Cycle & Carriage was the company that brought Mercedes-Benz to Malaysia 70 years ago; in fact, it was one of the first official importers of the German cars in Asia. While it is no longer the distributor in Malaysia, it continues to have a strong and dominant presence in the retail and aftersales side and has continued to upgrade the facilities in its Autohaus network.
Largest Mercedes-Benz Autohaus in the south
The latest example of its investments is in Johor Bahru where its outlet has been upgraded to become the largest Mercedes-Benz Autohaus in the southern region. The built-up area covers 142,000 square feet on a site that is over 224,000 square feet located along Jalan Skudai in the Tampoi area.
As with every Autohaus, the environment offers the luxurious automotive retail experience that would be expected from the brand. State-of-the-art technology and systems are incorporated to presents a retail experience that addresses the customer’s individual needs. Designed with a large open space and supplemented with custom daylight-emitting spotlights allows the customer to experience the true colours of the cars, all intentionally arranged in an arc to maximise visibility of every model displayed. Customers are invited to explore freely and fully immerse themselves in a journey across various touchpoints supported by digital tools and the latest in multimedia.
More than just ‘a point of sales’
The new retail experience allows for more face-time interactions between customers and the service team, making it more than just ‘a point of sales’ and instead, a point of experience. Even beginning the journey of owning a Mercedes-Benz is an experience of its own. Designed as a “black box” concept, the vehicle delivery room enables an experience-oriented journey of the hand-over process that is personal and memorable.
Mercedes-Benz Certified Body & Paint Centre
Besides the enhanced showroom, the Autohaus also has the only accredited and authorised Mercedes-Benz Certified Body & Paint Centre in the southern region. It is equipped with the latest automotive innovation and technologies as well as expertise to conduct structural repairs while upholding global safety standards specified by the manufacturer. With 35 work bays, up to 850 vehicles can be serviced each month, with owners enjoying the convenience of ‘Drop & Go’ and ‘Door-to-Door’ services as well.
“For more than 26 years, Cycle & Carriage has brought the Mercedes-Benz brand and experience to the southern region through our Johor Bahru Autohaus. Today, we unveil the latest manifestation of the Mercedes-Benz’s definition of luxury and all its accoutrements. This milestone could not have happened without the outstanding support from our partner, Mercedes-Benz Malaysia, and our remarkable team here. We are honoured to continue being entrusted to complement every vehicle bearing the world-renowned 3-pointed star with our Cycle & Carriage brand of exceptional service to our customers,” said Wilfrid Foo, CEO of Cycle & Carriage Bintang, at the recent opening of the facility.
“The future of automotive retail represented here is a concept that weaves the key elements of our design philosophy – sensual purity and spaciousness; it is more than just architecture. It creates an experience that seamlessly blends simplicity and craftsmanship that are unique to the brand,” said Dr. Claus Weidner, President & CEO of Mercedes-Benz Malaysia.
Electrification of product lines has picked up speed in recent years, partly because of tougher regulations in Europe. With the future clearly being electric, many companies are preparing their future zero emission product ranges to cover as many segments as possible, from bottom to top. Even Rolls-Royce and Bentley have plans to offer all-electric models eventually and are certainly developing them now.
But Mercedes-EQ (the EV brand for Mercedes-Benz) is ready with its luxury limousine that runs only on electricity with a flagship model designated the EQS. This is the first model to be based on the modular architecture for luxury and executive-class electric vehicles and will initially be available in two variants – EQS 450+ and EQS 580 4MATIC. These will be the S-Class of the electric range, the beginning of a carbon-neutral new car fleet that will be completed over the coming 20 years.
With the need for minimum air resistance to overcome, it’s not surprising that the designers have brought the CD value down to 0.202, even with a large form that the EQS has. It’s the most aerodynamic production car in the world now, and this superior efficiency benefits many aspects – operating range, quietness and stability at high speeds.
Related to S-Class but different too
Although the EQS is a close relative of the new S-Class, it is built on an all-electric architecture. This completely new concept made a rigorous Purpose Design possible: with its one-bow lines and cab-forward design with fastback, the EQS is clearly distinguishable from vehicles with combustion engines even at first glance. The design philosophy employs generously sculpted surfaces, reduced joints and seamless transitions between surfaces.
The front is combined into a ‘Black Panel’ unit with innovative headlights connected by a light band and the deep black radiator grille (Black Panel) to form the distinctive ‘face’. The exclusive look of the Black Panel radiator grille with central Mercedes star can be enhanced still further: as an optional extra they are also available with a three-dimensional star pattern. The design picks up on the original star of the Daimler-Motorengesellschaft company, which was registered as a trademark in 1911.
770 kms range, up to 560 kW of power
Being an EV, much interest will naturally be on the powertrain. With claimed ranges up to 770 kms and an output of up to 385 kW (524 ps), the powertrain of the EQS provides appropriate performance levels that would be expected of a model as the same level as the S-Class. A performance version with up to 560 kW (762 ps) is being planned. Torque levels are 568 Nm and 855 Nm and peak torque can be expected from takeoff, as is the characteristic of electric motors. All EQS models will have an electric powertrain (eATS) at the rear axle, while the versions with 4MATIC also have an eATS at the front axle.
The EQS marks the launch of a new generation of batteries with significantly higher energy density. The larger of the two batteries has a usable energy content of 107.8 kWh. Recharging with a power supply of up to 200 kW at fast charging stations with direct current can provide 300 kms of range within 15 minutes. At home or at public charging stations, the EQS can be charged with up to 22 kW AC using the on-board charger.
