http://www.vehicleautomation.org/李斌 <libin@itsc.cn>
yLibin@itsc.cnuanyu yuanyucb@163.com
mailto:xj.wang@rioh.cn
"Hourdajian, Dawn" <dhourdajian@tena 岳凤敏
<sharonmin@126.com>fly.k12.nj.us
Keqiang LI <likq@tsinghua.edu.cn>>
wang_jq wjqlws@tsinghua.edu.cn
wjqlws@mail.tsinghua.edu.cn
Lam, Shau-wai swlam@dchusa.com
Lawrence Liu <lawmanliu@gmail.
http://www.google.com/url?sa=X&q=http://www.motorauthority.com/news/108
4195_china-could-be-initial-market-for-autonomouscars&ct=ga&cad=CAcQAhgAIAAoATAAOABA263QjAVIAVAAWABiBWVuLVVT&cd=3
bhAqj8obHs&usg=AFQjCNGXVaUf4vMnz2XJypDNQq8vwkb7lw
Smart Driving Cars are a lawyer's (and the new post modern Taj MaHospitals)
worse nightmare because, different from crash mitigation technologies such as
airbags, seat belts and crush zones, which still accidents have accidents and the
inevitable "oh my back!" and "oh you need an MRI" , SDCs avoid
accidents! Avoid the "oh, my back" and "oh, you need an MRI", no lawyers, no
doctors, no insurance scams! Flo and the Gecko will love it! If they don't see it
then it’s time to buy an insurance company and "make hay"!
Also, the reason why China may indeed be the leading market for
SmartDrivingCars is because it is the fastest growing car market, surpassed the
US in new car sales in 2012 and…
Monday, May 14, 2013
Live
webcast available
The Road Ahead: Advanced Vehicle
Technology and its Implications
May 15 2013 2:30 PM Russell Senate Office Building - 253
*********************************************
*******************************“
Mercedes “Hard to Imagine”
Commercial.
I watch little TV, but I am pleased that Mercedes
continues to hit prime spots with this ground-breaking
commercial. NBC had it right after the running of the Kentucky Derby
and it aired several times in the New York market during the Rangers
Playoff games. They must be seeing traction.
*********************************************
********************************
Uncongested Mobility for All:
NJ’s Area-wide aTaxi System
This year my students and I have been conducting a quantitative
assessment of the mobility implications of the ultimate in Smart
Driving Cars. The task was simple: How well could a truly safe fleet of
self-driving cars serve the full spectrum of personal mobility needs.
While the availability of such a fleet is yet more than a few years away,
we assumed that the spatial and temporal aspects of children going to
school, adults to work and the array of normal lifestyle activities would
remain unchanged as they tend to occur on a typical weekday
throughout New Jersey. We chose New Jersey, not only for local
reasons, but also because, to the possible chagrin of some, New Jersey
is actually a microcosm of the nation. It has an extremely rural South
and Northwest, sprawling suburbs in Central and Coastal and dense
old and new urbanism in Northeast Jersey. It is served by an extensive
commuter rail network yet the overwhelming majority of vehicular
trips are currently served by the personal automobile. On a typical
day, New Jersey Transit serves 0.9 of the 32 million trips (2.8%) while
walking and biking serve 2.3 million trips (7.3%). The remaining 90%
are served by the personal automobile.
By “safe” we assumed a vehicle technology that is sufficiently reliable
to yield at least the safety benefits touted for the Google car: 71%
fewer accidents, 65% fewer injuries, 81% fewer fatalities. While very
substantial, these safety enhancements are somewhat conservative,
given the often repeated: “… 93% of automobile accidents involve
human error” and the 2001 NHTSA report by Hendricks et al: “…In 717
of the 723 crashes investigated (99%), a driver behavioral error caused
or contributed to the crash. Of the 1284 drivers involved in these
crashes, 732 drivers (57%) contributed in some way to the cause of
their crash. …six causal factors…accounted for most of the problem
behaviors: driver inattention 22.7%, vehicle speed 18.7%, alcohol
impairment 18.2% perceptual errors (looked, but didn’t see) 15.1%,
decision errors 10.1%, incapacitation (fell asleep) 6.4 %...” (p
ii). Consequently, by adopting the Google values, we are implicitly
assuming that the Smart Driving Technology, while very good, is itself
realistically not perfectly safe.
With respect to the operation of the fleet, assumed was that one or
more fleet owner-operator(s) would emerge to provide the
service. These owner-operators could be either public, not-for-profit
or for-profit private operators. They would be responsible for the
provision, operation and maintenance of the fleet of self-driving
vehicles. A level-of-service would be offered that is comparable to
conventional taxi services, except that no human driver would be
involved in neither any passenger trip nor the repositioning of empty
vehicles. Consequently, we’ve named the system an autonomous taxi
(aTaxi) system.
Fare collection was put aside as irrelevant by the assumption that the
level-of-service would be so compelling that essentially all “vehicular”
trips would be served in some way by the aTaxi system. The enhanced
mobility implications of the aTaxi system are assumed to dominate
any negative utility implications of how the system is financed. This
allowed us to side-step the non-trivial mode choice issue and enable
us to address and ascertain the mobility implications of a very high-
quality full-blown aTaxi system.
To properly assess the aTaxi system’s ability to serve essentially all
trips, it is imperative to appropriately characterize each and every trip
taken on a typical day. This was accomplished through the
enhancement of an Individual Daily Trip Synthesizer (IDTS) (Mufti, Gao
). IDTS begins with Census Block data and builds a file representing
each of the nearly 9 million New Jersians characterized in the 2010
Census. Using the Journey-to-Work Census file, an additional 263,000
individuals are added to represent out-of-state residents that work in
New Jersey. Each of these 9,054,821 individuals is assigned
demographic characteristics such as age, gender, household size,
family income, etc. that when assembled reflect the distribution of
these demographic characteristics reported in the Census Block
Data. The corresponding Census Block centroid gives their home
location to within a very short walk. To make the file a little more
social, first and last names were assigned probabilistically to each
individual from White Pages name-address files.
Based on an individual’s demographic characteristics, a daily trip tour
is assigned that begins and eventually ends at home. The very young,
the very old, the sick and those incarcerated in prisons don’t
travel. The rest go to school, to work and/or to other activities
throughout the day according to the trip maker’s demographic
characteristics and school, employment and other activities files, each
of which contain precise geographic location (geo-coded street
address) and trip attraction characteristics such as employment levels,
enrollments, and daily patrons. Each trip is assigned a departure time
(in seconds from midnight) based on the trip type and the operational
characteristics of the dominating trip end. For example, each school
and employer has a starting and ending “bell” time along with a
parameter that characterizes the punctuality of the
operation. Behavioral aspects, such as students tend to arrive early at
school rather than late and few depart early, more late, are modeled
in the non-symmetric probabilities used in assigning trip departure
times.
The result of the trip synthesizing effort is the creation of a file
containing the precise spatial and temporal values for each of more
than 32 million trips. In total, these trips are representative of the
desired mobility of all who travel in New Jersey on a typical
weekday. Characteristics of one such realization of the trip
synthesizer were reported by Gao.
Given the 32 million trips, the question becomes how well does an
aTaxi system serve such trips?
First, some trips are extremely short. Short trips, less than a mile in
length (~7.3%), are taken by either walking or biking. Also, New Jersey
has an excellent commuter rail system. Trips from/to New York City,
Philadelphia and within a ¼ mile walk to a train station are assumed to
use NJ Transit rail for at least a portion of the trip. Each of these trips
takes NJ Transit to/from the other trip end’s nearest station with an
aTaxi “multi-modal” segment completing the trip. The departure time
of the non-NJ_Transit segment is set to the appropriate train arrival,
thus replicating the temporal bunching of onward trips following train
arrivals.
In total, the analysis described above leave almost 30 million trips that
are to be served by the fleet of aTaxis on a typical day. The 2nd part of
this series will describe aTaxi service scenarios, similar to elevator
services, that accommodates naturally occurring ride sharing
opportunities. Taking advantage of these basically eliminates all
congestion in New Jersey without the need for any infrastructure
expansions. The 3rd part of the series will describe the commensurate
environmental and safety implications.
*********************************************
********************************
Calendar of Upcoming Events:
The Premier Road Vehicle Automation Event in
North America. July 16-19, ’13 Stanford University, Palo Alto,
CA Transportation Research Board’s premier multidisciplinary
research and policy conference focused on Road Vehicle
Automation. If you are actively involved in road vehicle automation
and would like to actively contribute to the success of this conference
by becoming a patron or sponsoring one of the meals, please contact
me atalaink@princeton.edu.
June 26-28, Gold
Coast, Australia
June 11-12, Detroit
MI
*********************************************
********************************
Smart Driving Cars
Thursday, May 2, 2013
*********************************************
********************************
Smart Driving Cars
Friday, April 25, 2013
Mercedes is 1st Mover and Lifts Bar with ‘14
Mercedes E-Class Safety Features Supported by the
following TV Commercials (If you haven’t seen them on TV
they are worth watching “
“Hard to Imagine”
Commercial
“Clown” Commercial
http://www.youtube.com/watch?v=C3eISidnchMhttp://www.youtube.com/watc
h?v=Hr-vxprjMVE
From the Public Sector: My response to the US DoT on
Surface Transportation System
Automation(http://orfe.princeton.edu/~alaink/SmartDrivingC
ars/Kornhauser_%20Response2AutomationRfI.pdf
*********************************************
********************************
Smart Driving Cars
Friday, April 19, 2013
*********************************************
********************************
Smart Driving Cars
Monday, April14, 2013
The Business Case for SmartDrivingCars: For the consumer,
SmartDrivingCars have three main values: increased safety, comfort
and convenience. Of these safety is most easily quantified because
damages are largely adjudicated in monetary terms. AAA estimates
that traffic fatalities and injuries amounted to $256B in 2011, or a cost
of about $1,328 in ‘05 dollars for each licensed driver. Of this amount
approximately 50% ($664) is paid by private insurance, the pass-
through portion of insurance premiums. Individual crash victims
absorb 26% ($340) of the cost (basically the deductible of what the
insured has to absorb if involved in an accident), other 3rd parties
absorb 14% ($185), the Federal treasury absorbs 6% ($80) and local
municipalities 4% ($50). Google’s simulation of the operation of its
self-driving car on the range of real crash scenariosresulted in a
forecast of 81% fewer fatalities and 65% fewer injuries. This
substantial reduction in car crashes would save in the US $183 billion
annually. Moreover, these safety improvements would be enjoyed
proportionally by each owner/user of a Google car. Thus, the insurer
of the average licensed driver switching to a “Google car” could
expect to reduce its pass-through liabilities by an average of $475 per
year. Since these are simply pass-though dollars, one could expect
that an insurance price-leader might readily offer discounts of up to,
say, $450, keeping the expected remaining $25 for its
“generosity”. The Google car user would also forgo $247 in expected
“deductible self-insured” obligations.
The $450 insurance discount could readily finance, if not the
expensive Google “lidars”, the lower cost radars and cameras
contemplated by the auto industry for its initial wave of automated
lane keeping and “always-on” collision monitoring and avoidance
systems. For example, the Mercedes “jam-assist” system is expected
to be available on 2014 models as a $3,000 “driver assistance safety
option”. While jam-assist doesn’t have all of the features of a Google
car, it may be able to capture as much as two-thirds of the safety
benefits through the collisions that jam-assist can be expected to
avoid during the car’s lifetime. If so proven, then the $300 discount
that Flo, or the Gecko, or Good Hands or the General or some other
insuer can readily offer would essentially finance this $3,000 safety
feature. In fact Flo should escort you to the Mercedes dealer and pay
for the option if you agree to buy a Mercedes and continue your
current policy payments. (Remember, in giving Mercedes $300 per
year over say 12 years, she is also keeping that $25 “generosity” for
her effort, so she is happy.) In addition to substantially reducing the
probability that this car is going to kill you, what’s in it for you? Well,
how about the two-thirds of the $247 self-insurance expected
obligation that you would avoid each year. More importantly you get
the anxiety-relief that flows from having driving assistance while
traveling in some of the most tedious, boring and unpleasant roadway
conditions. Finally, society wins because we can’t really place a value
on the injuries and fatalities that will be prevented. They are
priceless!
Going all the way with Google Cars (or even just two thirds of the way
with “jam-assist”) would mean for New Jersey an annual avoidance of
500 (340) fatalities and 28,000 (19,000) injuries “valued” at $3.55
($2.38) Billion per year.
We MUST make this happen. Everybody wins.
*********************************************
********************************
Smart Driving Cars
Monday, March 31, 2013
*********************************************
********************************
Smart Driving Cars
Monday, March 25, 2013
*********************************************
********************************
Smart Driving Cars
Monday, March 18, 2013
European Update: Workshop: Automation in Road
Transport (contains links to participants & presentations)
….As background if you haven’t read it: from June 29,2011: Definition
of necessary vehicle and infrastructure systems for Automated
Driving Final report SMART 2010/0064
*********************************************
********************************
Smart Driving Cars
Monday, March 11, 2013
Best videos from Workshop: Automation in Road
Transport (contains links to participants & presentations)
Automated Steering Avoidance of imminent collision on Frozen
Lake done Feb 23, 2013. Videos of automated collision avoidance
maneuvers involving only steering followed by Volvo Platooning
video
*********************************************
********************************
Smart Driving Cars
Monday, March 4, 2013
*********************************************************
********************
Smart Driving Cars
Thursday, February 28, 2013
This is BIG!!!
Continental and BMW Group Working Together to Develop
Freeway-Grade Highly Automated Driving
BMW Press
Release
Continental Press Release
This is BIG, not only because they have “an agreement to jointly develop an
electronic co-pilot for this purpose”, but because…
It aligns a component supplier with a manufacturer. Where does this
leave Daimler and VW/Audi? To join up with Bosch?? What about
Delphi? Join back with GM on this one?? Where does this leave the other
manufacturers; will they align? The competitive race to attract consumers to
the showroom has really heated up.
