Mercedes MB.Drive Assist Pro Wants Hands on the Wheel in Cities

A question of levels

Mercedes says the hands-on rule is philosophical. It sticks to the strict SAE autonomy levels and classes the system as Level 2, or "Level 2 Plus Plus" in its own wording, meaning the driver stays responsible. "At Level 3, the machine, the car, the software stack, is responsible," Chief Technology Officer Jörg Burzer said. He argued that surface streets are far more chaotic than highways, and said research suggests European drivers like a hand-on-wheel requirement in cities. He added that he does not yet know how U.S. customers feel, and had no direct answer when asked why a buyer would choose Mercedes over Tesla.

Mercedes also points to its hardware. Besides cameras, the system uses five radar sensors and 12 ultrasonic sensors feeding an Nvidia-powered computer. "Relying on one just is not enough," said Christoph von Hugo, head of active safety, who added that Mercedes will not offer Level 3 without LiDAR. Mercedes briefly sold a Level 3 system in the U.S., but it has been phased out.

FSD owners are unconvinced

Tesla users interviewed are lukewarm. Antonio Hidalgo of Los Angeles, who uses FSD constantly, said he probably would not switch despite a nicer interior. Mharlon Barrientos in Indianapolis called a hands-on requirement "a bit of a step back" but said it would not sway him if he liked the rest of the car, and that sensor details would not be a big selling point. Lucian Capellaro, a Los Angeles commuter who is not interested in a Tesla, finds the hands-on rule logical because it shortens reaction time.

Tesla's system is meanwhile expanding to Europe, so the two approaches will soon compete on the same market.