The huge MBUX hyperscreen
Having dedicated architecture has enabled the interior designers to package the cabin with new approaches that are not constrained by traditional structures used for models with combustion engines. The advanced appearance has the MBUX Hyperscreen as the absolute highlight in the interior. This large, curved screen unit sweeps almost from A-pillar to A-pillar, with three screens under a cover glass appearing to merge into one.
With adaptive software, MBUX adapts completely to its user and makes personalized suggestions for numerous infotainment, comfort and vehicle functions. With the zero layer, the most important applications are always offered on the top level within the field of vision, according to situation and context.
A new feature of the EQS is a visualization in the MBUX showing whether the available battery capacity is sufficient to return to the starting point without charging. Charging stations along the route that have been added manually are given preference in the route calculation. Proposed charging stations can be excluded. The estimated charging costs per charging stop are calculated.
Navigation with Electric Intelligence plans the fastest and most convenient route, including charging stops, based on numerous factors and reacts dynamically to traffic jams or a change in driving style, for example.
Over-The-Air updates
The EQS is the first Mercedes to offer the option of activating completely new vehicle functions via over-the- air updates (OTA) in many functional areas. Available from launch will be two special driving programs for young drivers and service staff, some little games and the demo program ‘The Best or Nothing’.
This means that, following the purchase and the initial new-car configuration, some of the features of the EQS can be adapted according to personal preferences. It will also be possible to unlock the rear axle steering with the larger steering angle of ten degrees. In addition to the classic purchase of individual functions, subscriptions, temporary activations and free test phases are also planned.
Exceptionally intelligent car
As an exceptionally intelligent car, the EQS has up to 350 sensors, depending on the equipment installed. These record distances, speeds and accelerations, lighting conditions, precipitation and temperatures, seat occupancy as well as the driver’s blink of an eye or the passengers’ speech. This wealth of information is processed by control units that, controlled by algorithms, make decisions at lightning speed. So they are the ‘brain’, so to speak. The new EQS can expand its capabilities based on new experiences, because it is highly capable of learning thanks to artificial intelligence (AI).
The sensors also monitor the vehicle’s surroundings, with parking systems can help the driver with maneuvering in many areas. The driver can park and unpark the car via smartphone using Remote Parking Assist. With the pre-installation for the INTELLIGENT PARK PILOT, the EQS is prepared for Automated Valet Parking (AVP, SAE level 4).
With the optional DRIVE PILOT, the EQS will be able to drive in conditionally automated mode at up to 60 km/h where traffic density is high or in tailbacks on suitable motorway sections, initially in Germany. By relieving the pressure on the driver, the system enables him or her to undertake secondary activities1 such as browsing on the internet or dealing with emails in the In-Car Office, and so gain extra time.
The flagship of the Mercedes-Benz range – the S-Class – finally goes fully electric as the third member of the EQ family of 100% electric vehicles. With the EQE business saloon and the SUV variants of the EQS and EQE, further models based on the new architecture will follow.
The EQS will allow customers in the luxury segment to benefit fully from all the advantages of an all-electric architecture with respect to space and design. This new generation of electric vehicles in the luxury and executive segment is based on a custom-developed architecture, which is scalable in every aspect and can be used across model series. The wheelbase and track as well as all other system components, especially the batteries, are variable thanks to the modular design.
770-km range
The vehicle concept is thus optimised to meet every requirement of a future-oriented, battery-electric model family. A range of up to 770 kms is claimed and applying every trick in the book to bring wind resistance down, the EQS sets a new world record in aerodynamics for production cars with a value of 0.202 Cd.
The electric powertrain, which has an output of up to 385 kW (a variant with a higher output is also mentioned), is positioned at the rear axle, while the versions with 4MATIC also have a second powertrain at the front axle. Maximum torque will be 568 Nm in the EQS 450+, and 855 Nm in the EQS 580 4MATIC, and a maximum speed of 210 km/h will be programmed as the limit.
High energy content in battery packs
The EQS marks the launch of a new generation of batteries with significantly higher energy density. The larger of the two lithium-ion batteries has a usable energy content of up to 107.8 kWh. That is around 26% more than the EQC. A major advance in sustainability has been achieved in the cell chemistry: the proportion of cobalt has been reduced to 10% while the optimised active material consists of nickel, cobalt and manganese in a ratio of 8:1:1.
The battery pack can also be preheated or cooled while driving to be at the optimum temperature temperature window at a fast-charging station, which enables faster charging at 200 kW. At home or at public charging stations, the EQS can also be charged with up to 22 kW with AC using the on-board charger. A 15-minute charge is said to be good providing a range of up to 300 kms.
The EQS will also allow bidirectional charging in Japan, ie charging in both directions. In addition, there are various intelligent charging programs that can be activated automatically depending on the location, and functions such as particularly battery-saving charging.
10-year ‘Performance Promise’
Mercedes-Benz is ensuring that the original battery packs are of a very high quality, with extensive testing before installation. A ‘Performance Promise’ is made through battery certificate for customers which covers loss of capacity of the battery pack. It will be valid for 10 years or up to 250,000 kms.
Navigation with Electric Intelligence means what it says. When a destination is chosen, the system plans the fastest and most convenient route, including charging stops, based on numerous factors and reacts dynamically to traffic jams or a change in driving style. Of course, this will be market-dependent as real-time traffic information and weather reports will be necessary to compute the route.
The new EQS model will be launched in Europe in August this year.
Read Our Review or Watch Our Review of The Small But Mighty A35 AMG! Or both!
What would you do with RM367,000? Some, if not most people could do quite a lot with all that money.
Some may invest the money in properties for future returns, some may pay off debts, some will help their families while others may start a business.