They’ve realized that safety is now clothed in comfort &
convenience. Together, they make a powerful message to the car buying
public. This technology will draw people into the showrooms. The wake-up
call was delivered by the emergent competitor,
, rather than
government edicts or rule-makings. “… [I]n capitalist reality…, it is not [price]
competition which counts but the competition from the new commodity, the new
technology…- competition which commands a decisive cost or quality advantage
and which strikes not at the margins of the profits and the outputs of the existing
firms but at their foundations and their very lives.” Joseph A Shumpeter (1883-1950)
*********************************************************
********************
Smart Driving Cars
Thursday, February 21,
2013
****************************************************
*************************
Smart Driving Cars
Thursday, February 14, 2013
Smart Driving Cars
Friday, February 8, 2013
Smart Driving Cars
Thursday, February 7, 2013
Smart Driving Cars
Thursday, January 31, 2013
mailto:alaink@princeton.edu
http://blogs.smithsonianmag.co
m/paleofuture/2013/05/the1990s-automated-highway-ofthe-future-work-in-progress/
May 16, 2013
The National Automated Highway System That
Almost Was
Read more: http://blogs.smithsonianmag.com/paleofuture/2013/05/the-1990s-automated-highway-of-thefuture-work-in-progress/#ixzz2UX41mome
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A history of the future that
never was
History with all the
interesting bits left in
May 16, 2013
The National Automated Highway System That
Almost Was
|
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REDDIT
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A computer visualization of the driverless car of the future (1997)
Visions of driverless cars zipping around on the highways of the future are
nothing new. Visions of automated highways date back to at least the 1939
New York World’s Fair, and the push-button driverless car was a common
dream depicted in such midcentury utopian artifacts as 1958′s Disneyland
TV episode “Magic Highway, U.S.A.” But here in the 21st century there’s a
growing sense that the driverless car might actually (fingers crossed, hope
to die) be closer than we think. And thanks to the progress being made by
companies like Google (not to mention just about every major car
company), some even believe that driverless vehicles could become a
mainstream reality within just five years.
Despite all the well-known sci-fi predictions of the 20th century (not to
mention those of the 21st, like in the movies Minority Report and iRobot)
many people forget the very earnest and expensive investment in this
vision of the future from recent history. That investment was the multi-
million dollar push by the U.S. Congress to build an automated highway
system in the 1990s.
In 1991 Congress passed the Intermodal Surface Transportation Efficiency
Act, which authorized $650 million to be spent over the course of the next
six years on developing the technology that would be needed for driverless
cars running on an automated highway. The vision was admittedly bold,
seeing as how primitive all of the components needed for such a system
were at that time. Even consumer GPS technology — which today we take
for granted in our phones and vehicles — wasn’t a reality in the early 1990s.
The real-world benefits of automated highways were thought to be
improving safety by removing human error from the equation, as well as
improved travel times and better fuel economy.
Dashboard of an automated vehicle of the future (1997)
The National Automated Highway System Consortium was formed in late
1994 and were comprised of nine core organizations, both public and
private: General Motors, Bechtel Corporation, The California Department
of Transportation, Carnegie Mellon University, Delco Electronics, Hughes
Electronics, Lockheed Martin, Parsons Brinckerhoff, and the University of
California-Berkeley.
The goal was eventually to allow for fully automated operation of an
automobile — what a Congressional report described as “hands-off, feetoff” driving.
The program was not without its detractors. In December of 1993 Marcia
D. Lowe at the Worldwatch Institute wrote a scathing op-ed in the
Washington Post. Perhaps unsurprisingly, Lowe mentions “The Jetsons.”
Computer-equipped cars driving themselves on automated highways. A
scene out of “The Jetsons?” Not exactly.
Smart cars and highways have quietly emerged as the latest and mostexpensive proposal to solve the nation’s traffic problems. Government
spending on the little known Intelligent Vehicle and Highway Systems
program is expected to exceed $40 billion over the next 20 years. (By
comparison, in the first 10 years of the Strategic Defense Initiative,
Washington spent $30 billion.)
Even more astonishing is the total lack of organized opposition to the idea,
despite evidence that smart cars and highways may well exacerbate the
very problems they are supposed to solve.
A demonstration of the automated highway system in San Diego (1997)
By 1997 the program had to show its technical feasibility in a
demonstration in San Diego, California. On July 22 of that year the
demonstration test vehicles rode down 7.6 miles of the HOV lane on
Interstate 15. The Associated Press even reported that the prototype
A researcher demonstrates the driverless car by showing his hands aren’t on the
wheel (1997)
During the lead up to the San Diego demonstration in 1997, the NAHSC
produced a video called “Where The Research Meets The Road.” You can
watch the video below.
Needless to say, the program didn’t deliver driverless cars and automated
highways to Americans. So what was the problem? The legislation didn’t
really give the Department of Transportation any direction on how they
should go about the research—only that they needed to demonstrate it by
1997. But perhaps the biggest problem was that the legislation never clearly
defined what was meant by “fully automated highway system.”
***
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Posted By: Matt Novak — Cars,Transportation | Link | Comments (5)
5 Comments »
1.
This is a great article, a perfect
example of all those revolutionary technologies that will be
mainstream in the next 3-5 years.
Just a small niggle.
The movie
is called “I, Robot”. iRobot is probably an Apple trademark, you
never know. :)
Reply 2.
Thanks for this. I remember
reading about this concept in “Time for Kids” way back in
elementary school where it was presented as something which would
be a reality in the very near future. I’d always kind of wondered what
happened to the idea, since I hadn’t heard anyone discuss it until the
recent announcements from Google.
Reply 3.
somini says: May 16, 2013 at 6:23 pm WolfmansRazor says: May 16, 2013 at 11:48 pm MrSatyre says: May 17, 2013 at 1:25 pm pass, and hopefully never will.
Thank jeebuz this never came to
Reply 4.
but why would you want a self driving
car..
I like driving..
the only place I don’t like driving is in big
city’s..
San Francisco is a good example.
Traffic is horrible and
parking is outrageously expensive. So unless I can drive to work in
my car..
Then tell my car to take off and find parking for itself and
then return to me in the afternoon for my drive home.
I have zero
use for A car with a ghost in the shell.
Reply 5.
PMDR says: May 17, 2013 at 5:40 pm Automated driving would be
wonderful. Get in the car and take a nap. The car will figure out the
best route to take, and pack-in with other cars going the same places
so vast reduction in lane changes, especially the sudden lane changes
that cause accidents. With every lane optimized for destination, the
roads will probably run a lot faster and smoother. No more need for
traffic lights as the cars themselves will sort out how to manage to
zbeast says: May 17, 2013 at 2:09 pm keep moving without hitting anything, and when you arrive, well,
you just spent the trip sleeping so you are refreshed and ready to go.
It would be nothing short of an entirely new way to live, as free-ing
as cars were in the first place.
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A history of the future that
never was
History with all the
interesting bits left in
May 16, 2013
The National Automated Highway System That
Almost Was
|
|
|
REDDIT
|
DIGG
|
STUMBLE
|
EMAIL
|
MORE
A computer visualization of the driverless car of the future (1997)
Visions of driverless cars zipping around on the highways of the future are
nothing new. Visions of automated highways date back to at least the 1939
New York World’s Fair, and the push-button driverless car was a common
dream depicted in such midcentury utopian artifacts as 1958′s Disneyland
TV episode “Magic Highway, U.S.A.” But here in the 21st century there’s a
growing sense that the driverless car might actually (fingers crossed, hope
to die) be closer than we think. And thanks to the progress being made by
companies like Google (not to mention just about every major car
company), some even believe that driverless vehicles could become a
mainstream reality within just five years.
Despite all the well-known sci-fi predictions of the 20th century (not to
mention those of the 21st, like in the movies Minority Report and iRobot)
many people forget the very earnest and expensive investment in this
vision of the future from recent history. That investment was the multi-
million dollar push by the U.S. Congress to build an automated highway
system in the 1990s.
In 1991 Congress passed the Intermodal Surface Transportation Efficiency
Act, which authorized $650 million to be spent over the course of the next
six years on developing the technology that would be needed for driverless
cars running on an automated highway. The vision was admittedly bold,
seeing as how primitive all of the components needed for such a system
were at that time. Even consumer GPS technology — which today we take
for granted in our phones and vehicles — wasn’t a reality in the early 1990s.
The real-world benefits of automated highways were thought to be
improving safety by removing human error from the equation, as well as
improved travel times and better fuel economy.
Dashboard of an automated vehicle of the future (1997)
The National Automated Highway System Consortium was formed in late
1994 and were comprised of nine core organizations, both public and
private: General Motors, Bechtel Corporation, The California Department
of Transportation, Carnegie Mellon University, Delco Electronics, Hughes
Electronics, Lockheed Martin, Parsons Brinckerhoff, and the University of
California-Berkeley.
The goal was eventually to allow for fully automated operation of an
automobile — what a Congressional report described as “hands-off, feetoff” driving.
The program was not without its detractors. In December of 1993 Marcia
D. Lowe at the Worldwatch Institute wrote a scathing op-ed in the
Washington Post. Perhaps unsurprisingly, Lowe mentions “The Jetsons.”
Computer-equipped cars driving themselves on automated highways. A
scene out of “The Jetsons?” Not exactly.
Smart cars and highways have quietly emerged as the latest and mostexpensive proposal to solve the nation’s traffic problems. Government
spending on the little known Intelligent Vehicle and Highway Systems
program is expected to exceed $40 billion over the next 20 years. (By
comparison, in the first 10 years of the Strategic Defense Initiative,
Washington spent $30 billion.)
Even more astonishing is the total lack of organized opposition to the idea,
despite evidence that smart cars and highways may well exacerbate the
very problems they are supposed to solve.
A demonstration of the automated highway system in San Diego (1997)
By 1997 the program had to show its technical feasibility in a
demonstration in San Diego, California. On July 22 of that year the
demonstration test vehicles rode down 7.6 miles of the HOV lane on
Interstate 15. The Associated Press even reported that the prototype
highway should be running by 2002.
A researcher demonstrates the driverless car by showing his hands aren’t on the
wheel (1997)
During the lead up to the San Diego demonstration in 1997, the NAHSC
produced a video called “Where The Research Meets The Road.” You can
watch the video below.
Needless to say, the program didn’t deliver driverless cars and automated
highways to Americans. So what was the problem? The legislation didn’t
really give the Department of Transportation any direction on how they
should go about the research—only that they needed to demonstrate it by
1997. But perhaps the biggest problem was that the legislation never clearly
defined what was meant by “fully automated highway system.”
***
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Posted By: Matt Novak — Cars,Transportation | Link | Comments (5)
5 Comments »
6.
This is a great article, a perfect
example of all those revolutionary technologies that will be
mainstream in the next 3-5 years.
Just a small niggle.
The movie
is called “I, Robot”. iRobot is probably an Apple trademark, you
never know. :)
Reply 7.
Thanks for this. I remember
reading about this concept in “Time for Kids” way back in
elementary school where it was presented as something which would
be a reality in the very near future. I’d always kind of wondered what
happened to the idea, since I hadn’t heard anyone discuss it until the
recent announcements from Google.
Reply 8.
somini says: May 16, 2013 at 6:23 pm WolfmansRazor says: May 16, 2013 at 11:48 pm MrSatyre says: May 17, 2013 at 1:25 pm pass, and hopefully never will.
Thank jeebuz this never came to
Reply 9.
but why would you want a self driving
car..
I like driving..
the only place I don’t like driving is in big
city’s..
San Francisco is a good example.
Traffic is horrible and
parking is outrageously expensive. So unless I can drive to work in
my car..
Then tell my car to take off and find parking for itself and
then return to me in the afternoon for my drive home.
I have zero
use for A car with a ghost in the shell.
Reply 10.
PMDR says: May 17, 2013 at 5:40 pm Automated driving would be
wonderful. Get in the car and take a nap. The car will figure out the
best route to take, and pack-in with other cars going the same places
so vast reduction in lane changes, especially the sudden lane changes
that cause accidents. With every lane optimized for destination, the
roads will probably run a lot faster and smoother. No more need for
traffic lights as the cars themselves will sort out how to manage to
zbeast says: May 17, 2013 at 2:09 pm keep moving without hitting anything, and when you arrive, well,
you just spent the trip sleeping so you are refreshed and ready to go.
It would be nothing short of an entirely new way to live, as free-ing
as cars were in the first place.
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4 Ways Driverless Cars Are Poised to Shake up Insurance
Insurance & Technology
Does your car come equipped with stability control, forward or rear sensors, or parking
assistance? Then you're seeing the foundation that will eventually lead to fully autonomous
vehicles, says Craig Beattie of Celent. "There's going to be a phase ...
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4 Ways Driverless Cars Are Poised to
Shake up Insurance
Driverless cars are closer to reality than you think. Here are some impacts
they might have on the insurance industry.
By Nathan Golia
May 17, 2013
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1. Incremental Changes Already Impacting Safety…
Does your car come equipped with stability control, forward or
rear sensors, or parking assistance? Then you're seeing the
foundation that will eventually lead to fully autonomous vehicles,
says Craig Beattie of Celent.
"There's going to be a phase before [full autonomy] where a
bunch of technologies come into adoption and take over parts of
the driving experience," Beattie says. "Honda has some lane
following technology, for example — if you couple that with
adaptive cruise control, where you set the target speed but
maintain a safe distance, you can do a lot of freeway driving
without doing anything."
Eventually, systems will evolve beyond warning systems that aim
to spur a driver action to just taking the action themselves,
Beattie says.
"Most of these systems are geared so they give the driver
something to do before they kick," he explains. "Right now, it's
clearly the driver's responsibility to do something if the system
kicks in, but we're swiftly moving into an area where it's getting
a bit foggy."
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Greg MacSweeney
As more driverless cars are on the road, risk should go
down, along with insurance rates. But, as emariacher says,
liability will be shifted to manufacturers, who will need
insurance to cover their liabilities.
