in human factors (HF), called this for what it was: “We only have touch screens in vehicles because such interfaces provide a marketing and sales boost to new cars by lending the impression of ‘high-tech’ and modern feature sets. From HF’s perspective, they remain highly impoverished interfaces.”

In other words, it wasn’t about what was best for the driver. It was about what looked best in a press release.

But removing physical controls isn’t just an inconvenience, it’s actively worse. Simple tasks that once took a split-second, a quick flick of a switch, a half-turn of a dial, became a (painstaking) exercise in menu navigation. Climate control settings buried in submenus. Hazard lights requiring two taps and a prayer. Windscreen wipers accessed through a system designed by someone who apparently lives in the desert (i.e. Tesla).

The real irony? Some of the most expensive, high-end cars, the ones that supposedly define luxury, ended up with the worst interfaces. A £120,000 SUV with a laggy touchscreen that freezes in winter. A luxury saloon where temperature adjustments require you to gesture-swipe on visuals of air vents. The tech-driven future, they said.

The Silicon Valley delusion

Blame Tesla. When the upstart EV brand introduced its monolithic, screen-heavy interior, traditional carmakers panicked. If Tesla was doing it, surely that was the future?

OEMs, desperate not to look outdated, decided they had to copy the software-defined model. Everything should be digital, infinitely updatable, infinitely customisable. Who needs buttons when you can have a dynamically shifting interface?

This was a critical misunderstanding of why Tesla got away with it. Tesla’s approach worked (to an extent) because the entire car was designed around it. But for traditional manufacturers, retrofitting touchscreen interfaces onto vehicles that had been developed with physical controls made for a UX disaster.

The dream was that everything would be intuitive. The reality was that even basic tasks became a chore. Ford, in an attempt to embrace this brave new world, introduced ever larger screens into its cars. The result, as The Verge put it, was predictable: “Surveys have shown growing customer dissatisfaction with in-car tech, especially touchscreen software. People are overwhelmed, and Ford’s response seems to be to add more screens, which is not a guarantee for success.”

The data problem

There’s a particularly dangerous kind of UX research that looks at how often people use controls and decides that if something isn’t used frequently, it should be buried.

This is how Tesla ended up hiding the wiper controls inside a screen menu. Their reasoning? “People don’t use them often.” A brilliant insight in California, somewhat less so if you live somewhere with rain.

This logic led to cars where drivers had to dig through menus for basic functions. The entire point of a car interface is that when you do need something, it should be immediately accessible and context really, really matters. Nobody wants to enter a submenu for demisters when their windscreen is fogging up at 70mph. Auto Express’s report is well worth a read here

The Return of Sanity

Volkswagen’s public climbdown marks a turning point. Hyundai has followed suit. The backlash has been strong enough that manufacturers are now scrambling to put buttons back in their cars, pretending that they always intended to.

But it wasn’t customer complaints that forced the change. It wasn’t common sense prevailing. It was regulators.

Euro NCAP has mandated that, from 2026, cars will need physical buttons for key functions to qualify for a five-star safety rating. The industry had spent a decade ignoring drivers, but when the threat of lower safety scores loomed, suddenly they rediscovered their enthusiasm for good UX.

Where Do We Go From Here?

The great touchscreen experiment is over. Car interiors are moving back towards hybrid interfaces, a balance of digital and physical that prioritises usability over showroom aesthetics. Manufacturers are rethinking software-defined controls, realising that while over-the-air updates are useful, core functions need permanent, intuitive access.

Most importantly, UX research in automotive needs to be taken seriously again and their voices heard right up the product development and engineering chain. Not just as a box-ticking exercise, but as a genuine guide for what works.

For now, though, it’s a relief to know that the button is making a comeback. It turns out that some of the most futuristic technology in modern cars was there all along.

AI disclosure: Some article research was supported by AI, themes consolidated, article excerpt was AI generated. Article copy entirely author’s own.

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Rivian’s Decision to Exclude Apple CarPlay: A Closer Examination

Rivian’s decision to exclude Apple CarPlay from their vehicles is intriguing, especially given the recent advancements unveiled at Apple’s WWDC 2024. As someone deeply invested in human-centred design and automotive innovation, I believe this strategy warrants a closer look.