But let’s assume you have it all already. There is nothing else you could want and there’s lots of spare change in the bank. Lets then talk about spending your money on a Mercedes-Benz A35 AMG – a super hot hatch that costs an eye watering RM367,000, which undoubtedly is a lot of money for an A-Class.
Imagine for a second that the most basic A-Class costs just RM220,000. An A35 AMG costs a whopping RM147,000 more. And what you get are some go faster bits, a trick sports suspension and chassis, and a highly tuned engine that is the same as the one powering the A250.
That’s right, the engine that powers the A35 AMG is a modded version of the one that powers the A250, unlike the bespoke AMG engine that powers the A45S AMG.
But that’s not necessarily a bad thing because you get 306hp and 400Nm of torque. The A35 also sees off the 0-100km/h sprint in just 4.6 seconds. Which is very fast for a hot hatch.
You could also argue that the A35 AMG is an entirely different breed of car than the A200, and you won’t be wrong. But the question here is, is it worth the money? Or shouldn’t you bother and jump right into the full-blown A45S AMG instead?
So why did Mercedes build it then?
The A35 AMG is designed to bridge the gap between the A250 and the A45 AMG. The price gap between the two stands at about RM112,000, and that’s where Mercedes-Benz thought that the A35 AMG could be placed – in between the A250 and the A45. An ideal middle-ground for people who think that the A250 is too slow and the A45 too expensive.
And they weren’t wrong because it just makes perfect sense – price wise at least.
Other than sheer driving fun and bullying Volkswagens and Honda Type-R’s on the road, an A-Class that costs as much as a new condominium simply does not make sense, to regular wage-earning people at least.
But the A35 AMG is not meant for regular people, it is meant for those with deep pockets who like to drive hard and don’t mind suspension so stiff that it makes your nose feel like its about to fall off your face.
Simply put, it is meant for those who like their cars to have a naughty edge with no regard for comfort whatsoever.
What’s it like to be inside the A35 AMG and can you drive it like a proper civilised citizen?
If it were not for the seats, the steering wheel, the aluminium pedal shifters, and the awkward AMG strips around the left of the dash, it would feel like a typical A-Class inside.
But because everything mentioned above exists inside the A35 AMG, it makes the interior feel more purposeful when you first take a seat. Especially the seats that not only look great but also feel great as well. But because they are so thinly padded, they would be quite uncomfortable over long distances.
And unlike the first generation AMG seats where all controls were placed on the side of the seats, you actually have to delve quite deep into the electronic menu to adjust things like side bolstering and lumbar support. We found those settings once when we first picked up the car, but could not find it again as the menu was just too complicated, so we didn’t bother. Perhaps we should have spent a bit more time fiddling around the menu than driving the car.
Other than that though, driving the A35 AMG is as fun an occasion as driving a hot hatch gets.
But because of its racer-boy like suspension character, it results in an uncomfortable sitting position. Even in Comfort mode. Roll over a hump and you will notice it immediately. It does not bother soaking it up, instead simply transfers it to the passenger cabin and tells you to deal with it.
You feel every imperfection in the road, every dip and every bump that comes your way.
Not only do you feel everything in the cabin, but also in your bum as the seats make no effort to absorb anything either.
The steering wheel has a heavy feel to it like a proper sports car should and ensures your palms tell your brain everything that is happening at ground zero because the steering wheel is a chatty one – telling you exactly what is happening with the tyres and the road.
But as soon as you select Sport or Sport Plus mode, the car takes on a very different, livewire-ish character, like it has suddenly guzzled down about half a dozen cans of Red Bull and wants to take on a fight with every single car on the road. It also somehow wrings out the horns from the temples of your head, and makes you do things on the road you would otherwise never imagine.
This is the true nature of the A35 AMG, the sports mode – where everything about the car is at its finest.
But there is a docile side to the car too, this does not mean that it can also turn into a pot-hole absorbing S-Class, but it can actually be a quiet sanctuary after a long hard days of work. Though that may not happen a lot.
So can you drive it like a proper civilised citizen? Sure. Till you see the next fast corner, which makes you want to take it on pedal to the metal.
Enough with the whining about comfort and suspension, how’s it like to drive hard?
It may be uncomfortable, cramped (though roomier than the previous A-Class), noisy because there’s a lot of road noise intruding into the cabin noise rather than the sweet sound of a turbocharged four-pot.
But as far as a hot-hatch goes, the A35 is simply brilliant.
It is terribly stiff (read: uncomfortable) when going around your daily business because of how the suspension and chassis has been set up and all the stiff mountings rather than rubber bushings. But find a good stretch of winding road and floor it and the A35 AMG is immediately in its element.
The handling is pin point accurate, the steering rack too is direct mounted to the body, so that means there is no delay during change of direction. The car turns immediately when you tell it to. Even the slightest steering input is picked up by the body and the wheels. But the A35 seems to love being abused, it is as if being abused is what it was born to do.
There are five different drive settings for you to work with – Slippery, Individual, Comfort, Sport and Sport Plus – and each mode adjusts the character of the car according to what its name suggests.
Start up the car and there is little audible hint of what lays under the bonnet.
Floor the pedal and you have to wait about half a second or so for the car to figure out what you are asking of it.
But after that, it lays down power to all four-wheels while gently pushing you back into the seats. Power delivery is not explosive like that of the A45, this is after all the lesser sibling of the Mercedes 45 range, but it is still an onslaught to the senses.
The steering wheel lightens just a tad bit during acceleration before finding its heft again, this is possibly from the car squatting during launch. But after that, it lays down the gauntlet corner after corner.
Grip is immense and it never seems to run out of it. The Pirelli tyres play a huge role of course, but it is the AMG Performance 4MATIC all-wheel-drive system that is the real star of the Grip Show here.