Cara Latham
Undoubtedly, driverless cars will eliminate some of the driver
errors that lead to extensive injury and damage, but as the
sources in the article note, new risks will come into play as
new and untested technology is increasingly included in
future automobiles. Though, I am inclined to think that
whether a message pops up on a dashboard or driver
window would be deemed irrelevant if the owner of the
vehicle is no longer operating the vehicle and can more
easily and safely focus on such messages.
Kathy Burger
This won't be limited to driverless cars, but presumably apps
connecting "drivers"/owners to their auto insurance carrier
would be part of the car's features/capabilities. Instant/real
time first notice of loss. Could also include connections with
the health insurer, in case of injuries.
emariacher
Driverless cars - Tomorrow’s yesterday jobs: End of car
insurance
Year 2030: there will be less accidents, and manufacturers
will be liable for them instead of the driver. Car accident will
be renamed as “software bug” and dying on the road will be
renamed as “having a blue screen”.
11.
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2. …But Not All Tech is a Net Positive
Big auto insurers are very involved in the innovation process
around making cars safer, says Mark Breading of SMA. But even
as some technologies reduce the likelihood of certain kinds of
accidents, others introduce new risk vectors, he notes.
"I've thought a lot about, in auto insurance, to what extent can
you engineer away risk," Breading says. "But as you design new
approaches, you're going to introduce new risks." For example,
airbags reduce certain kinds of injuries while at the same time
introducing new types, he cites.
"If you have info projected on the windshield, is that safer or is it
dangerous?" he asks. "There's so much tech that's being put in
the car that requires attention. The more information that comes
at us creates distracted driving and is going to create new risks."
3. Early Adopters Already Need Coverage
Basil Enan, the CEO of online broker CoverHound, says that he
sees Google self-driving cars "a couple times a week" around his
home in the Bay Area. Many of his customers, he adds, are cut
from the same cloth of tech-savvy drivers.
"A lot of our customers are likely to be the ones who are more
early adopters of those products," he says. "We already see
some insurers provide discounts for semi-driverless technologies.
The insurance companies tend to take a very slow approach to
these things but it's very compelling for our customers."
But there's an offset to that, he notes: "Many of the cars we see
with those functions are very expensive, so you have premiums
offsetting the discounts. Cars are also getting more expensive to
fix because they're designed with things that total the car to save
the passenger."
4. Driverless Cars Threaten Telematics Momentum
Pegasystems' Tom King said in an interview at the ACORD LOMA
show in Las Vegas this month that he believes "telematics' longterm impact are going to be eclipsed by driver assistance
technologies."
"Does telematics even matter?" he asked. "By the time insurers
really get to it, chances are we're gong to have self-driving cars
on the street."
Those will require different models for insurance, King wrote in a
blog entry on the subject:
Not that the two are mutually exclusive, but chances are liability
rates will drop so dramatically for autonomous cars that
telematics (at least insurer sponsored telematics) will be cost
prohibitive with minimal return on investment. In effect,
autonomous cars will make telematics UBI irrelevant in much the
same way that the internal combustion engine eclipsed the
Stirling Engine.
Celent's Beattie agrees: "If we assume that fully autonomous
vehicles hit the road at some point, telematics-based insurance
has a lifespan. When we get fully autonomous cars, it will be very
clear what's happening."
Driverless Car Could Be
Hacked By '14-Year-Old
From Indonesia,' Senator
Warns
http://www.huffingtonpost.com/2013/05/17/driverlesscar-hack_n_3292748.html
Driverless cars have been touted as an innovative way of making
roads safer by reducing human error. Computers don't get
behind the wheel while drunk, or tired, or texting, proponents
argue.
But self-driving cars also pose new safety risks, because
computers are vulnerable to something that human drivers are
not -- hackers.
Such concerns were aired this week during a Senate hearing on
the future of driverless technology. Though still years away from
mass production, autonomous vehicles could place passengers at
risk of "catastrophic cyberattacks" unless proper measures are
put in place, according to Sen. John Rockefeller (D-W.Va).
“In other words, can some 14-year old in Indonesia figure out
how to do this and just shut your car down … because everything
is now wired up?" Rockefeller said Wednesday during a Senate
Commerce Committee hearing.
The federal government is taking Rockefeller's concerns
seriously. At the same hearing, David Strickland, administrator
of the National Highway Traffic Safety Administration, said his
agency has requested $2 million for research to "share data
about nefarious behavior" and ensure the "the overall system
cannot be corrupted to send faulty data."
"We have initiated cybersecurity research, with the goal of
developing a preliminary baseline set of threats and how those
threats could be addressed in the vehicle environment," he said.
Driverless cars use artificial intelligence to sense nearby objects
and mimic human decisions made behind the wheel. Engineers
say the cars would not only make roads safer, but could also
increase their capacity by allowing cars to operate closer together
without crashing.
California, Nevada and Florida have legalized self-driving cars,
though there is no law requiring vehicles to have drivers. Google
has built and tested driverless cars, and some Google employees
commute to work in them.
But security experts have expressed concerns about the push to
add more technology to cars. Researchers at the University of
California and University of Washington have found ways to
infect vehicles with computer viruses and cause them to crash by
shutting off their lights, killing their engines or slamming on
their brakes, according to the Globe and Mail. They were able to
infect a car's computer system by implanting a virus on a CD that
spread when the passenger listened to music.
http://www.newsday.com/business/new-york-autoaccident-lawyer-david-perecman-discusses-the-new2014-s-class-mercedes-a-luxury-car-with-a-virtualchauffeur-1.5312553
New York Auto
Accident Lawyer
David Perecman
Discusses the New
2014 S-Class
Mercedes, a Luxury
Car with a Virtual
Chauffeur
Published: May 22, 2013 4:04 AM
New York auto accident lawyer David Perecman at The Perecman
Firm discusses the new 2014 S-Class Mercedes, a luxury car that
can steer itself using cutting-edge technology.
New York, New York (PRWEB) May 22, 2013
A new S-Class Mercedes has semiautonomous steering and is a
remarkable advance in the development of autonomous cars,
reported The New York Times (5.19.13). The auto steers itself using
an array of radar, infrared and optical sensors to track lane markings
or the car ahead. New York auto accident lawyer David Perecman
supports technology that will make driving safer.
“Advancements in technology have the ability to make driving safer
for all,” said Perecman, an auto accident lawyer in New York for over
30 years.
The car, which requires a driver’s hand on the steering wheel while it
steers itself, can maneuver through city traffic or drive up to 120 miles
an hour on the highway under the right conditions. The car can also
park itself, brake automatically to avoid hitting people or other
vehicles, and sense when a driver is getting fatigued, according to
The New York Times.
The 2014 S-Class premiered in Hamburg, Germany. The vehicle is
considered the flagship of the Mercedes line and has an estimated
starting price of $100,000. Engineers say it will take at least a decade
to work out all the technological issues, said The New York Times.
There are a number of legal problems that will need to be resolved,
as well.
“Questions to consider include, if a car gets in an accident while on
autopilot, who is responsible, the car owner or the automaker,” said
Perecman.
The car’s software needs to do all the things that come naturally to
humans, said The New York Times. This includes judging whether a
person standing at a street corner is planning to cross the road or is
just waiting for a bus. The car will also need to gauge the intentions of
erratic human drivers.
“If the issues are worked out, self-driving cars may be safer than
human driven cars. It will be interesting to see how the technology
develops,” said Perecman.
The auto accident attorneys at The Perecman Firm in New York have
helped many people obtain the compensation they deserve following
auto accidents in New York. Contact The Perecman Firm at 212-9777033.
The New York Times article is “A Benz With a Virtual Chauffeur.”
About David Perecman and The Perecman Firm, PLLC:
For the past 30 years, the New York personal injury, medical
malpractice, construction accident, and auto accident lawyers at The
Perecman Firm, PLLC have handled all types of cases of vehicular
accidents in New York. David Perecman, founder of the Firm, has
been recognized for his achievements as an Honoree in the National
Law Journal's Hall of Fame, in New York Magazine's "The Best
Lawyers in America" and The New York Times Magazine "New York
Super Lawyers, Metro Edition" for the years 2007-2010. The
prestigious U.S. News & World Report ranks The Perecman Firm
among the top 20 personal injury firms in New York City for 20112012 and 2012-2013.
The Firm has recovered millions of dollars for its clients. Among the
more recent victories, Mr. Perecman won a $15 million verdict** for a
construction accident (Index 112370/03) Supreme Court, New York
County, a $5.35 million dollar verdict*** for an automobile accident
(Index 2749/04) Supreme Court, Kings County, and a $40 million
dollar structured settlement for medical malpractice (Index
2146/03)****Supreme Court, Kings County.
The Perecman Firm serves Manhattan, Bronx, Brooklyn, Queens,
Staten Island, Long Island, Westchester, Upstate NY, Morris County,
and Rockland County.
**later settled while on appeal for $7.940 million *** later settled
for $3.5 million
**** total potential payout
"Lawyer Advertising"+
"Prior results do not guarantee a similar
outcome."
For the original version on PRWeb visit:
http://www.prweb.com/releases/prwebNYautoaccidentlawyer/NYauto
accidentlawyer/prweb10758337.htm
http://www.nytimes.com/2013/05/19/automobiles/abenz-with-a-virtual-chau
ffeur.html?pagewanted=all
http://www.worldcarfans.com/113051557704/2014mercedes-s-class-officially-unveiled-videos
oes on sale later this year
After numerous leaks and teasers, Mercedes has officially unveiled the 2014 S-Class at
the Airbus A380 delivery center in Hamburg, Germany.
Designed to become one of the most luxurious and advanced vehicles ever
constructed, the 2014 S-Class has an evolutionary design that incorporates a
sportier front fascia, a larger grille and a gentle slanting rear end. The sleek styling
enables the model to have drag coefficient of 0.24 which is pretty impressive considering the pintsized CLA has a drag coefficient of 0.23.
Overall, the short wheelbase model measures 5116mm long, 1899mm wide and
1483mm tall with a wheelbase that spans 3035mm. The long-wheelbase variant has
similar dimensions but is 5246mm long and has a 3165mm wheelbase.
Moving on to the cabin, drivers will find themselves surrounding by high quality
materials and premium accents. Notable highlights include luxurious wood trim,
metallic switchgear and stitched leather accents. There's also an analogue clock, a
touch-sensitive telephone keypad and two high-resolution 12.3-inch displays - one
for the instrument cluster and another for the infotainment system. The standard
audio system has ten-speakers but the car can be equipped with a Burmester
Surround Sound system or a Burmester High-End 3D-Surround Sound system.
Speaking of options, the S-Class has them in spades. First up, there's an Air Balance
package which filters and ionizes the air and can even dispense a "discreet and mild"
perfume that won't get embedded into the seats or fabrics. If that's not impressive
enough, the Warmth Comfort package comes with heated armrests, a heated
steering wheel and improved seat heaters.
The rear passenger compartment can be equipped with five different types of seats
including Energizing seats that offer six different massage functions that use 14 air
cushions.
On the topic of seats, the First Class Rear Seat package has individual rear seats that
are separated by a rear center console which houses Maybach-inspired folding tray
tables. The package also includes thermo-cup holders that can warm or cool drinks.
Even the suspension as gone high-tech as a Road Surface Scan system uses a
camera to "watch" the road and look for irregularities. If one is found, it
automatically prepares the Magic Body Control suspension to deal with the situation.
The system is optional, but even entry-level models come equipped with an
improved Airmatic suspension and an adaptive damping system.
On the safety front, the S-Class offers DISTRONIC PLUS with Steering Assist and
Stop&Go Pilot, Brake Assist PLUS with Cross-Traffic Assist, Active Lane Keeping
Assist, Adaptive Highbeam Assist Plus, Night View Assist Plus and ATTENTION
ASSIST.
Under the hood, four different engines will be avaliable:
The S350 BlueTEC features a 3.0-liter V6 diesel engine that develops 258 HP (190
kW) and 620 Nm (457 lb-ft) of torque. It will enable the model to accelerate from 0100 km/h in 6.8 seconds and hit a top speed of 250 km/h (155 mph).
Moving up to the S500 will reward buyers with a 4.7-liter V8 petrol engine that
cranks out 455 HP (335 kW) and 700 Nm (516 lb-ft) of torque. This will allow the car
to run from 0-100 km/h in 4.8 seconds, before topping out at 250 km/h (155 mph).
Next up, the S300 BlueTEC Hybrid has a 2.1-liter four-cylinder engine that develops
204 HP (150 kW) and 500 Nm (369 lb-ft) of torque. This allows the car to run
from 0-100 km/h in 7.6 seconds and hit a top speed of 238 km/h (148 mph).
Lastly, the S400 Hybrid will have a hybridized 3.5-liter V6 engine which produces
306 HP (225 kW) and 370 Nm (273 lb-ft) of torque. This will enable the luxury sedan
to accelerate from 0-100 km/h in 6.8 seconds and have a top speed of 250 km/h
(155 mph).
Check out the press release for additional information
http://www.thecarconnection.com/news/1084133_autno
mous-cars-will-probably-hit-china-first---and-thats-okay
Autonomous Cars Will
Probably Hit China First -And That's Okay
By Richard Read
939 views
May 13, 2013
Follow Richard
The founders of Google and one of their autonomous Toyota Prius
hybrids
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SEE MORE VIDEO »
Here's what we know about autonomous cars:
A. They're coming.
B. They'll wreak havoc among automakers, with upstarts like Google
emerging as viable competitors.
C. They'll have an effect on related sectors, too -- like auto
insurance.
What we don't know about autonomous cars is when they'll arrive in
showrooms, or when they'll become dominant on roadways.
However, Detroit News suggests that Americans may not be the first
folks on Planet Earth to slip behind those high-tech wheels. That
honor has a good chance of going to China.