Apple’s next-generation CarPlay promises unprecedented levels of integration and customisation. The updated system allows for dynamic content, personalised interfaces, and comprehensive vehicle integration, enabling a seamless blend of technology and branding. Manufacturers like Porsche and Aston Martin are already leveraging these capabilities to enhance their user experience, blending their brand identity with advanced, user-friendly technology.

Rivian, however, is not alone in its cautious approach. Mercedes Benz were vocal about it, and General Motors (GM), for example, has decided to phase out both Apple CarPlay and Android Auto in favour of developing its own integrated system using Android Automotive. This move, driven by the desire to maintain greater control over the user experience and address connectivity issues, underscores a broader industry trend towards proprietary solutions.

Rivian’s CEO, RJ Scaringe, has cited potential reliability concerns as a significant factor in their decision. This is a valid issue faced by other automakers, such as GM, who have experienced connectivity problems with CarPlay and off-board Android Auto. Unreliable connections can disrupt critical vehicle functions, which poses safety risks if, for example, the speedometer or other essential displays fail. Critics argue that CarPlay provides a level of familiarity and seamless integration that proprietary systems cannot match. The tight integration of personal data and functions (contacts, smart home, music, map locations) I use hourly on my phone with in-car systems is invaluable. My CarPlay interface knows far more about my life and responds accordingly than my OEM onboard system, which learns only about my journeys and some of my entertainment choices. Connecting all of this once rather than logging into each different third-party service makes far more sense. This aspect of familiarity is often underplayed in discussions about in-car technology.

Apple’s next-generation CarPlay includes features like dynamic content, personalised interfaces, and comprehensive vehicle integration. These capabilities allow automakers to maintain their brand identity while offering users a familiar and highly functional interface. It’s perhaps a sign of the role of the human interface in luxury experiences that the early adopters are the prestige automakers, Porsche, and Aston Martin, who have committed to integrating this advanced system in their vehicles, recognising the value it adds to the user experience.

Critics of Rivian’s decision, like those at The Autopian, argue that the benefits of CarPlay, including user satisfaction and brand loyalty, far outweigh the potential drawbacks. Many drivers are already accustomed to the seamless integration that CarPlay offers, and removing this feature could alienate a significant portion of potential buyers. TechRadar suggests that Rivian’s stated reasons might omit more strategic motivations, such as the desire to keep users within their own ecosystem to control the data and user experience more tightly. This strategic choice might be more about control and data than purely about user experience or technical concerns.

A more critical view highlights concerns about reliability and antitrust issues. For instance, if CarPlay were to take over critical displays and experience a connectivity issue, it could leave drivers without access to essential information like speed or fuel levels. This is a legitimate concern shared by other automakers and regulatory bodies.

Adding to the discussion, many OEMs have struggled with integrating voice assistants like Siri effectively. The experience with in-car voice assistants remains patchy, often falling short of the seamless interaction users expect from their smartphones. This inconsistency can detract from the overall user experience, making a strong case for the integration of well-established systems like CarPlay, which many users find more reliable and intuitive​​​​.

Moreover, the move towards removing physical buttons in favour of touchscreens for controls like HVAC systems has been widely criticised. While touchscreens offer a sleek, modern look, they can be less intuitive and more distracting to use while driving. Physical buttons provide tactile feedback and can be operated without looking away from the road, which enhances safety. The combination of these elements—voice command reliability and the usability of physical controls—are essential considerations in the design of a user-friendly automotive interface​​​​.

As someone who values both innovation and practicality, I see the potential for Rivian to enhance their user experience by integrating Apple’s advanced CarPlay features. It’s about finding a middle ground that respects both innovation and the unique identity of their vehicles. The familiarity and seamless integration that CarPlay offers are invaluable, yet I also appreciate the reliability and specialised knowledge that OEMs bring to in-car systems, especially in challenging environments or when wireless connections are unreliable.

In a rapidly evolving automotive landscape, the ultimate goal remains clear: delivering an intuitive, cohesive, and enjoyable driving experience. By keeping an open mind towards such integrations, Rivian could enhance its position as a leader in automotive innovation.

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