The system features an electromechanical multiple-disc clutch that manages grip between all-four tyres, sending grip to front or rear axle even before you know it. That is where the difference lays between the all-wheel-drive systems of the A35 and the A45S.
Called the AMG Performance 4MATIC in the A35 and AMG Performance 4MATIC PLUS in the A45S, the former is able to send power to the front or rear wheels of the car, while the latter is able to send power to each individual wheel that needs grip the most. And that makes a world of difference in corners.
But even so, the A35 feels very quick around corners, and always feels more confident in a corner than you are.
Should you buy it if you had the money?
Silly question by the editor. Of course you would buy it if you had the money. What else would you buy? A Golf R? Come on, that is so 2010. And hasn’t that been rendered irrelevant ever since the first A45 showed up back in 2013? A Civic Type-R? Brilliantly engaging car and undoubtedly fun to drive, but the A35 AMG will be two car lengths ahead in two flicks of the right shifter pedal.
If money is no object then you should buy it. Just don’t expect it to be very comfortable or perfect for that matter.
My kid’s stroller could fit in the booth and not much else, so practicality is out of the window as well.
But who cares about that when you have 306hp under your right foot, sport suspension and one of the most advanced all-wheel-drive systems, ever.
For many years now, one of the industry events early in years has been a presentation of the previous year’s performance by Mercedes-Benz Malaysia (MBM), and a look at its plans for the new year. Unfortunately, with the MCO and concerns about the COVID-19 pandemic, physical interactions have to be minimized and events with big groups are out of the question.
Virtual showroom
So this year, the presentation is done in the good old fashioned way with a press release. The New Normal ties in with the launch of its e-commerce platform, a virtual showroom that allows customers to find out more about the German models online.
Mercedes-Benz Malaysia Virtual Showroom
“2020 placed great demands on us as a society. Despite the challenges, the situation also presented us with an opportunity to be more resilient and agile in this new technology-led environment. While the safety and of our customers is our top priority, we explore innovative ways to optimize our offerings. The virtual showroom is an example of our pursuit in continuous digitalisation effort to bring the best experiences for our customers,” said Dr Claus Weidner, President & CEO of Mercedes-Benz Malaysia.
In 2020, MBM hosted its first ever digital premiere car launch for the latest Mercedes-AMG compact cars, with the digital debut of the new all-new A 35 hatchback, A 45 S and the CLA 45 S. The company also hosted its first regional digital premiere of the all-new GLB SUV for Malaysia, Singapore and Indonesia, and ended the year ended with a virtual launch of the new GLA.
Detailed quality checks at the assembly plant in Pekan, Pahang.
The models assembled locally at the plant in Pekan, Pahang, still stand at 13 variants from 5 model lines – C-Class, E-Class and S-Class sedans; GLC and GLC Coupe SUVs; as well as two Mercedes-AMG models, the C 43 and the GLC 43 Coupe. That’s certainly a big difference from the period before MBM started when only 3 model lines (and a couple of variants) were assembled – the C-Class, E-Class and S-Class. The company plans to localise additional models in the compact car and SUV segment this year.
In the continuous pursuit of the Best Customer Experience initiative, Mercedes-Benz dealerships in Alor Setar and Kuala Lumpur were also renovated substantially to be more luxurious. This saw the transformation of a conventional point of sale to a place where a customer can encounter the brand family and immerse themselves in a fascinating car purchasing and ownership journey. The first of its kind Mercedes-Benz Lifestyle Accessories and Collection Boutique was also opened.
One-stop solution for customers
Despite the pandemic, customer services providing customers with aftersales support saw a throughput of over 140,000 vehicles in 2020. This achievement was supported by various service differentiation offerings including extended service and warranty grace period (due to the MCO), Express Service, Drop&Go, Door-to-Door, Star Mobile, and the implementation of Mercedes-Benz Star Shield Programme, covering comprehensive safety measures across dealerships nationwide.
Star Mobile is managed by Cycle & Carriage in the northern region.
Other highlights included the introduction of the Mercedes-Benz Original Tyre Programme, which makes its dealer network now a one-stop service provider, and the implementation of various contactless convenience include the Mercedes me Adapter and Online Appointment booking.
Mercedes-Benz Financial services
Mercedes-Benz Services Malaysia (MBSM) has been offering a range of comprehensive and innovative finance and insurance solutions for Mercedes-Benz customers when purchasing their new vehicles. MBSM financed more than 50% of all Mercedes-Benz vehicles sold by authorised dealers in Malaysia and reached a concrete servicing portfolio of RM2.27 billion. It also recorded new contracts worth over RM717 million and introduced new financing and insurance solutions, the Star Protect and Star Protect Plus programme.
Going forward
MBM has a comprehensive strategy to further enhance its position in current luxury and performance segment. Amidst a challenging year ahead, the company intends to build a strong momentum by offering desirable and innovative products by leveraging its strength as a luxury brand and grow local economic value.
“We are cautiously optimistic about the auto industry’s recovery in 2021. Geared with our comprehensive customer-centric strategy, we are confident it will be an interesting journey as we innovate new ways we communicate and conduct businesses in the future together with our partners,” said Dr. Weidner.
“We want to assure our new and existing customers that we are with them throughout their ownership. We have accelerated most of our efforts to combine physical and digital touchpoints for a seamless customer journey. From dealerships with luxurious brand presence to digital launches and virtual showroom– it is all now easily accessible from anywhere. This new and improved presence is meant to simplify processes and enhance our brand experience by leveraging data and technology in this era,” added Michael Jopp, Vice-President of Sales & Marketing.