Even though much of the work being done on autonomous vehicles
has been carried out in the U.S., experts on a panel recently hosted
by the Automotive Press Association seemed to think that China was
a better fit for self-driving vehicles. It's not just because of China's
rapidly growing auto market (though that certainly plays a role). It's
also because of legal obstacles facing autonomous vehicles in the
U.S. -- namely:
• There are plenty of U.S. state and federal laws and regulations
that autonomous cars can't meet. Often, that's because such
laws were drafted before anyone even dreamed that self-driving
vehicles would become a reality. Autonomous car
manufacturers will have to meet those standards or lobby for
their amendment. (We're seeing similar problems arise with
adjacent technology, like self-adjusting high-beams.)
• Americans are litigious. There's still a lot of gray area when it
comes to autonomous cars. For example, when an autonomous
vehicle is involved in a collision, who's at fault? The broader
those gray areas are and the longer they persist, the more
vulnerable automakers are to lawsuits and the more risk
manufacturers take in bringing their products to the U.S.
market.
China doesn't have these problems -- or at least, not to the degree
that we do in America. Considering the country's looser regulations
and its booming number of car buyers, debuting autonomous vehicles
in China seems like a no-brainer for automakers.
OUR TAKE
Someone wiser than us once said, "Better safe than sorry."
We don't follow that rule to a tee ourselves, and we know it doesn't
always make for good business. In fact, getting ahead in the world
often involves taking risks.
However, America's slow-but-steady approach to cars has served us
well. Even with extensive regulations, we've managed to remain one
of the world's most important auto markets. And thanks to those
same regulations, we now enjoy record-low fatality rates. (Even with
upticks projected for 2012.)
America is forever trying to walk a fine line between too much
regulation and not enough of it. And despite some very vocal folks at
the extreme edges of those arguments, we do a pretty good job of
striking a balance.
To see what can happen when that's not the case, look to Brazil,
which has an auto fatality rate four times as high as we do in the
U.S.:
The culprits are the cars themselves, produced with weaker welds,
scant safety features and inferior materials compared to similar
models manufactured for U.S. and European consumers, say experts
and engineers inside the industry. Four of Brazil's five bestselling
cars failed their independent crash tests.
That's not to say that China is completely unregulated. However,
widespread car ownership is still fairly new in China, and as a result,
current regulations don't generally measure up to standards in other
countries where cars have been middle-class mainstays for
generations.
And of course, there's China's legal system to consider, which hasn't
always sided with consumers when it's come to flawed products. Nor
has the Chinese public always had the means or will to file lawsuits
against giant corporations. Though we complain about the
abundance of such suits in America, they've helped regulate the
market.
When it comes to autonomous vehicles, America is probably better
off following another time-honored saying: "Slow and steady wins the
race".
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2014 Mercedes-Benz S Class: Live
Photos And Video From Unveiling
BY
NELSON IRESON
4,117 views May 15, 2013
Follow Nelson
HI-RES GALLERY: 2014 Mercedes-Benz S Class, live photos from
unveiling in Hamburg
Also See
2014 Mercedes-Benz S Class Spy Video
2014 Mercedes-Benz S Class: Full Details And...
2015 Mercedes-Benz S Class Coupe Spy Video
SEE MORE VIDEO »
The 2014 Mercedes-Benz S Class was just unveiled this evening at an
event in Hamburg. We were there to grab the live photos so you can
see what the car looks like outside of a staged Arizona desert scene.
The short of it: the new S Class is impressive. The interior is even more
dramatic an improvement than the exterior; it's almost halo conceptlevel style and finish, but in a production form.
Most noticeable upon first sight in person is the balance of aggression
and understatement at the front end; the slight nod to Maybach at the
rear; and the huge twin screens mounted in the instrument panel and
center stack.
On a closer look, the fit, finish, and general design of the interior is
remarkable, especially in the way Mercedes managed to keep the rear
seat at or above the level of the front seat--something that's not always
true in the previous S Class, or its rivals.
With the U.S. slated to get only long-wheelbase versions, and only S550
versions confirmed with statistics, there's still much to be revealed about
the new 2014 S Class. As the fall draws nearer, we expect to learn
about U.S. specs and pricing, as well as details on the S63 AMG.
Moving into 2014, we'll begin to learn more about the plug-in hybrid
variant that's coming, as well as a few other powertrains that may be on
tap--potentially including a diesel, a V-12, and more.
http://www.motorauthority.com/news/1084198_2014-mercedes-benzs-class-live-photo-gallery
The 2014 Mercedes-Benz S Class was just unveiled this evening at an
event in Hamburg. We were there to grab the live photos so you can
see what the car looks like outside of a staged Arizona desert scene.
The short of it: the new S Class is impressive. The interior is even more
dramatic an improvement than the exterior; it's almost halo conceptlevel style and finish, but in a production form.
Most noticeable upon first sight in person is the balance of aggression
and understatement at the front end; the slight nod to Maybach at the
rear; and the huge twin screens mounted in the instrument panel and
center stack.
On a closer look, the fit, finish, and general design of the interior is
remarkable, especially in the way Mercedes managed to keep the rear
seat at or above the level of the front seat--something that's not always
true in the previous S Class, or its rivals.
With the U.S. slated to get only long-wheelbase versions, and only S550
versions confirmed with statistics, there's still much to be revealed about
the new 2014 S Class. As the fall draws nearer, we expect to learn
about U.S. specs and pricing, as well as details on the S63 AMG.
Moving into 2014, we'll begin to learn more about the plug-in hybrid
variant that's coming, as well as a few other powertrains that may be on
tap--potentially including a diesel, a V-12, and more.
http://indianautosblog.com/2013/05/mercedes-s-class-in-action-video76190
Video: Watch the all new Mercedes S
Class in action
By this time, most of you would have seen the images of the new S Class that were leaked hours
before the official unveiling. Most of you would have also read our summary of the car, which we
have to say was an arduous task as the Press Release issued by Mercedes Benz was about 29,000
words long!
To those of you who cannot go through picture-by-picture, here is something that would make your S
Class knowledge gathering easier: A video of the all new S Class.
The video highlights some of the key elements of the new S Class. Details such as the new screen
which combines the instrument cluster and the infotainment system is shown.
There are two variants of the S Class currently on offer – the standard which has a length of 5.116m
and the long wheel base which has an additional 130mm of length all of which goes in enhancing the
rear seat legroom.
There are four engine options available that include two hybrid powertrains. A single diesel and a 4.7liter V8 petrol complete the engine range. All S Class variants feature the 7-speed automatic gearbox.
2014 Mercedes-Benz S-Class
MEET THE MOST TECH ADVANCED SEDAN EVER MADE
Read more: http://www.askmen.com/cars/car_reviews/2014-mercedesbenz-s-class.html#ixzz2UXNF9YWo
http://www.askmen.com/cars/car_reviews/2014-mercedes-benz-sclass.html
2014 Mercedes-Benz S-Class
MEET THE MOST TECH ADVANCED SEDAN EVER MADE
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Mercedes Benz
"Unlike American and European markets, where
owners prefer to drive themselves, Chinese
buyers prefer to be chauffeured."
It could not have been scripted any better by Punor himself (or as the Norse call him, Thor).
While a deluge pounded the roof above us and lightning flashed across the Hamburg airfield,
Mercedes-Benz opened up the hanger-turned-ad hoc luxury suite and drove the brand-new,
sixth-generation S-Class onto the stage to thunderous applause. Just then the back door
opened, and out walked Alicia Keys. At that very moment, actual thunder boomed.
It was fitting Punor oversaw the festivities, because not only is he the Germanic god of
thunder, but he’s also the god of hallowing, as in consecrating. And for Mercedes-Benz,
there is no vehicle more holy than the S-Class, its flagship car and the very vehicle on which
it pins its long-earned laurel wreath of luxury. The S-Class represents luxury, and the SClass, unlike any other car in its lineup, represents Mercedes-Benz.
Hence the bombastic pomposity of the event. This was no time for subtlety, as the Tristar
decided to consecrate the evening with all guns blazing. And fireworks shooting into the dark
clouds.
So Alicia sat down in front of the Hamburg Symphony Orchestra (yes, Mercedes invited the
actual Hamburg Symphony Orchestra) and proceeded to serenade the hall of international
auto journalists with a voice that sent goosebumps crawling across arms. There are worse
fates than to be flown to Germany to witness the unveiling of a world-class luxury car, let me
tell you.
Visually, the new S-Class is pretty much what one would expect; the linework won’t shock
anyone. Its long hood is ornamented with a taller, bolder, more 3D grille, as is the style of the
day. The domed roof leads down to a gently sloping rear end, the side view augmented with
Benz’s now signature “Dropping Line.” The end result is a graceful large saloon. “Stylish
sportiness and sensual forms in synthesis with timeless clarity and effortless superiority
make the S-Class a true design icon,” Benz design chief Gorden Wagener verbosely stated.
Now I don’t know about all that, but it’s surely aesthetically potent.
The S-Class has never been about fireworks, visual or actual. It’s about groundbreaking
technology -- tech that not only informs the rest of the Benz fleet, but nearly every
competitor. And once again, it should have its rivals scrambling to keep up, as Mercedes
stacked its executive sedan with a ridiculous suite of amenities. So let’s begin.
Interior-wise, the car is loaded with innovations. Moving beyond simple seat massagers, the
S-Class follows a “hot stone principle” with 14 independently controlled heated air cushions
inside the backrest that move in concert to massage your overworked back. In addition,
active seat ventilation uses oscillating fans to increase the heat. As usual for Benz, the
interior is a stunning play of wood, glass and leather, trimmed with metallized switches with
pearl paint finishes and solid aluminum controls. The S-Class has also ditched incandescent
lights entirely, and is the first vehicle in the world to solely use LED lighting -- in total, almost
500 LEDs are placed throughout the vehicle.
Two massive 12.3-inch displays with 1,440 x 540 resolution dominate the dashboard. The
left screen acts as the instrument cluster and displays speedometer, tachometer, etc., while
the second functions as the satnav infotainment screen. Like the old S-Class, the 2014
model comes with a remote control that passengers in the back can use to control whatever
aspect of the car they’d like. New for 2014, however, is an app that can convert any iPhone
or Android to act as the remote. This is all part of Benz's "First Class Rear" concept, which
endeavors to make the backseat as important as the front in reaction to the growing Chinese
market -- unlike American and European markets, where owners prefer to drive themselves,
Chinese buyers prefer to be chauffeured.
We can’t all have Alicia Keys welcome us to the S-Class on a daily basis, so Benz has
offered the top-tier Burmester High-End 3D surround-sound system. It features three
speakers in the headliner above, which fully augment your audio selection. To keep your
sound pristine, more than 150 insulation components have been integrated to reduce engine,
road and ambient noise.
OK, so now you’re feeling nice and relaxed. You’re eyes are feasting on
the epitome of luxury, and your ears are serenaded with 3D sound. But
what about smell? Sure, your nose wants in on the action, too. Hence
Mercedes is the first car manufacturer to offer an Active Perfuming
System. Yup, perfume for your car. But fret not, unlike those pungent
“air fresheners” you get at the car wash, the Benz fragrance molecules
won’t transfer to either interior materials or you clothes -- so even if you
want your car to smell like “Nightlife Mood,” your Tom Ford suit won’t.
Other fragrance options include “Freeside Mood,” “Sports Mood” and
“Downtown Mood,” which may or may not smell like a homeless junkie.
The verdict is still out. Vials can be easily exchanged, with a range that
will be expanded in the future.
All this means that you’ll love your S-Class so much you won’t want to
leave it. Which is fine, because now you won’t even have to. The new
S-Class’ seats can recline to 43 degrees, something you can’t do in any
other car of its class. The backseat reclines almost flat, while the front
seat reclines enough to become a footrest for the backseat passenger.
So catch a nap while Pierre drives you to the airport.
What began a decade ago as Pre-Safe was then augmented with
Distronic Plus, and has now become “Intelligent Drive” -- a new
dimension in driver safety. With a new stereo camera and multistage
radar sensors, the S-Class has 360-degree all-around vision, to see the
road better than any other car. Not only does it see potential dangers
like pedestrians and large animals, but it also senses impending
discomforts like large potholes and bumps. Using this Road Surface
Scan (via its stereo camera), the car warns the Magic Body Control
system, which then preps the suspension for whatever lies ahead. This
results in what Benz execs like to dub a “magic carpet ride.” Magic? Not
quite, but certainly innovative -- and, again, the only one its class.
Add this to Mercedes’ already impressive safety technology suite -- e.g.
Active Lane Keeping, Brake Assist System, Attention Assist, Night View
Assist, Adaptive Highbean Assist Plus, etc. -- and you have what they
claim is the safest car on the road.
At first the executive sedan will launch in America solely as the S550
this September, with the all-wheel drive S550 4MATIC coming in
November (there are whispered rumors of an S63 AMG 4MATIC
coming in November as well, but those are yet to be confirmed). As for
further rumors, a plug-in hybrid may also be coming in Fall of 2014…
but you didn’t hear that from us. Unlike Europe, America is only getting
the 124.6-inch long wheelbase, which is a little over an inch wider and
.7 inches taller than the outgoing 2013 model. Engine-wise, the SClass’s 4.7 biturbo V8 increases horsepower to 455, 26 more than the
outgoing model (its 516 lb-ft of torque stays stat).
While we wait for a return volley from Audi, BMW, Lexus and company,
Mercedes-Benz has fired a potent volley into the luxury executive sedan
market. Certainly its technology separates it from the crowd, but we look
forward to getting behind the wheel so we can test out some of its
features. Perhaps with a little “hot stone principle” warming our backs,
Alicia Keys on the Burmester High-End 3D surround-sound system and
“Downtown Mood” tickling our olfactory senses. And if we’re lucky,
maybe Punor will make a visit and we can test out the Magic Body
Control system. There are worse ways to spend a commute.
