Here is what you need to know: for over a hundred years, it has served us well and probably will for the foreseeable future, but that isn’t deterring Mercedes-Benz, the inventor of the modern automobile, from reinventing the steering wheel itself! Being showcased in an almost production-ready spec of the upcoming EQS, Mercedes has rewritten the rules of driving with its first-ever Steer-by-Wire system. Completely eliminating any mechanical linkage from the steering column to the front axle, the most obvious advantages of the SbW system will be instantly felt on Indian roads — no vibrations caused by poor road surfaces being transmitted to your hands via the steering column, tighter turning radius and less steering effort in crowded areas, better view of the digital driver display and the road ahead, more precise control of steering inputs while using ADAS functions and better crash safety potential.

The system is built on a “split-actuator” philosophy where a Force Feedback Actuator (FFA) is mounted behind the steering yoke in the cabin, and its job is purely sensory; it reads the driver’s input torque and angle while using an internal motor to simulate “weight” and “road feel.” At the front axle sits the Road Wheel Actuator (RWA).

This high-torque mechatronic unit physically turns the wheels based on digital packets sent from the FFA. Because there is no physical link, Mercedes has implemented a variable steering ratio so at parking speeds, the system reduces the lock-to-lock rotation to just 170 degrees. This means a full U-turn requires only a flick of the wrist, no hand-over-hand shuffling required. To invoke a sense of increased stability and control at higher speeds, such as 120 km/hr on the highway, the ratio becomes “slower” and less sensitive, giving the driver more feedback on even small steering inputs.

All of this also allows for the actual design of the steering to be radically different and futuristic. The yoke-style steering swaps the traditional circular wheel for a flattened, aircraft-inspired design. But ergonomically, it’s a mixed bag, and it will certainly require some relearning due to years of muscle memory. Thankfully, Mercedes has brought back the physical toggle and the knurled aluminum volume dial from the previous generation instead of all-capacitive controls on the steering stalks.

Of course, deleting a vital mechanical link between the driver and the road sounds terrifying from a safety standpoint, so Mercedes has built in multiple redundancies into the SbW system. The multitude of sensors, backup power supplies and a fail-safe architecture ensure that you will always be able to safely come to a stop, even if there is a complete electrical blackout. Even if the two independent signal paths and two separate power supplies fail, the car’s ESP (Electronic Stability Program) and the 10-degree rear-wheel steering act as a tertiary safety net, using individual wheel braking and rear-axle movement to guide the car to a controlled stop.

Mercedes has already completed more than a million kilometers of tests in both simulations and the real world, ensuring it meets the safety standards The company is synonymous with. This is especially important with the completely redesigned airbag deployment system, which required serious engineering prowess, and it also highlights the holistic approach to innovation. Although we have seen a steering wheel similar to that of the Tesla Cybertruck and even the Mercedes-AMG One hypercar, the next-gen EQS will be the first mass-produced car to include all the systems’ inherent benefits, safety tech, and extensive testing to be foolproof. A regular steering wheel is set to become available as standard and the SbW system will be an option, so you still have a few years to reset your driving skills.