It is well known that a Swedish engineer, Nils Ivar Bohlin, who joined Volvo from the aircraft industry developed the 3-point safety belt that is common in every car today. And, though patented, Volvo generously allowed everyone else to follow the same design without any charge. It was a ‘gift to the world’ as Volvo hoped such a move would get the seatbelt adopted widely and quickly. And it was, saving hundreds of thousands of lives worldwide. Bohlin’s invention appeared in the late 1950s and of course, Volvo led the way by installing it in its cars as standard.
An idea from aircraft
However, the seatbelt was around for some time before Bohlin’s invention. The idea came from aircraft and early automotive inventors considered it to provide a form of restraint in the event the driver was thrown forward. In France, for example, Gustave-Desire Leveau registered a concept in 1903, which was for a complex 4-point seatbelt for the driver as well as the passengers.
Before the 1960s, seatbelts that were provided were the 2-point lap type that went only around the waist (left). Nils Bohlin’s invention added a third strap coming down from the top across the chest (right).
In Germany, Daimler Benz introduced a seatbelt in its Mercedes-Benz 300 SL Roadster (W 198) in 1957. The 2-point seatbelt, essentially like what was found in commercial aircraft, was an option in the open-top supersports car and the owner could have it installed on one or both seats.
Racing cars get seatbelts
From the 1950s onwards, an increasing number of cars racing in motorsport were also fitted with a seatbelt. It was a logical thing to do as speeds rose, and drivers could be flung out or hit the steering wheel in a crash. Over time, safety systems in racing cars have advanced and those used by drivers in Formula 1 cars are extremely sophisticated, providing head-and-neck support to reduce the dangerous acceleration of the head during a collision.
The most advanced seatbelt systems are probably the ones in F1 racing cars which must restrain the drivers who can crash at very high speeds.
In 1958, Mercedes-Benz started to offer the 2-point seatbelt as optional equipment for the entire range of passenger cars with individual seats in the front. By the end of the same year, lap belts in the rear seats were also optionally available. Konrad Adenauer, the first Chancellor of the Federal Republic of Germany, was convinced by the system and his official car was equipped with a lap belt in the rear.
Enhanced operation for convenience
As mentioned earlier, Volvo made the 3-point seatbelt concept freely available to the industry and Mercedes-Benz adopted the idea in the 1960s. It combined the benefits of a lap belt and shoulder belt – just like Bohlin had described it in 1958 – and included a reeling mechanism, which was initially like a ‘luxury’ feature. Mercedes-Benz introduced the seatbelt with the automatic reeling mechanism as standard equipment in front seats in 1973, and later as standard equipment in rear seats.
The W 126 Mercedes-Benz S-Class came with a seatbelt and tensioner for more effective restraint, as well as an airbag for the driver.
It is not just the way the seatbelt wraps around the body which is critical, but also how it is attached. The company delivered the R 107 model series SL (in 1971) with a seatbelt anchored to the bottom of the seat as standard equipment.
Seatbelt becomes compulsory
The value of seatbelts was very quickly noted by safety authorities, supported by accident research data. Manufacturers were asked to provide them as standard, at least for the front occupants, but not everyone wanted to use them. So laws were introduced to make usage compulsory, at least for the front occupants. Later on, the laws would be revised to include rear passengers as well.
Such laws initially met with plenty of resistance as they seemed to cause inconvenience and imagined discomfort. In Switzerland, for example, the protests were strong enough that the requirement was suspended some time and a referendum carried out before the law was accepted in 1981.
Mercedes-Benz continuously did R&D on all types of passive safety systems, which included seatbelts. As part of the Experimental Safety Vehicle (ESV) programme, automatically engaging seatbelts for the front seats were tested back in 1972 in the ESV 13 experimental safety vehicle. ESV 22, developed in 1973, served as a platform to test 3-point seatbelts featuring 3 seatbelt force-limiters and seatbelt tensioners as well as the driver airbag. By 1981, the driver airbag in conjunction with a seatbelt with a tensioner system was ready for introduction in the S-Class (W 126), providing the driver with even better protection during frontal collisions.
The quest to give better protection to the occupants of a motor vehicle continues, with various systems working together to provide the best protection when a car is involved in an accident. Advances are being made in the structure and new types of restraint systems are being developed although the primary one will still be the seatbelt.
Mercedes-Benz continues its roll-out of its all-electric EQ range, which will total 10 models by 2022, with the unveiling of the EQA. The ‘A’ indicates its entry-level positioning in the big Mercedes-Benz family, and it is considered a member of the compact car line although it has a dedicated electric powertrain.
Besides being built in Germany, from which European dealerships will soon get their units, the EQA will also be built in China. The first version, the EQA 250, will be sold in Germany at prices from 47,540.50 euros (about RM233,000) with various rebates being available from the government and also the manufacturer.
The EQA 250 has a ‘double-decker’ lithium-ion battery pack which sits as a structural element within the underbody of the vehicle. In order to meet the low levels of noise and vibration expected from the brand, complex damping measures have been taken to isolate the electric powertrain from the chassis and body.
The battery pack has an energy content of 66.5 kWh and a stated combined electric consumption of 15.7 kWh/100 kms, and a claimed range of 486 kms. Further variants to meet specific customer requirements will follow. These will include all-wheel-drive with an additional electric powertrain, and, for those wanting range, a version that will go more than 500 kms.
Charging management
At home or at public charging points, the on-board charger provides a convenient way of charging the EQA with up to 11 kW using alternating current (AC). The charging time required for a full charge depends on the available infrastructure and the country-specific vehicle equipment. Charging at a Mercedes-Benz Wallbox would be considerably faster than at a domestic power socket. Faster speeds can be achieved at direct current (DC) rapid charging stations. Here, the EQA can be charged with a maximum output of up to 100 kW from 10% – 80% in around 30 minutes.