Read more: http://www.askmen.com/cars/car_reviews/2014-mercedesbenz-s-class-2.html#ixzz2UXOmGv2X
Read more:http://www.askmen.com/cars/car_reviews/2014-mercedesbenz-s-class.html#ixzz2UXNa7XYj
http://www.eurocarblog.com/post/44629/2014-mercedes-s-class-firstvideos-available
2014 Mercedes S-Class: first videos available
Published on 17 May 2013 by Adriano
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Just a few hours after the unveiling of the model in Hamburg, Mercedes-Benz unleashes the
first bunch of videos of its much anticipated new flagship, the imposing new generation of the
S-Class, which we thoroughly described in a dedicated post just yesterday (which also
featured an exclusive live photo gallery of both the event and the car provided by our parent-
site Autoblog.it). With this new car, the aspiration of the German manufacturer was - quite
simply - to build ‘the best automobile in the world‘, and Mr.Dieter Zetsche, Chairman of the
Board of Management of Daimler AG and Head of Mercedes-Benz Cars, is convinced they
did just that:
“Rather than being about safety or aesthetics, power or efficiency , comfort or dynamism,
our aspirations were ‘the best or nothing’ in every respect. No other car stands for the
Mercedes-Benz brand promise more than the S-Class.”
For the first time in the history of the S-Class, the development of this new generation was
focused on the long-wheelbase Saloon, with the short-wheelbase version that was derived
from it. This is because the S-Class is definitely a chauffeur-driven vehicle in Asia, whereas
in Europe and North America the owners of an S-Class are frequently behind the wheel
themselves. For this reason the rear passengers will be able to enjoy improvements in
interior dimensions, comfort and entertainment options. See all the other videos right after
the jump.
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http://www.eurocarblog.com/post/44629/2014mercedes-s-class-first-videos-available
The MB Press Release
http://www.desktopmachine.com/press/2086/MercedesBenz_S-Class/
2014 Mercedes-Benz S-Class
May 18, 2013. With the three engineering pr
Drive", "Efficient Technology" and "Essence of Luxury", the new Mercedes-Benz S-Class extends the boundaries of techno
The S-Class is not just a technological spearhead for Mercedes-Benz but for automotive development as a whole.
As with every generation before it, the customers expect the new S-Class to set standards across the board to retain its a
automobile in the world". Dr Dieter Zetsche, Chairman of the Board of Management of Daimler AG and Head of Mercedesthan being about safety or aesthetics, power or efficiency, comfort or dynamism, our aspirations were 'the best or nothing
other car stands for the Mercedes-Benz brand promise more than the S-Class."
Perfection to the last detail results in "The Essence of Luxury". This pursuit of the best is particularly noticeable in the inte
seats or the air conditioning, the controls or the design, the infotainment or the comfort and safety in the rear - new ideas
realisation, and highest perceived quality underpin the high standards that the engineers have set for the Mercedes-Benz
for themselves.
The same applies to safety. What started with PRE-SAFE® ten years ago and continued with DISTRONIC PLUS has now r
dimension of motoring: comfort and safety are merged into one. Mercedes-Benz refers to this as "Intelligent Drive". A wh
systems makes the new S-Class even more comfortable and even safer.
The Mercedes-Benz S-Class is so efficient that it almost sounds utopian: within ten years Mercedes-Benz, by realising "Effi
has almost halved fuel consumption in the 150 kW output category to 4.4 litres per 100 kilometres, for example, while the
the new S-Class (cd=0.24) clearly undercuts the previous model's figure and sets a new benchmark in this segment. The
HYBRID is set to go even lower still with a cd figure of 0.23 thanks to additional aerodynamic optimisation measures. Furt
model is the world's first car to dispense entirely with light bulbs in favour of LEDs, pointing the way ahead once again.
Design: a modern sense of status and sensual shapes
People all over the world can recognise a Mercedes-Benz straight away. The classic Mercedes face runs like a golden threa
brand's history.
"The sophisticated design of the S-Class has always been an expression of luxury and automotive grandeur of its era. And
continues this tradition. With its classic architecture and flowing silhouette, it is a modern embodiment of sensual clarity. T
line from the sophisticated, progressive design idiom to the classic elegance of our 1930s cars - intelligence that speaks to
sportiness and sensual forms in synthesis with timeless clarity and effortless superiority make the S-Class a true design ico
Gorden Wagener.
To underline the effortless superiority of the new S-Class, and its ambition to lead, the radiator grille is now larger, uprigh
dimensional in design. With its long bonnet, the flowing, domed roof line and the gently slanting rear end, the new S-Clas
proportions. The size and space have been fashioned in such a way that the Mercedes-Benz S-Class appears prestigious, a
line is also in keeping with the car's sporty coupé-style intentions.
A character line descending discreetly from front to rear - the brand's hallmark "Dropping Line" - elegantly structures the
generates additional dynamism even when the car is at a standstill. The subtly created convex-concave effect of the entire
an extremely powerful and elongated car body that demonstrates both excitement and calm. The pronounced shoulder ab
adds further emphasis to the car's athletic character.
The positively exaggerated surfaces and lines of the side wall on the new S-Class generate excitement as they flow into th
as being elegant, the slightly slanting form has aerodynamic advantages. Horizontal lines running from the boot lid to the
the car's width when viewed from the rear. The hallmark signature of the Mercedes-Benz designers can also be seen in th
which cuts into the C-pillars. The upper area of the glass is rounded, lending it a coupé-like character. The real highlights
lights which are completely encased by the car body and, thanks to this solitarily integrated styling and meticulously crafte
complete the design right down to the last detail.
LED technology: the first ever car without a single light bulb
100 years or so after the introduction of electric lighting in motor vehicles, Mercedes-Benz is now making a complete switc
- the new S-Class is the first vehicle in the world whose interior and exterior do without a single light bulb, and sees Merce
its pioneering role in the lighting sector. The lighting's multi-level functionality is another world first: out of consideration f
behind, the intensity of the brake lights is reduced at night or while waiting at traffic lights, for example. Almost 500 LEDs
the vehicle, the interior and the boot. Depending on equipment, these include:
Headlamps: each with up to 56 LEDs
Tail lights: each with up to 35 LEDs (plus 4 for the rear fog lamp)
Interior (including ambient lighting): approx. 300 LEDs
Visibility is enhanced by two assistance systems that have undergone some key improvements - Adaptive Highbeam Assis
Assist Plus. Thanks to a new stereo camera and multistage radar sensors, the S-Class has 360-degree all-round vision and
dangers on the road better.
Drive system: class-leading efficiency in every output category
In its first year the new S-Class line-up features two hybrid versions, a petrol model and a diesel variant: S 400 HYBRID, S
and S 300 BlueTEC HYBRID. All models boast class-leading efficiency and up to 20 percent lower fuel consumption than th
series. All the engines already meet the requirements of the Euro-6 emissions standard. In addition to this, the S 400 HYB
BlueTEC meet the strict criteria of efficiency class A, while the S 300 BlueTEC HYBRID even has an A+ rating.
"The new S-Class achieves consumption and emissions figures that only a few years ago seemed utopian, even for execut
Thomas Weber, member of the Daimler Board of Management responsible for Group Research and Head of Mercedes-Ben
"And this is just the start of our 'Green Leadership' initiative: soon to be followed by the S 500 Plug-In HYBRID - the first
consumption lower than four litres per 100 kilometres." The S-Class line-up therefore includes the full range from petrol a
petrol, diesel and plug-in hybrids for the first time.
Suspension: the world's first suspension with "eyes"
The new S-Class is the world's first car to be able to detect bumps on the road ahead. If ROAD SURFACE SCAN detects su
means of the stereo camera, MAGIC BODY CONTROL instantaneously sets up the suspension to deal with the new situatio
suspension system is available as an option for the eight-cylinder models. Standard equipment for the new S-Class include
operating Adaptive Damping System ADS PLUS and an enhanced version of the full air suspension system AIRMATIC.
Interior: visual breadth and calm solidity
With its clear architecture, the interior design of the S-Class embodies a classic, superior, cutting-edge saloon. The interio
character derives from a uniquely fluid, sensuously elegant style. Horizontal elements and lines create a setting characteri
and calm solidity. High quality and elegance harmonise with clarity and functionality: the interior design of the S-Class com
spaciousness and user-friendliness to the very highest standard.
The perfectly coordinated use of materials and colours produces an exclusive interior seemingly cast from a single mould.
use of wood trim, especially in the dashboard and centre console. Metallised switch surfaces with pearl-effect paint finishe
shades to suit the interior colour particularly highlight the outstanding quality.
Passengers in the rear are also seated in first-class - the design and exclusivity of the seats, door panels and all controls a
standard as the front. As an additional individualisation feature, the "First Class Rear" incorporates a Business centre cons
personal comfort with practical convenience (integration of a telephone handset, additional stowage compartments, foldin
Concept: the best for both worlds
For the first time in the history of the S-Class, the development focus was on the long-wheelbase Saloon. Unlike before, th
version was derived from this. This is because the S-Class is not only firmly positioned as a prestige saloon in the large ov
as the USA, China or Japan. Whereas in Europe and North America owners of an S-Class are frequently behind the wheel
flagship model in the Mercedes-Benz passenger-car portfolio is very definitely a chauffeur-driven vehicle in Asia. The logic
number of new features specifically related to comfort and safety in the rear - in the Mercedes-Benz S-Class, there is no d
in the rear are also seated in first class.
The occupants of the new S-Class benefit from the moderate increase in vehicle size by an improvement in all the interior
are 12 millimetres of extra headroom for the driver, as well as 14 millimetres more shoulder room and 10 millimetres more
front. Thanks to the 14-millimetre increase in rear kneeroom, travel becomes even more comfortable for passengers in th
in the rear has been improved by up to nine millimetres.
Control and display concept: elegant new command centre
Two high-resolution TFT colour displays in 8:3 format with a screen diagonal of 30.7 cm (12.3 inches) form the new inform
S-Class. The left-hand display performs the functions of the previous instrument cluster, providing the driver with all relev
right-hand display allows the convenient control of infotainment and comfort functions. For the new S-Class, the constantl
integrate additional functions into the vehicle led to a further development of the entire operating logic.
Here ergonomics, operating convenience and safety along with attractiveness and aesthetics were the main consideration
The aim in designing the control and display features was to group controls and display functions together in a coherent m
both design and functionality. Apart from the new displays, the metallised switch surfaces and solid aluminium controls ar
particularly high quality. Thanks to the fine structuring on the metal surfaces, each individual control has the sound, feel a
that makes a Mercedes-Benz so special.
The new control features include a touch-sensitive telephone keypad and an extended favourites function with twelve free
places. The principal control element is the rotary pushbutton, with the usual direct access keys in the centre console for t
functions and a toolbar for the driving assistance systems.
Voice entry using LINGUATRONIC via the Speech Dialog System allows complete addresses to be spoken in one go, for ex
input). The telephone and audio systems can also be voice-controlled. The option of having text messages (SMS) or email
feature.
Climate control: a wealth of new features for a pleasant atmosphere
During the systematic further development of the entire climate control system, a particular focus was placed on the deve
performance, air quality, precise regulation, noise level and efficiency.
As a new feature, the AIR-BALANCE package comprises perfume atomisation, ionisation and even more efficient filtration
standard model. The THERMOTRONIC automatic climate control in the rear has two additional zones to improve thermal c
heating of the armrests is a completely new feature.
As a world first, the new S-Class Saloon has an "active perfuming system" as part of the AIR-BALANCE package. 'Active' m
perfuming system is switched on and off manually, with manual adjustment of the intensity. The perfume atomisation sys
smell of the vehicle interior.
It neither changes the interior smell permanently, nor are perfume molecules deposited on fabric surfaces or clothing. The
and mild, and dissipates rapidly.
Seats: mobile office and centre of wellbeing
With numerous world firsts such as the ENERGIZING massage function based on the hot-stone principle or active seat ven
reversing fans, Mercedes-Benz has raised seating and climatic comfort in the S-Class to a new level. The seat developers h
attention to the rear seats. There is a choice of five different rear seat variants including an Executive seat with a backres
up to 43.5 degrees, allowing occupants in the rear to concentrate on work or relax in comfort.
The ENERGIZING massage function on the hot-stone principle is a world first. The seat specialists at Mercedes-Benz have
massage function with 14 separately actuated air cushions in the backrest, as well as an integrated warming function. The
massage programmes, two of them using the warming function. The function is also available for the rear seats.
For the first time, so-called reversing fans are used in the active seat ventilation system. When the ventilation function sta
surrounding air is first drawn onto the seat surface. This enables the surface temperature of a heated-up seat to be reduc
with the previous active cooling systems. After four minutes the fans are automatically switched to blower mode to reduce
Two rear seat variants (static bench seat or individual seats with 37-degree adjustment) are available for the standard-wh
no less than five for the long-wheelbase version. The adjustment kinematics have been changed in the luxury and reclinin
Unlike the conventional trailing backrest design, the backrest is adjusted separately so that the legroom and seat referenc
unchanged. The cushion can be separately adjusted for angle and horizontal position.
The maximum backrest angle of the Executive seat (reclining seat) behind the front passenger seat is increased from 37 t
giving it the largest backrest inclination in the luxury segment. The reclining seat features a calf support which is freely ad
and angle. In combination with the heel rest on the folding chauffeur seat at the front and an additional comfort cushion,
position that sets new standards in the automotive sector with respect to sleeping and resting comfort.
If the "First Class Rear" is specified (with rear centre console), the front console on the transmission tunnel is visually con
is equipped with innovative thermo-cup holders which use Peltier technology to cool or warm drinks over a longer period o
aircraft seat, the centre console is available with two tables which can be easily folded in or out using one hand.
Multimedia features: mobile concert hall
A completely new multimedia generation with intuitive operation and particularly tangible functions thanks to visualisation
celebrates its debut in the S-Class. Other innovations include the multi-user system, which allows independent access to t
the entertainment system from any seat.
The innovative Frontbass system developed by Mercedes-Benz and used for the first time in a saloon car is a feature com
systems: the woofers are housed in the firewall, and use the almost 40-litre space in the cross-member and side member
chamber. Conventional woofers in the doors are therefore unnecessary. The mid-range speakers in the doors are relocate
improves the soundscape and allows additional stowage space in the doors.
