Thus far, endeavors towards reimagining the steering apparatus have often been viewed humorously. Alternatively, as a yoke. Unless steering mechanisms are explicitly designed to complement yokes, they tend to be rather cumbersome. However, Mercedes-Benz is reportedly undeterred and rumored in German media to be contemplating the adoption of steering yokes in the pinnacle luxury sedans, the S-Class and EQS.
According to Handelsblatt from Germany, the yoke is anticipated to be introduced in the upcoming S-Class by late 2027, citing confirmation “from company circles.” The alleged rationale behind Mercedes’ proclivity for the yoke involves enhancing road and instrument panel visibility, potentially enabling the wheel to retract into the dashboard for space optimization. (Conceivably, this could relate to the utilization of Mercedes’ pioneering Level 3 autonomous driving aids.)
A conventional steering wheel is used in the 2024 Mercedes-AMG S 63 E Performance. Mercedes-Benz
In order to make the yoke function seamlessly without necessitating cumbersome hand-over-hand steering techniques, Mercedes purportedly intends to eliminate the steering column in the S-Class and implement steer-by-wire technology. This adjustment is expected to provide more agile steering response at lower speeds, albeit diminishing responsiveness during highway cruising. The system is projected to debut initially in the overhauled EQS, slated for arrival around 2025 or 2026.
The trend of steering yokes was popularized by Tesla with the Model S Plaid, which has since reverted back to a traditional circular steering wheel, while offering the yoke as an alternative. Criticisms regarding usability and quality might explain why Toyota has not yet implemented the yoke into production. although both the BZ4X and Lexus RZ concepts showcased yokes and were promised to be “available,” neither model currently offers it as an option.
Tesla Model S Plaid optional yoke. Tesla
Should Mercedes embrace the yoke, it would align with its recent history of questionable user experience design choices. Previous infotainment systems were unwieldy and displeasing to operate, and the current MBUX system and associated “Hyperscreen” have not drastically improved the situation. Moreover, Mercedes heavily relies on capacitive touch interfaces, which have proven to be both counterintuitive and unpopular.
Allegedly, the company intends to phase out these interfaces in favor of conventional physical controls in the future, albeit following the redesign of several forthcoming models expected to still incorporate capacitive controls. Such a delayed transition could pose challenges considering the significant inertia commonly found in large companies like Mercedes. Steering a large organization in a new direction demands considerable time and effort, particularly when seemingly committed to creating vehicles with cumbersome user interfaces.
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