Electro-aesthetics
The EQA features the black panel radiator grille with the central star, which will be used for all EQ models. A further distinctive design feature of the all-electric vehicles is the continuous light strip at front and rear. A horizontal fibreoptic strip connects the daytime running lights of the full-LED headlamps, ensuring a high level of recognisability both in daylight and at night. Blue colour highlights within the headlamp reinforce the signature Mercedes-EQ appearance.
The LED tail lamps merge seamlessly into the tapered LED light strip, thus underlining the impression of width in the rear view of the EQA. The licence plate has also been relocated to the bumper. Exclusive to this model are light-alloy wheels in a bi or tri-colour design, up to 20 inches in size, in some cases with rosé gold-coloured or blue decorative trim.
Efficiency the key factor
The frontal area totals 2.47 square metres, contributing to a Cd of 0.28. Aerodynamic measures adopted include the completely closed cooling air control system in the upper section, the aerodynamically efficient front and rear aprons, a very smooth, almost completely enclosed underbody, specially optimised Aero wheels and specifically adapted front and rear wheel spoilers.
An indication of the electric character in the interior of the EQA is provided by a new-style back-lit trim element and rose gold-coloured decorative trim on the ventilation outlets, seats and the vehicle key. The Edition 1 special model additionally features perforated leather seats, through which blue fabric can be seen. The instruments, with their electric car-specific displays, pick up on the same colour scheme with rose gold-coloured and blue highlights.
The seating position is high and upright, as is typical for an SUV – making it not only comfortable for getting in and out, but also good in terms of all-round visibility. Utility value was one of the general focuses during development and as with most SUVs, the rear seat backrests are divided 40:20:40 and can fold down to vary cargo volume and floor length.
The standard heat pump forms part of the sophisticated thermal management system. With its numerous innovative details, such as the reuse of the waste heat from the electric drive system, the system is configured for exceptional efficiency and thus maximum range.
Latest MBUX with EV-specific features
Included as standard is, of course, the intuitively operated MBUX infotainment system (Mercedes-Benz User Experience). MBUX, with a powerful computer system, can be individually configured with the help of various options. It has learning software and voice control activated by the keyword ‘Hey Mercedes’, and options such as a full-colour head-up display, navigation with augmented reality,
The Mercedes-EQ tile in the media display can be used to call up menus relating to charging options, electrical consumption and energy flow. The right-hand display within the instrument cluster is a wattmeter rather than a tachometer. The upper section shows the percentage of power used, the lower section the recuperation. The left-hand instrument can be used to show whether the destination can be reached without an interim charging stop.
The colours change according to the driving situation. During a boost process, for example, the display changes to white. Depending on mood, or to match the particular interior, the user has a choice of four different styles.
In conjunction with Mercedes me, the URBAN GUARD Vehicle Protection and URBAN GUARD Vehicle Protection Plus enable all-round monitoring of the parked vehicle, including its location. If the service is active, the driver is informed via the Mercedes me App not only if the vehicle is being removed (as in being stolen) but also the severity of parking damage and in which area of the vehicle it occurred. In the case of the latter, the vehicle sensors register when the parked and locked vehicle is bumped.
Driving assistance systems
It goes without saying that the EQA would have a comprehensive range of intelligent driving assistance systems and these have cooperative driver support. The enhanced functions of the Driving Assistance Package include a turning manoeuvre function, emergency corridor function, exit warning function (alerting the driver to approaching cyclists or vehicles), and a warning when pedestrians are detected near zebra crossings.
Included as standard on board are Active Lane Keeping Assist and Active Brake Assist. In many situations, the purpose of the latter is to prevent a collision by autonomous braking, or to mitigate its consequences. The system is also able to brake for stationary vehicles and crossing pedestrians at typical city speeds and even to prevent collisions, depending on the situation.
Partial autonomous mode
In certain situations, the EQA is able to drive in partially automated mode. To do this, it keeps a close eye on the traffic situation. Improved camera and radar systems allow it to see far ahead, adjusting the cruising speed when necessary to ensure a safe gap.
The EQA also uses map and navigation data for assistance functions. For example, Active Distance Assist DISTRONIC as part of the optional Driving Assistance Package is able to provide route-based support to the driver in numerous situations, and to predictively and conveniently adjust the speed, eg when approaching bends, junctions or roundabouts. In doing so, it interacts with ECO Assist.
“Mercedes-EQ aspires to take the lead in the field of electric drive systems and vehicle software. To this end, we have defined some ambitious product development goals and resolved to push forward with the accelerated market introduction of new technologies,” said Markus Schafer, Member of the Board of Management of Daimler AG and Mercedes-Benz AG; responsible for Daimler Group Research and Mercedes-Benz Cars COO.
“The new EQA allows us to show the way we envisage e-mobility as tailored to the needs of our customers. It proves that, by using a tried and tested architecture, it is possible to achieve an excellent compromise between performance, costs and time to market,” he said.
The EQ range of Mercedes-Benz cars is not just about a new range of all-electric vehicles but will also bring much new and more advanced technologies, especially since the platforms can be entirely new and not adapted from conventional vehicles with internal combustion engines. This gives designers and engineers a truly ‘clean sheet’ or perhaps ‘hard disk’ from which to develop new models.
A new technology which will be one of the major highlights for the EQS flagship model is the new MBUX Hyperscreen, a visually impressive display panel which extends almost the entire width of the interior. In addition to its sheer size, the large, curved screen panel, running from the left to the right A-pillar, guarantees a ‘wow’ effect.
Adaptable to users
Artificial intelligence (AI) and learn-capable software enables the control and display concept to adapt to its user and make personalized suggestions for a variety of functions from infotainment, to comfort and even vehicle functions. 8 CPU cores, 24-gigabyte RAM and 46.4GB per second RAM memory bandwidth are some of the MBUX technical specifications.