As alternatives to the standard sound system with ten loudspeakers, two very high-quality audio systems are available wh
together with the high-end audio specialist Burmester: the Burmester® Surround Sound system and the Burmester® High
Sound system.
The interactive presentation of content is a prominent new feature of the navigation function. The new navitainment func
animated compass, the "Driveshow" for passenger information as in an aircraft, and the display of Google Maps on the he
rear. Information on the traffic situation is shown with hatched lines (rather than with vehicle silhouettes as before). With
Information service, traffic data is transmitted in real time. As a result, the navigation system is better informed about the
roads.
Body: maximum stability and high-quality lightweight design
A high level of crash safety, outstanding rigidity for excellent handling with extremely low levels of noise and vibration. Th
when developing the bodyshell for the new S-Class - a third-generation aluminium hybrid bodyshell. The lightweight index
stiffness in relation to weight and vehicle size - has been improved by 50 percent compared to the predecessor model.
Since the 220 model series was developed in the 1990s, with an optimally coordinated materials mix the hybrid lightweigh
been further developed into an aluminium hybrid bodyshell. During this period the share of aluminium has increased to m
It has therefore been possible to maintain practically the same body weight for 20 years and even slightly reduce it, despi
comfort and safety requirements and additional functions. In addition to this, structural foams are used at specific points i
new model series. The entire outer skin of the S-Class, including the roof and the front section of the body, consists of alu
percentage of aluminium is possible thanks to the use of a complete range of semi-finished products (casting, extrusion, s
safety passenger cell is made using an extremely high percentage of high-strength steel.
This lightweight design by material and geometrical optimisation coupled with highly complex joining technology allows th
further raise the bar in the demanding luxury saloon segment - without adding weight.
With a torsional stiffness of 40.5 kN/degree (predecessor: 27.5 kN/degree), the S-Class achieves a new record in its segm
Extended PRE-SAFE® protection: prevention is better than cure
Ten years ago, Mercedes-Benz unveiled a groundbreaking safety concept in the S-Class in the form of the PRE-SAFE® an
protection system, which has been undergoing continuous refinement ever since. Now, the safety pioneer is increasing pr
again.
The new PRE-SAFE® functions can help to prevent collisions with pedestrians and vehicles in front in city traffic, defuse d
caused by traffic behind and enhance the protection offered by the seat belts.
The PRE-SAFE® Brake can also detect pedestrians and initiate autonomous braking to avoid a collision at speeds u
PRE-SAFE® PLUS can recognise an imminent rear-end collision and warn the following traffic by activating the rear
lights at a high frequency. If the danger of a collision persists, the system can also firmly apply the stationary veh
thus minimise the risk of whiplash injuries by reducing the forward jolt caused by the impact. This additionally ca
secondary accidents. Immediately before impact, the PRE-SAFE® anticipatory occupant protection measures, esp
belt tensioners, are deployed.
With PRE-SAFE® Impulse, the driver and front passenger are pulled away from the direction of impact by their sea
phase of the crash before the resulting occupant deceleration sets in. This can substantially reduce the risk and s
frontal collision.
Setting the standard for safety in the rear: new features in the Mercedes-Benz S-Class
Mercedes-Benz has extended the safety system for rear seat passengers further with the seat belt buckle extender, the be
cushionbag. The first two of these developments are included in the "PRE-SAFE® rear package". With the illuminated sea
extender, an electric motor extends and retracts the belt buckle automatically. In this way, any belt slack in the area of th
can be reduced so that passengers are secured more firmly in both the sideways and the lengthways direction.
The beltbag is an inflatable seat-belt strap that is able to reduce the risk of injury to passengers in the rear in a head-on c
the strain placed on the ribcage. The reclining seat is equipped with a cushionbag under the seat cushion upholstery as st
seat is reclined, it prevents the occupant from sliding beneath the seat belt (so-called submarining) in an accident. This ha
Benz to design a comfortable reclining seat which provides a higher level of accident safety than a seat with a trailing bac
Intelligent Drive: networked with all senses
Avoid accidents and mitigate their consequences - this is the integrated approach adopted by Mercedes-Benz Accident Res
heading "Real Life Safety". Mercedes-Benz is systematically pursuing this strategy in the S-Class with numerous new assis
greatly enhanced functions. Comfort and safety are enhanced at the same time. Mercedes-Benz calls this "Intelligent Driv
all rely on the same sensor system, comprising a new stereo camera together with multistage radar sensors.
"Intelligent assistance systems analyse complex situations and better recognise potential dangers out on the road with the
environment sensor systems," explains Prof. Thomas Weber, Member of the Daimler Board of Management responsible fo
Head of Mercedes-Benz Cars Development. "Figuratively speaking, the new S-Class doesn't just have eyes at the front, it
round vision."
A key factor is the networking of all systems, which safety experts call "sensor fusion". The aim is to ensure comprehensiv
for the occupants of a Mercedes-Benz, but for all other road users, too.
The support functions range from relieving the burden on the driver and therefore increasing comfort, to issuing visual, ac
warning signals, to boosting the driver's reactions. Some systems are even able to take corrective action in an emergency
application of the brakes to prevent an accident or lessen its severity. Here is a summary of the new assistance systems a
enhanced functionality:
DISTRONIC PLUS with Steering Assist and Stop&Go Pilot takes the burden off the driver when it comes to lane guid
to follow vehicles in traffic jams automatically.
For the first time, thanks to the stereo camera the Brake Assist system BAS PLUS with Cross-Traffic Assist is able to
traffic and pedestrians too, and to boost the braking power applied by the driver accordingly.
If the lane markings are broken lines, Active Lane Keeping Assist can detect when the adjacent lane is occupied, es
traffic, and reduce the risk of the vehicle leaving its lane unintentionally by applying the brakes on one side.
Adaptive Highbeam Assist Plus allows the high-beam headlamps to be kept on permanently without dazzling traffic
vehicles in the beams' cone of light.
Night View Assist Plus was further improved and supplemented by a thermal imaging camera. Night View Assist Plu
to the potential danger posed by pedestrians or animals in unlit areas in front of the vehicle by automatically swi
speedometer to a crystal-sharp night view image and highlighting the sources of danger. A spotlight function is f
flash any pedestrians detected ahead. This attracts the driver's attention to the source of the danger at the same
person on the side of the road.
ATTENTION ASSIST can warn of inattentiveness and drowsiness in an extended speed range and notify the driver o
of fatigue and the driving time since the last break, offers an adjustable sensitivity setting and, if a warning is em
nearby service areas in the COMAND navigation system.
The prices in Germany (incl. 19% VAT) for the new S-Class start at 79,789.50 euros for the short-wheelbase S 350 BlueTE
Modern sense of status, sensual shapes and stylish sportiness
People all over the world can recognise a Mercedes-Benz straight away. The classic Mercedes face runs like a golden threa
brand's history. The features of the style-defining front design are both simple and complex, especially on the S-Class: it i
and unmistakable and, instead of following fads, it exudes confidence and status. An alpha leader, dynamic yet not aggres
yet not fancy.
To underline the effortless superiority of the new S-Class, and its ambition to lead, the radiator grille is now larger, uprigh
dimensional in design. The four louvres taper outwards and do not touch the chrome frame. Instead of diamond-shaped p
air intake now features tiny louvres in high-gloss black, which follow the shape of the grille. The front-end design is comp
strip on the lower part of the bumper.
The headlamps have clearly defined contours. In the case of the dynamic LED High Performance headlamps with Intellige
(optional), the indicators, side lights and daytime running lamps are arranged behind the lens so that the brand's hallmark
immediately recognisable both day and night. The Mercedes-Benz lettering in the headlamp is illuminated.
The greater need for passive and active pedestrian protection has likewise been taken into account in the front design. Th
required crash gaps have been ideally configured to lend the front end greater presence and a more dominant feel.
The side: powerful, elongated body
With its long bonnet, the flowing, domed roof line and the gently slanting rear end, the new S-Class has classic saloon pro
and space have been fashioned in such a way that the new S-Class appears prestigious, and the powerful roof line is also
car's sporty coupé-style intentions.
A character line descending discreetly from front to rear - the brand's hallmark "Dropping Line" - elegantly structures the
generates additional dynamism even when the car is at a standstill. The subtly created convex-concave effect of the entire
an extremely powerful and elongated car body that demonstrates both excitement and calm. The pronounced shoulder ab
adds further emphasis to the car's athletic character.
Every detail and each of the detachable body parts have been stylistically optimised. The exterior mirrors, for instance, ha
dynamic form, while the precisely shaped exterior handles emphasise the body's distinctive lines.
The overall composition is accentuated by elegantly designed chrome trim strips, notably the trim strip on the rear door fr
rearwards in one piece. The likewise three-dimensional trim strip at the bottom sits deeper and establishes a visual link wi
functional gap. Consequently the sheet metal remains untouched, and an eye-catching design feature is created. The chro
support element at the bottom to protect against stone chipping.
Rear end: horizontal lines and eye-catching light design
The extravagantly sculpted surfaces and lines of the side wall on the new S-Class generate excitement as they flow into th
as being elegant, the slightly slanting form has aerodynamic advantages.
Horizontal lines running from the boot lid to the bumper emphasise the car's width when viewed from the rear. The hallm
Mercedes Benz designers can also be seen in the rear windscreen, which cuts into the C-pillars. The upper area of the gla
it a coupé-like character. The three-dimensional chrome insert on the boot lid adds a new dimension in high-quality design
The real highlights are the new-style tail lights which are completely encased by the car body and, thanks to this solitarily
complete the design right down to the last detail. Their meticulously crafted inner workings reflect the current state of the
horizontally arranged fibre-optic cables, the design echoes the hallmark Mercedes meander and so ties in seamlessly with
predecessor models. The combination of attention to detail with exacting technical requirements is apparent in both the n
design. The rear fog lamp is housed in the centre of the bumper, while the reflectors are elegantly integrated on the left a
Visual breadth and calm solidity
With its clear architecture, the interior design of the S-Class embodies a classic, superior, cutting-edge saloon. The interio
character derives from a uniquely fluid, sensuously elegant style. Horizontal elements and lines create a setting characteri
and calm solidity. High quality and elegance harmonise with clarity and functionality: the interior design of the S-Class com
spaciousness and user-friendliness to the very highest standard.
The radically redesigned display extends behind the two-spoke steering wheel - reminiscent of the S-Class heritage - as a
horizontal alignment. It replaces the traditional instrument cluster and combines numerous other functions in a visually an
highly sophisticated manner. The entire display unit appears to be free-floating, an impression reinforced by ambience bac
The high-quality unit formed by the centre air vents and the analogue clock is precisely set into three-dimensional wood t
this classic wood trim feature is positioned very low. This creates a second level of decorative trim whose luxurious stitche
primary field of vision. Both levels extend elegantly across the entire width of the dashboard and doors. With this layout th
created an association with the wingbeat of a bird. The result is an extraordinary impression of width combined with a ple
ambience.
The visually prominent dashboard is characterised by the striking double-S curve. This already made the preceding model
imparts a feeling of spaciousness, safety and security.
The perfectly coordinated use of materials and colours produces an elegant interior seemingly cast from a single mould. T
of wood trim, especially in the dashboard and centre console. Metallised switch surfaces with pearl-effect paint finishes in
to suit the interior colour particularly highlight the outstanding quality.
Innovative lighting systems in the form of a continuous light band under the wood trim strips and the central display - a c
dimension in ambience lighting - and elegant lighting units with stylish details in the headlining enhance the comfortable a
number and size of the stowage facilities in the interior have been greatly increased compared to the preceding model.
Passengers in the rear are also seated in first-class - the design and exclusivity of the seats, door panels and all controls a
standard as the front. If a luxury or reclining seat (Executive seat) is specified for the rear, the backrest inclines backward
shelf, which means that legroom is not restricted even in the resting position. As an additional individualisation feature, th
incorporates a Business centre console combining personal comfort with practical convenience (integration of a telephone
stowage compartments, folding table, etc.). The side finishers of the front seats are formally integrated and feature usefu
compartments.
In combination with the first-class quality of materials and outstandingly high perceived value, the decidedly varied range
appointments emphatically confirms the premium positioning of Mercedes-Benz. The innovative architecture of the interio
based on both additive and integrating features, allows a choice of different and very individual styling in terms of colours
The standard appointments already meet high expectations. They include leather seat upholstery (long wheelbase), elega
trim and surfaces with decorative topstitching. Various leather versions are available as optional extras, differing in their s
patterned perforations and a hand-quilted look and feel), and also in terms of the relative leather and trim surfaces. The c
choice of five interior colour arrangements combined with five different types of exotic wood trim.
The interior design of the new Mercedes-Benz S-Class was also influenced by the Mercedes-Benz Advanced Interior Desig
whose primary task was also to explore how the highest possible perceived quality can be created. Using the so-called "ap
the designers were able to give free rein to their imagination and look for ways of translating these ideals into series prod
led to a harmonious and luxurious interior whose design, character and perceived value are unrivalled.
Sleek, silent type
For almost three decades, the aerodynamic specialists at Mercedes-Benz have been breaking one record after another. At
models occupy the top position for aerodynamics in practically every vehicle segment. The new S-Class is likewise at the t
terms of aerodynamics and aeroacoustics.
The drag coefficient of the new S-Class (cd=0.24) undercuts the previous model's figure by two hundredths and sets a ne
segment. The S 300 BlueTEC HYBRID is set to go even lower still with a cd figure of 0.23 thanks to additional aerodynami
measures.
