New car tech sucks, here's why.

Summary

The video argues that adding more technology to cars can increase costs, reduce reliability and repairability, create security risks, and distract drivers. ReDriven says the trend is driven largely by manufacturers’ commercial incentives—lower production costs, paid software features, dealer-controlled repairs, and faster replacement cycles—rather than by features most buyers regularly use.

Main points

• More features don’t necessarily mean more value. The video says studies find drivers mainly use a limited set of technologies, such as parking sensors, phone connectivity, reversing cameras, and 360-degree cameras. Other features may be rarely used. Some functions are also locked behind subscriptions, despite the required hardware already being installed.
• Touchscreens can benefit manufacturers more than drivers. Citing Ferrari CEO Benedetto Vigna, the presenter says screens can cost substantially less to produce than physical buttons. Screens also let manufacturers standardize hardware and reduce the number of components and tests. The trade-off is that controls can be harder to use by touch and may require more attention from the driver.
• Complexity can undermine reliability. ReDriven describes infotainment bugs and failures as common owner complaints, and says a frozen screen can affect functions such as climate control and phone connectivity. It cites reliability research reporting more problems in newer, technology-heavy vehicles, including EVs and plug-in hybrids. The video attributes these issues to rushed or excessive technology—not electrification itself.
• Software and hardware age. Updates do not reliably solve problems, and newer software may strain older hardware. The video uses early Tesla Model S touchscreen computers as an example of systems becoming slow or buggy, with an upgrade costing thousands of dollars.
• Technology can make cars harder to repair and more disposable. Proprietary tools, software restrictions, and module calibration can push repairs toward dealerships. Cameras and sensors integrated into parts such as windscreens, mirrors, bumpers, and lights can make even minor damage expensive. ReDriven gives an example of a Mazda MX-5 windscreen replacement costing far more on a newer model with driver-assistance equipment.
• Connected cars bring theft and data risks. The video discusses keyless-entry relay attacks, access to a vehicle’s CAN bus or OBD-II port, and the cybersecurity implications of connected systems, cloud services, and over-the-air updates. It also raises concerns about vehicle data collection.
• Screens can distract drivers. A Swedish magazine test, as described in the video, compared basic tasks in modern cars with a 20-year-old Volvo V70. The Volvo’s physical controls required less time looking away from the road than the tested touchscreen systems. The video also cites research linking interface use—including voice controls—with slower reactions and impaired driving performance.
• ADAS has benefits but can encourage overconfidence. The presenter acknowledges that driver-assistance systems, especially automatic emergency braking, can reduce crashes overall. However, studies cited in the video suggest drivers may become less attentive, overestimate system capabilities, or ignore frequent warnings. ReDriven also criticizes intrusive or inconsistent interventions and testing that may not reflect difficult real-world conditions.

Recommendations and referenced guides

• ReDriven’s practical recommendation is to keep a well-maintained older, simpler car where controls are usable by touch and independent mechanics can carry out repairs.
• For basic modern conveniences, the presenter suggests a phone mount and Bluetooth adapter.
• The video points viewers to a ReDriven/Automotive Superstore video about installing a third-party infotainment system, presented as a way to add selected features without replacing the car’s original technology. It also refers to other links in the video description.
• This is an argument and buying-advice video, not a review of one specific car. ReDriven says its conclusions draw partly on its experience reviewing hundreds of vehicles and hearing owner complaints.

Main speaker and sources cited

Main speaker/source: ReDriven presenter(s).

Studies and organizations mentioned in the subtitles: J.D. Power; Consumer Reports; BCG; McKinsey; ADAC; AAA Foundation; MIT AgeLab; University of New England Transportation Center; NTSB; ANCAP; and Euro NCAP. The video also refers to a Swedish automotive magazine’s screen-distraction tests and unnamed research from 2020 and 2024.