With the new zero-layer feature, the user no longer has to scroll through sub-menus or give voice commands as the most important applications are always available in a situational and contextual way at the top of the driver’s field of vision. This alleviates the driver from needing to make numerous operating steps. The MBUX Hyperscreen not only benefits the driver as it is also an attentive assistant for the front passenger, who has their own display and operating area.
The Hyperscreen is the latest advancement of the MBUX (Mercedes-Benz User Experience) which has greatly simplified the operation of the latest Mercedes-Benz models. It was introduced with the A-Class in 2018, and there are now more than 1.8 million Mercedes-Benz passenger cars on the road equipped with MBUX worldwide. A few months ago, the second generation of this learn-capable system debuted in the new S-Class, and Mercedes is now taking another big step forward in the form of the new EQS and the optionally available MBUX Hyperscreen.
“With our MBUX Hyperscreen, a design vision becomes reality,” said Gorden Wagener, Chief Design Officer Daimler Group. “We merge technology with design in a fascinating way that offers the customer unprecedented ease of use. We love the simplicity we created with a new level of MBUX.”
“The MBUX Hyperscreen is both the brain and nervous system of the car,” explained Sajjad Khan, Member of the Board of Management of Mercedes-Benz AG and CTO. “The MBUX Hyperscreen continually gets to know the customer better and delivers a tailored, personalized infotainment and operating offerings without the occupant needing to click or scroll anywhere.”
Electrifying appearance, emotional visualization
Surrounded by a continuous plastic front frame painted in Silver Shadow, the MBUX Hyperscreen is an example of digital/analogue design fusion. Several displays appear to blend seamlessly, resulting in an impressive, curved screen band, while analogue air vents are integrated into this large digital surface to connect the digital and physical world. The integrated ambient lighting installed in the lower part of the MBUX Hyperscreen makes the display unit appear to float on the instrument panel.
The front passenger also has a personal display and operating area to help make road trips more enjoyable and entertaining. The passenger display allows for individualized content with up to 7 profiles. If the passenger seat is not occupied, the screen becomes a digital decorative part. In this case, animated stars (ie the Mercedes-Benz pattern) are displayed.
The bright and clear display uses OLED technology for the central and front passenger sections. This technology features individual image pixels that are self-luminous; image pixels, when they are not used, remain switched off, which means that they appear deep black. The active OLED pixels radiate with a high colour brilliance, resulting in high contrast values, regardless of the angle of view and light conditions. All of the graphics are styled in a new blue/orange colour scheme throughout. The classic cockpit display with two circular instruments has been refreshed with an all-new digital look.
Several displays appear to merge seamlessly, resulting in an impressive 141-centimetre wide and curved screen band. The area that passengers can experience is 2,432.11 sq. cm. The large glass cover display is curved three-dimensionally in the molding process at temperatures of approximately 650°C. This process allows a distortion-free view of the display unit across the entire width of the vehicle, irrespective of the display cover radius.
Thanks to its clear design, the MBUX Hyperscreen is intuitive and easy to operate. One example of this is the EV display, important functions of the electric drive such as boost or recuperation are visualized in a new way, with a spatially moving clasp, making it tangible for the user. A lens-shaped object moves between these clamps, which follows gravity and thus is able to impressively depict the g-Force.
Personalized suggestions
Infotainment systems offer numerous and extensive functions, typically with several operating steps often required to control them. In order to reduce these interactive steps even further, with the aid of artificial intelligence, Mercedes-Benz has developed a user interface with context-sensitive awareness.
Mercedes-Benz researched the usage behaviour of the first MBUX generation, and learned that most of the use cases fall in the Navigation, Radio/Media and Phone categories. Therefore, the navigation application is always at the centre of the screen unit with full functionality for ease of use. Over 20 further functions – from the active massage program to a birthday reminder, and suggestions for a to-do list – are automatically offered with the aid of artificial intelligence, if they are relevant to the customer.
“With MBUX, our goal was to create the most desirable automotive infotainment system. We have transferred the bipolarity of our design philosophy Sensual Purity to MBUX – that is, on the one hand the sensual beauty and on the other the ‘wow effect’ of the uniquely intuitive operation. We have invented a new interface that brings design and technology together. The MBUX Hyperscreen was born as a digital piece of art, a futuristic, luxurious sculpture and also a huge technological challenge,” said Wagener.
Some manufacturers provide it as a standard item, or their distributors/dealers will take the initiative and throw it in. The item referred to is the First Aid Kit and while it is not offered in every car in Malaysia, it is something which has been mandatory for passenger cars sold in Germany since 1970.
Although the requirement began 50 years ago, first aid kits were already being provided in cars as far back as the 1920s, the various medical items stored in a special pouch or container. In time, the items were standardised with the typical ones needed to treat minor injuries.
Vehicles in Germany had first aid kits even as far back as the 1920s.
It was an amendment to Article 35h of the German Road Traffic Licensing Regulation in 1969 which made it compulsory for a newly registered vehicle from 1970 onwards to have a first aid kit on board at all times. It had already been mandatory for buses and coaches to carry a first aid kit since August 1960.
Eventually, the regulation was extended to all vehicles, not just newly registered ones. Since January 1972, all vehicles in Germany have had to carry a first aid kit. Similar rules apply in many European countries today.
Inspected regularly by law
In Germany, the first aid kits in the vehicle are also checked as part of the statutory inspection. According to the TUV Rheinland testing authority, this became mandatory in January 1971. However, it appears that there was a lapse of attention to this detail for several years, and since 2012, the regulation has been given firm attention.