A number of features and details have been aerodynamically optimised to achieve this result:
Aerodynamically optimised front and rear apron with perfectly matched rear spoiler
All-new aerodynamically and aeroacoustically optimised exterior mirrors
Complete sealing of the front end with sealing of the headlamp section, improved sealing of the radiator section an
make efficient use of the available cooling air
Use of a cooling air metering system (adjustable louvre)
Water drain channels with optimum flow
Lowering of the vehicle by up to 20 mm when the speed exceeds 120 km/h
Spoiler lip on the tail lights
Aerodynamically optimised underbody with extensive engine compartment and underbody panelling up to a point b
further minimise the penetration of road noise
Aerodynamically shaped multi-purpose recess cover
Special wheel spoilers ahead of the front wheels
Aerodynamically optimised wheels and tyres
Large area of cladding on the rear axle
Barely perceivable noise level in the interior
The aeroacoustic specialists took specific measures to counter wind noises during their aerodynamic development work. T
frequency wind noise, the sealing systems around the windows and door handles were above all improved considerably. T
exterior mirror and the correspondingly shaped A-pillar with a minimised shoulder height ensure the efficient drainage of w
hitting the windscreen, prevent the airflow from breaking off at this point and therefore avoid noises that might enter the
windscreen and side windows. The roof structure and the automatic tilting/sliding roof module were subjected to further a
development to improve noise comfort in this area as well. In the case of the panoramic sliding sunroof, numerous air def
covers and seals with the appropriate geometry ensure the same high level of noise comfort as in the preceding model, de
opening aperture. The combined effect of these measures allows the new S-Class to achieve the desired aim of being the
segment.
A subdued, scarcely perceptible level of noise in the interior of the S-Class was the objective when configuring and coordin
insulation measures. Particular attention was paid to transmitted engine noise and road roar. During the acoustic optimisa
was both on lowering the sound pressure level and on achieving the well-balanced and comfortable overall sound percept
of the S-Class.
To ensure that engine noise is perceived as refined and unobtrusive in the interior, the firewall insulation was extended in
the A-pillars. Additional sealing levels were also added in the form of high-quality injection-moulded components.
A major contribution to the reduction in transmitted engine noise was made by improved insulation in the transmission tu
modular engine partition made of plastic. The different noise characteristics of the engines are taken into account by the u
weights per unit area.
The electrically adjustable rear seats available as an optional extra are free-standing. High-frequency tyre noise was reduc
insulation extending from the seat surface to the rear panel and parcel shelf. Breakthroughs are kept to a minimum. An in
system inside the parcel shelf allows the necessary ventilation while reducing noise transmission via the parcel shelf. The
wheel arch cladding has an insulating and absorptive effect which reduces high-frequency tyre noise in the interior.
The assignment: perfection
The best automobile in the world - every new generation of the Mercedes-Benz S-Class has earned this accolade anew for
goal in the book of specifications for the coming model was therefore: perfection to the last detail. New ideas and their pa
underpin the high standards that the engineers have set for the Mercedes Benz flagship model - and for themselves.
For the first time in the history of the S-Class, the development focus was on the long-wheelbase Saloon. Unlike before, th
wheelbase version was derived from this. This is because the S-Class is not only firmly positioned as a prestige saloon in t
markets such as the USA, China or Japan. Whereas in Europe and North America S-Class owners are frequently behind th
the flagship model in the Mercedes-Benz passenger car portfolio is very much a chauffeur-driven vehicle in Asia.
There are two body lengths to choose from: 5248 and 5116 millimetres - 42 and 40 millimetres longer than the predecess
respectively. Whereas the wheelbase has stayed the same at 3165 and 3035 millimetres, the track width has increased by
millimetres to 1624 (front) and 1637 millimetres (rear) respectively.
The occupants of the new S-Class benefit from the moderate increase in vehicle size by an improvement in all the interior
are 12 millimetres more maximum headroom for the driver, as well as 14 millimetres more shoulder room and 10 millimet
in the front. Thanks to the 14-millimetre increase in rear kneeroom, travel becomes even more comfortable for passenger
Shoulder room in the rear has been improved by up to nine millimetres.
Over 3.5 million customers and numerous awards
The Mercedes-Benz flagship model, which has now been known as the S-Class for over 40 years, has not only proven imm
customers for many years. It also has a string of awards to its name, underlining its class. In 2011, for example, the S-Cla
award for best car in the luxury segment from the German magazine "auto motor und sport" and the accolade "Prestige C
"Motoring Television" in North America. In addition to this, the S-Class won the J. D. Power APEAL Award for the best veh
terms of efficiency, technology and design for the fourth time in succession in 2010. Furthermore, the S-Class underlined
the field of green technology in the premium segment by winning the "World Green Car of the Year 2012" award.
Even in the year leading up to the model change, the S-Class continued to be very popular with customers. A total of 65,1
Class Saloon models were handed over to their new owners. The Mercedes-Benz brand's flagship model thus remained th
luxury saloon.
Over 500,000 models from the last S-Class model series have been delivered to customers around the world since its laun
2005, meaning that this S-Class sold even better than the previous generation.
Since the launch of the 220 model that laid the foundations for the S-Class model series, Mercedes-Benz has delivered mo
these vehicles to customers all around the world.
The first ever car without a single light bulb
100 years or so after the introduction of electric lighting in motor vehicles, Mercedes-Benz is now making a complete switc
- the new S-Class is the first vehicle in the world to do without a single light bulb as standard. The lighting's multi-level fun
world first: out of consideration for any road users behind, the intensity of the brake lights is reduced at night or while wa
Meanwhile, visibility is enhanced by two assistance systems that have undergone some key improvements - Adaptive High
Night View Assist Plus.
Mercedes-Benz is further underlining its pioneering role in the field of lighting technology: the new S-Class does not have
board. Almost 500 LEDs assume the task of illuminating the road, vehicle, interior and luggage compartment. Depending o
are:
Headlamps: each with up to 56 LEDs
Tail lights: each with up to 35 LEDs (plus 4 for the rear fog lamp)
Interior (including ambient lighting): approx. 300 LEDs
"With its long life and a colour temperature resembling daylight, LED technology already had a great deal in its favour," re
Weber, Member of the Daimler Board of Management responsible for Group Research and Head of Development, Mercede
though, our engineers have made great advances where energy efficiency is concerned too, reducing power consumption
of conventional headlamps."
The new energy-saving LED low-beam headlamps, for instance, require 34 watts to produce the same light output, makin
efficient than halogen (120 watts) and xenon light sources (84 watts, all figures per vehicle). This translates into a saving
per 100 kilometres or 2.1 grams of CO2 per kilometre compared to a vehicle fitted with halogen low-beam headlamps. Eff
further crucial boost by new, high-performance single-chip LED diodes and a newly developed projector module in the hea
deflected beams of light are reflected back again.
Even the entry-level model in the new luxury saloon range will come with all-LED lighting. The supplementary functions of
System as well as Adaptive Highbeam Assist Plus can be added as options.
Permanent high beam with no dazzling: Adaptive Highbeam Assist Plus
For the first time, Adaptive Highbeam Assist Plus allows the high-beam headlamps to be kept on permanently while drivin
other road user detected in the beams' cone of light. If the camera-based system registers either oncoming traffic or vehi
adapt the light distribution according to the specific situation when the high beam is switched on. Consequently, the drive
high-beam headlamps on at all times and use their full range without irritating or even endangering other road users. The
switch them on and off manually, resulting in a significant increase in the overall driving time with high beam.
The Adaptive Highbeam Assist Plus likewise makes use of the new stereo camera also employed by other assistance syste
recognition algorithm picks up a vehicle that is oncoming or driving ahead, it actuates a mechanism in the headlamp modu
the portion of the LED headlamp's main-beam cone of light where there are other vehicles to prevent their drivers being d
are detected outside the area that can be masked - for instance when cornering with multiple vehicles in the headlamps' b
will switch to the familiar system of headlamp range control using the low-beam headlamps.
Possible backglare caused by increased use of the high beam and highly reflective signs at the side of the road is also det
by dimming the headlamps accordingly.
Considerate to others: tail lights with automatic intensity control
The new S-Class shows itself to be highly considerate of its fellow road users - in another way, too: Mercedes-Benz has ac
world first by developing tail lights with multi-level functionality, meaning that the brake lights and indicators are operated
depending on the current driving state and the brightness of the environment (day/night).
If the Mercedes driver presses the brake pedal while stopped at traffic lights at night, for instance, the brightness of the b
automatically dimmed to avoid dazzling anyone behind. The light distribution is broadened to ensure the lights do not bec
continue to fulfil all legal requirements.
Detects pedestrians and animals: the advanced Night View Assist Plus
For the first time, the new Night View Assist Plus is capable of detecting not just pedestrians in potentially hazardous posi
vehicle, but animals too. This third-generation night vision system automatically switches the instrument cluster display fro
to a crystal-sharp night view image to alert the driver in particularly relevant situations (darkness, unlit roads at speeds ov
pedestrians or animals detected ahead are highlighted in colour in this image.
In such situations the spotlight function is additionally used to repeatedly flash pedestrians in the warning zone by means
in the front headlamps. This attracts the driver's attention to the source of the danger at the same time as warning the pe
the road. Animals are purposely not flashed since their reaction to light is unpredictable. Manual cut-in of the grey-scale im
any time; pedestrian and animal detection and the corresponding highlighting now also are available in urban areas during
(illuminated roads, speed less than 60 km/h) if the greyscale image is activated permanently.
An additional (long-range) infrared sensor in the radiator grille supplements the proven Mercedes-Benz night vision techno
detect pedestrians at a distance of up to 160 metres, and animals such as deer, horses and cattle at up to 100 metres. Tw
sources in the headlamp assemblies light up the area in front of the vehicle with invisible infrared light. This enables the (
camera positioned behind the windscreen next to the rear-view mirror to produce a sharp greyscale image in the instrume
This image can also be shown in the display permanently if desired at the press of a single button.
Good vision also is ensured by MAGIC VISION CONTROL. The system cleans the windscreen without the splash of water t
disrupts the driver's field of view in the case of conventional windscreen washing systems. With MAGIC VISION CONTROL
to the windscreen by means of water guides integrated on both sides along the wiper blade and minute spraying holes. Th
innovation had its world premiere last year in the Mercedes-Benz SL and has been augmented by speed-sensitive control
Elegant new control centre
Two high-resolution TFT colour displays in 8:3 format with a screen diagonal of 30.7 cm (12.3 inches) form the new inform
S-Class. The left-hand display performs the functions of the previous instrument cluster, providing the driver with all relev
The right-hand display allows the convenient control of infotainment and comfort functions. Ergonomics, operating conven
along with attractiveness and aesthetics were the main considerations for the newly designed control and display concept
For the S-Class, the constantly increasing need to integrate additional functions into the vehicle led to a further developme
operating logic. The aim in designing the control and display features was to group controls and display functions togethe
manner in terms of both design and functionality. Apart from the new displays, the metallised switch surfaces and solid al
visual highlights of particularly high quality. Thanks to the fine structuring on the metal surfaces, each individual control h
and attention to detail that make Mercedes-Benz something very special.
The well-proven Mercedes-Benz operating philosophy with a multifunction steering wheel, DIRECT SELECT transmission se
COMAND Controller in the centre console has been retained. The engineers have, however, taken a new approach with th
resolution display depicting the instrument cluster, a display area showing the driving assistance systems next to the rotar
new position for the cruise control stalk, on the left below the combination switch for the wipers and indicators.
With Mercedes-Benz COMAND Online the customer is now able to adapt the contents of the central display to personal req
exception of the navigation map (which always fills the complete display area), the central display is divided into a main a
of the screen) and an additional area (1/3 on the left side of the screen). In standard configuration the additional area sho
information about the selected main application, e.g. if the radio function is active, the artist and song title are shown, or
the case of TV. If required, it is also possible to permanently display a preferred content item in the additional area, for ex
navigation map, fuel consumption display, data connection display or entertainment information. High-quality visualisation
make for easy control: changes to the settings for the climate control or seats, for instance, are immediately visible and th
follow.
The two screen displays have a "Corona" for effect, making the display appear to be floating in space. This lighting can be
seven colours as an option. Like the switch and controls illumination, the brightness can be adjusted using a rotary contro
instrument cluster and central display. Optionally, individual brightness levels can be set for the different lighting zones in
using the vehicle functions of the COMAND Online system.
The new instrument cluster: important information at a glance
The architecture of the instrument cluster in the S-Class signals a new departure for Mercedes-Benz. For the first time a la
display with a screen diagonal of 30.7 cm (12.3 inches) in 8:3 format is used to display driver information. The large scree
more scope with respect to the presentation of contents, animation of displays and vehicle-related information, especially
assistance functions are concerned. The design of the two large dial instruments showing the vehicle speed (left) and rpm
classic style. The menu for "Journey", "Navigation" and "Media" and the relevant sub-menus accessible between the two d
also familiar in principle, and are operated using the steering wheel function keys as before.
The central area between the dial instruments shows the driving assistance systems. When they intervene, the actions of
DISTRONIC PLUS, Stop&Go Pilot, Active Blind Spot Assist and Active Lane Keeping Assist are notified to the driver by visu
from Night View Assist Plus is now also shown between the two instruments, where it is easily visible. In the process the c
two displays are reduced to three-quarter circles with revised scaling to provide the largest possible area for the camera im
area of the display the driver also receives visual support when searching for a parking space. Active Parking Assist with P
recognised parking spaces (left/right, parallel or end-on parking) and guides the driver through the parking procedure. Th
display resemble actual perspective views rather than two-dimensional images from above. Recognised speed limits and a
signs are now shown in the speedometer for easy visibility.
Mercedes customers will find the classic displays and warning lamps easy to recognise. The distance information for the fr
sensors (left/right) is shown at the top, between the two dial instruments. Above this are the control lamps for the indicat
system, lighting functions (parking lights, high beam, fog lamps, low beam) and the distance warning. The outside tempe
centre at the top. The fuel gauge showing the volume in percent is located in the speedometer (6 o'clock position), and th
accommodates the control lamps for the ESP® functions, ABS, the warning lamps for the airbags (SRS - Supplemental Re
seat belts and the tyre pressure monitoring system. The coolant temperature appears in the 6 o'clock position in the rev c
shows the current transmission mode, automatic transmission gear and the function displays for the electric parking brake
indicator and engine diagnosis.