And it is not just checking whether there is a first aid kit but the inspectors also take a close look at whether it is complete. Furthermore, they also inspect materials’ expiry dates so owners must also be attentive to this aspect. While things like a scissors may not have an expiry date, some disinfectants and liquids may only last for a certain period and will need to be replaced.
The early first aid kits were kept in sturdy metal boxes but over time, soft pouches made of durable material came to be used. Plastic containers are also used as they can be shaped in any form, perhaps to suit a space in the boot more neatly. The individual items usually have their own packaging to protect them until they need to be used.
Typical items in a first aid kit for a Mercedes-Benz roadster.
Knowing how to give first aid
First aid kits won’t be really effective unless their contents are used properly. For this reason, it is important for drivers to know how to give first aid. As of 1970, the German Road Traffic Licensing Regulation made sure this was the case by also making a first aid course mandatory for those getting a driving licence. Successful completion of the course is proven by a certificate of ‘induction to emergency measures at the scene of an accident’, which is generally issued by large aid organisations which offer such courses.
While not directly related to the subject of first aid kits, the horrific accident which Romain Grosjean had at the Bahrain F1 Grand Prix in late November underlines the significance of having medical aid quickly on site. The arrival of the high-speed Mercedes-AMG F1 Medical Car within seconds of the accident and quick initiation of first aid measures by the trained crew likely saved the racing driver’s life.
The importance of quick medical aid was shown when Romain Grosjean had a terrible accident in Bahrain and the Mercedes-AMG F1 Medical Car arrived immediately, and the crew provided first aid which likely saved his life.
So if your vehicle comes with a first aid kit, be sure you know how to use it as you might one day save a life. If there is no such kit, perhaps you could consider getting one (they are available at pharmacies) to keep in the boot or glovebox.
Sim racing has been growing in popularity and software developers have been challenged to come out with more and more realistic programs. The hardware has also become more sophisticated with expensive seats that can provide driving sensations and steering wheels with feedback. However, for most people, the simulations are still constrained by processing power and that depends on the computer systems they use although there is also dedicated hardware like what is offered by Playstation.
For the ultimate in simulations, it is still in the R&D centres of car manufacturers where there are powerful computers that can generate simulations to a far greater degree. One such driving simulation centre is at Mercedes-Benz and it is already 10 years old. Located at the Mercedes-Benz Technology Centre in Germany, the facility was the most modern moving-base driving simulator when it opened in 2010. Prior to that, the very first simulator in the company was designed in-house in 1985.
With its 360° screen, fast electric drive and a 12-metre long rail for transverse and longitudinal movements, it continues to be one of the most capable facilities in the automobile industry. It allows highly dynamic driving manoeuvres such as lane-changes to be realistically simulated. The driving simulator also plays an important role on the way to autonomous driving.
Simulation is even more important now
“Mercedes-Benz has been systematically working towards digitisation in its development and testing for many years. But never before has simulation been as important as now, when it comes to conditionally automated driving,” said Dr. Michael Hafner, Head of Automated Driving at Mercedes-Benz.
During the virtual testing of automated vehicles, the simulator quickly and efficiently allows many scenarios to be enacted that do not occur in real tests, or not often enough, because they are so infrequent. Moreover, with no physical danger, the safety developers are able to provoke situations in which the driver needs to take over control very quickly. They use the simulator to observe and assess the interaction of the driver and measure reaction times.
Numerous simulations are carried out at Mercedes-Benz during the development and testing of new vehicles. Digital prototypes are created with the help of high-performance computers make it possible to test a new model completely in many driving situations – before the real vehicle even exists. As a result, the actual prototypes attain a higher ‘maturity’ level more quickly, allowing even more detailed testing.
Digital smartglasses for the future
The next stage in simulator technology is also being tested in the conceptual phase at Mercedes-Benz. Together with their colleagues in the Virtual Reality Centre, the driving simulator experts at have developed and designed a new XR driving simulator. This is where the real and virtual surroundings blend even more closely than before, hence the designation Extended Reality.
Only very few controls physically exist in this simulator; along with the driver’s seat, these are the steering wheel with touch controls, the pedal cluster and the Start switch. The respective specialist departments supply CAD data sets, UI and function models which are converted into the appropriate software by the simulation experts. This makes the driving simulation centre a ‘digital vehicle workshop’”. The XR driving simulator is the ideal addition to conventional simulators based on the cockpit of a real vehicle.
To this end, the tester only needs to take a seat and put on the smartglasses. The new simulator allows various interior functions such as display and control concepts or lighting scenarios to be staged in a still early development phase.
For the first time it is also possible to simulate parking situations under laboratory conditions. The level of realism is very high: for example, the view reflected by the exterior and rearview mirrors changes with the viewing angle. The tester’s eye direction is tracked by the smartglasses, and the mirror image adapted accordingly. The vehicle’s surroundings with other vehicles or pedestrians are also simulated very realistically.
Numerous other simulators are used in addition to the moving-base driving simulator. With a ride simulator it is possible to carry out subjective assessments of the performance of digital prototypes driving on uneven roads, for example.
Active Safety systems can be tested
A realistic impression of Ative Safety systems already installed in production vehicles is provided by the simulator for assistance systems. A virtual test drive becomes an impressive Active Safety experience when the occupants of the simulator interactively, rapidly and directly experience the current assistance systems in different scenarios at the touch of a button.
“The best possible development results are obtained from an intelligent combination of modern simulation methods and intensive practical tests. Several million test kilometres in road traffic continue to be an indispensable part of development work. Simulation cannot completely replace real testing, it remains an elementary tool for the development and approval of safety-related systems,” said Dr. Hafner.