Support for the driver: the ECO display
If required, three bar charts in the instrument cluster give the driver feedback about the economy of their driving style. Th
responds positively if the driver accelerates moderately, drives smoothly in an anticipatory manner and avoids unnecessar
bar readings stand at 100% if driving is particularly economical according to these criteria. When starting off all the values
and a particularly unfavourable driving style causes them to decline. The aim is to arouse a competitive desire in the drive
percent if possible.
Central display: the control centre for infotainment and comfort
An all-new COMAND Online generation has its world premiere in the new S-Class. It excels with intuitive operation and the
functions, thanks to animated menus and images on a large display (12.3 inches) in 8:3 format with a resolution of 1440
video and TV reproduction a part of the screen corresponding to the 16:9 format is used.
The large display is used for animations and 3D effects. An additional area on the display simplifies operation with a conte
representation of the current application or permanent display of the navigation map, for example, or - in the case of mod
- a display of the hybrid functions showing the energy flow.
The animated high-resolution display concept is particularly impressive where the Digital Owner's Manual for COMAND On
Depending on the level of appointments, there is a context-sensitive display of the contents for the individual vehicle, and
taken into account.
Operation: touch-sensitive telephone keypad, extended voice control, two different remote controls
The new control features include a touch-sensitive telephone keypad and an extended favourites function with twelve free
places. The principal control element is the rotary pushbutton, with the usual direct access keys in the centre console for t
functions.
Voice entry using LINGUATRONIC via the Speech Dialog System allows complete addresses to be spoken in one go, for ex
input). The telephone and audio systems can also be voice-controlled. The option of having text messages (SMS) or email
feature. Polish and Finnish are newly available languages, and Arabic is now fully supported.
The new COMAND Online also comes with two remote control variants:
basic remote control (high-quality unit with chrome)
iPhone®/Android app with remote control function via WLAN
Apart from showing and operating the COMAND Online functions (internet browsing, reading and writing SMS and email, i
Mercedes-Benz services), the telephony functions, navigation, radio and TV plus the sound systems, the central display sh
many comfort functions, some of which are new. They include:
Multifunction seats (contour and ENERGIZING massage function with programmes), settings
Seat heating Plus
Air conditioning, perfume atomisation, ionisation, panel heating
Vehicle functions (ambient lighting in seven colours, locator lighting)
Mobile office and centre of wellbeing
With numerous world firsts such as the ENERGIZING massage function based on the hot-stone principle or active seat ven
reversing fans, Mercedes-Benz has raised seating and climatic comfort in the S-Class to a new level. The seat developers h
attention to the rear seats. There is a choice of five different rear seat variants including an Executive seat with a backres
up to 43.5 degrees, allowing occupants in the rear to concentrate on work or relax in comfort.
Intelligent lightweight construction was the watchword during development of the seats. At less than 20 kilograms, the str
weighs around 20 percent less than conventional designs. This is in large measure due to the sandwich construction of th
seat frame, which consist of a two-piece, high-strength steel shell with integrated plastic inserts. This enables the forces f
attachments to be symmetrically introduced into the seat base. There is a further advantage for the seat belt system: unli
structures, the belt buckle and anchor fitting not only move with any fore-aft adjustment, but also with seat height adjust
size of the seat occupant, this always ensures the best possible belt fit and maximum safety.
The front seats of the new S-Class are electrically adjustable for length, height, inclination and seat cushion depth. The 4support and head restraint height can be equally conveniently adjusted at the touch of a button. If the Memory package i
driver and front passenger, the front passenger seat can also be adjusted by the driver if required.
Thanks to wide-ranging adjustments, occupants of very different sizes are seated very comfortably in the new S-Class. Th
Fore-and-aft adjustment: 290 millimetres
Seat height: 65 millimetres
Seat cushion depth: 65 millimetres
Head restraint height: 60 millimetres
Cushion angle: +/- 2.5 degrees
Backrest angle: 27 degrees forward
The sophisticated upholstery structure of the front seat backrests includes Pullmaflex springing and a natural fibre/rubberi
with cut foam. In the seat cushion, the flat spring core of the cushion base has a contoured foam insert lined with cut foa
seat cover has a fleece lining.
The front head restraints are adjustable both vertically and horizontally. Optionally available electric horizontal adjustment
luxury head restraint) is new in the S-Class, and optimises the distance between the occupant's head and the head restrai
whiplash injuries in an accident.
The "Seat Comfort package for driver and front passenger" includes a world first in the form of the ENERGIZING massage
stone principle. In collaboration with physiotherapists and psychologists, the seating experts at Mercedes-Benz have deve
massage system with 14 separately actuated air chambers in the backrest and an integrated warming function. There is a
massage programmes, two of which are heat-assisted. In addition the package includes active multicontour seats with fur
dynamic functions, which have been awarded a seal of approval by AGR, an organisation promoting spinal health.
The climatised seats mark yet another debut: for the first time, so-called reversing fans are used in the active seat ventila
rotational direction of the fan, and therefore the airflow within the seat structure, can be reversed. When the ventilation fu
cooler surrounding air is drawn onto the seat surface. This enables the surface temperature of a heated-up seat to be red
than with the previous active cooling systems. After four minutes the fans are automatically switched to blower mode to r
therefore ensure sustained comfort. Together with the perforated leather, four fans in the seat cushion and two fans in th
uniform relative air humidity where the occupant's body meets the seat. The intensity can be adjusted in three stages acc
requirements.
In combination with seat heating, each occupant is able to find the ideal climatic seating comfort. Using the head unit, the
set an optimal heating output for seat cushion and backrest and activate the quick-response seat heating. In the main sea
heating output of up to 2000 watts per square metre.
The "EASY ADJUST luxury head restraint" adjusts itself automatically when the backrest position of the driver or front pas
changed. This keeps the distance between the head and the restraint constant. On the front passenger side the head rest
down or removed, allowing the rear passenger an unobstructed view to the front.
If the S-Class is ordered with the "Chauffeur package", the rear seat occupant on the front passenger side has 77 millimet
kneeroom. This is because the front passenger seat can be moved 40 millimetres further forward, and a further 37 millime
obtained thanks to a 4-link system. In addi
sour
Safety features are listed at 2,200 EU on German
configurator.
NYT Article
HAMBURG, Germany — Hangar doors slid open to reveal a fleet of white
Mercedes-Benz vehicles arrayed on a rain-slicked runway.
Enlarge This Image
Mercedes-Benz USA
SELF-DIRECTED The 2014 Mercedes-Benz S-Class will offer a system that
gives drivers a break by steering the car.
As fireworks shot skyward, an imposing gray sedan zoomed forward onto a
temporary stage, delivering Alicia Keys, in a dark floor-length evening gown, to
the piano where she performed with a local backup band, the Hamburg
Symphony.
Befitting the flagship of the Mercedes line, the premiere of the new S-Class at a
vast Airbus jetliner factory here on Wednesday night was a grandiose event.
Always a showcase for luxury appointments, this latest incarnation of the S-Class
is notable for much more than features like the so-called hot-stone massages
offered by its reclining rear seats. Or the Wi-Fi. Or the cup holders that keep
drinks warm or cold.
The 2014 S-Class, which goes on sale in September at an estimated starting
price of $100,000, is a significant advance in the development of autonomous
autos. That is, while it still requires a human behind the steering wheel, in the
right conditions the car can steer itself through city traffic or drive on the highway
at speeds upward of 120 miles an hour using an array of radar, infrared and
optical sensors to track lane markings or the car ahead — even around curves.
“It marks the beginning of autonomous driving,” said Dieter Zetsche, chief
executive of Daimler, the parent company of Mercedes-Benz.
There might be an element of hyperbole in that statement. But certainly the SClass, which can also park itself, brake automatically to avoid hitting humans or
other cars and sense when a driver is becoming fatigued, is a further evolution of
systems intended to relieve some of the tedium of driving.
The optional system is analogous to the autopilots that enable airliners to carry
out many of the routine tasks of flight and cruising but still require a human pilot
to keep an eye on things. Future upgrades of the Mercedes S-Class will enable
the car to automatically change lanes at autobahn speeds.
Along with BMW and Audi, its German luxury rivals, Mercedes is pushing
technology ever closer toward a virtual chauffeur. BMW later this year plans to
roll out a similar system in its i3 electric city car, and soon after in the 7 Series
luxury sedan.
Most major carmakers are working on some form of self-driving capability. The
2013 Lincoln MKZ has a system that keeps the car in lane and maintains a set
distance from the vehicle ahead. But unlike the Lincoln, the Mercedes is
programmed to hold the car in the middle of the lane, rather than just correcting if
the driver drifts out of line.
Still, German engineers are skeptical of predictions by Google engineers and
others that within five years vehicles will be driving themselves from the garage
to the grocery store without human intervention. It will take a decade, maybe
more, to solve all the technological and legal problems, they say.
“We think we still have quite a bit of work ahead of us,” said Werner Huber,
director of driver assistance technology at BMW.
It is logical that German carmakers would be leading the way toward vehicles
that can drive themselves. Their well-heeled customers are willing and able to
pay for a feature that would, for instance, let them check a stock portfolio online
while stuck in traffic, rather than staring at the taillights ahead.
Even BMW executives are willing to admit that there are times when the
company’s longtime German marketing slogan of “Freude am Fahren,” which
translates to the joy of driving, doesn’t apply.
“In a lot of situations you don’t have any joy in driving,” Mr. Huber said during a
recent interview in the plain brick building in Munich that houses his research
team. His group includes engineers, software specialists, sensor experts and
psychologists. “The joy is in being driven,” he said.
Self-driving cars might one day also offer mobility to people who are unable to
drive because of age or handicaps. Google, applying its expertise in artificial
intelligence, created a stir last year with a video that showed a blind man at the
wheel of one of the company’s self-driving vehicles. The implication is that selfdriving cars are close to reality.
David L. Strickland, administrator of the National Highway Traffic Safety
Administration, referred to the timeline suggested by Google on Wednesday in
his testimony before the Senate Committee on Commerce, Science and
Transportation.
“What was once previously thought of as science fiction and decades away from
reality may now appear to be just around the corner,” Mr. Strickland said,
according to a text of his remarks.
The more cautious assessment of self-driving technology by Mr. Huber and
others partly reflects the classic Spock-vs.-Kirk difference in mentality between
Germany’s rational, data-driven engineers and the visionaries of Silicon Valley.
Who proves to be right could have major implications for society. At least in
theory, self-driving cars would be safer, able to react more quickly than humans
to avoid danger and use less fuel.
But German engineers point out they are a long way from having software that
can do things that come natural to humans — for instance, judging whether a
person standing at a street corner is about to cross the road or is just waiting for
a bus.
There are also myriad legal issues which must be resolved by governments and
insurance companies. If a car gets in an accident while on autopilot, who pays
the damage, the car’s owner or the automaker? The questions about liability are
one reason that the Mercedes system requires the driver to keep at least one
hand on the steering wheel.
Mr. Zetsche, the Daimler chief executive, said that experimental Mercedes
technology already enables a car to drive itself from one place to another without
human intervention, though more work remains to ensure the system is totally
reliable.
It might take longer to perfect the legal framework than the software, he said.
“Certainly in a decade I would sit in a car — a Mercedes car — and let the car go
from A to B,” Mr. Zetsche said in a brief interview at the S-Class introduction.
“We might still struggle with the legal challenges.”
A recent ride in a self-driving BMW research car illustrated some of the hurdles.
The test vehicle, a 5 Series sedan loaded with a dozen unobtrusive sensors,
handled heavy autobahn traffic outside Munich with aplomb. It slowed down to let
a Ford Fiesta merge into traffic from an onramp, for example. It read traffic signs
and adjusted the car’s speed automatically.
But the logic-driven BMW had trouble gauging the intentions of erratic humans.
When a vehicle in the lane to the left slowed down for no apparent reason, the
BMW slowed down too in order to avoid passing on the right. A human being
might not have interpreted the rules of the road so literally.
Mr. Huber said that more sophisticated sensors were needed to make it possible
for cars to analyze everything that is happening on the road and react more like a
human driver would.
As part of its autonomous driving program, Audi, a unit of the Volkswagen Group,
is working on a system that would enable cars to drive themselves into a parking
garage and find an empty space without a human aboard — a threat to valet
parking attendants everywhere. But the system requires specially equipped
garages.
Autonomous driving will be easier to manage when car companies work out
standards that would let cars share information like location and speed among
themselves.
Cost is another obstacle. Self-driving technology will not be feasible until the
equipment itself is affordable. The expense of research and development is one
reason BMW formed a partnership with a German components supplier,
Continental, to develop what it calls the Connected Drive systems.
Alejandro Vukotich, head of development for driver assistance systems at Audi,
pointed out that predictions of utopian technological progress are notoriously
unreliable. He recalled reading an article in National Geographic as a boy that
predicted cars would be driving themselves by the year 2000.
“We have passed the year 2000,” Mr. Vukotich noted.
He and others see the path to fully automated driving as gradual. “It’s difficult to
make a prognosis,” he said. “We will get closer step by step.”
The S-Class sedans is expected to expand into a full range of models, including
hybrids and diesels, with United States dealers offering first the S550 sedan,
followed by an all-wheel drive version and an AMG performance model in
November.
This article has been revised to reflect the following correction:
Correction: May 26, 2013
An article in some editions last Sunday about the gala introduction of the 2014
Mercedes-Benz S-Class misidentified the orchestra that accompanied the singer
Alicia Keys. It is the Hamburg Symphony, not the Hamburg Philharmonic.
http://www.itechpost.com/articles/9852/20130527/201
4-mercedes-benz-s-class-arrives-china-hamburgunveiling.htm
2014 Mercedes-Benz SClass arrives in China after
Hamburg unveiling
It shouldn't come as much of a surprise that the new Mercedes Sclass is slated to debut in China rather than the U.S. China
represents the fastest growing auto market in the world currently and
is already responsible for more car sales than the U.S. or Europe.
The 2014 Mercedes-Benz S500, sitting in a warehouse at Tianjin Binhai International
Airport. Credit:CarNewsChina
