PASSIVE SAFETY SYSTEMS

Advanced engineering for protection during and after an accident

AN INTEGRATED SYSTEM 
FOR YOUR SAFETY

Front Air Bags

15

DURING AN ACCIDENT 

Knee Air Bags

15

Testing and Development

Side-impact Air Bags

15

Pelvic Air Bags

16

Head Protection Systems

16

Side Curtain Air Bags

16

Head-Thorax Air Bags

17

Rear Seat-Belt Air Bags

17

The Standard For Safety

Comprehensive Occupant
Protection

Safety In Vehicle Development

Protective Body Structure

Overlap of Vehicles in a Collision

Crash Compatibility

Government Testing and Ratings

Accident Types
Frontal Impact

Side Impact

Crash Testing

Rear Impacts

11

Rollovers

11

Integrated Restraint Systems

Air Bag Types

Additional Protection
NECKPRO Head Restraints

18

Child Safety Seats

18

Child Safety Locks

19

Rear Seat and Cargo Area

19

AFTER AN ACCIDENT

22

Continued Protection
Safeguarding Occupants

23

Alerting Passersby

23

Reaching Out for Assistance

24

Assisting in Rescue

24

Effective Protection in the

Event of an Accident

12

Understanding Safety

12

DRIVER EDUCATION

26

The Seat Belt Decides

12

Mercedes-Benz Driving Academy

26

Seat Belt Tensioners and

Force Limiters

13

AMG Driving Academy

26

What Happens When an

Air Bag Deploys?

13

ACTIVE SAFETY SYSTEMS

Activation Stages of the ETD

and Front Air Bag

14

Criteria for Activation

14

Dual-Stage Front Air Bags

14

Book 1

An integrated system for your safety.

Since the invention of the automobile, safely delivering drivers and passengers to
their destinations has been a core Mercedes-Benz value. Generations of safety
leadership comes from engineering every element as part of a unified system.

The passion to build even better automobiles has been

part of the Mercedes-Benz brand from the beginning of
automobile development. Since their invention by Gottlieb
Daimler and Karl Benz, automobiles have become not only
faster, but also safer and more comfortable. In addition,
their numbers on the road continue to increase. Although
traffic density has increased enormously, the risk of
accidents has continued to decrease for years.
There are two elemental reasons for this phenomenon.
First, great strides have been made in accident avoidance
and preventiona concept known as active safety
because it usually involves the drivers actions. Secondly,
when an accident cannot be prevented, the risk of injury
has diminished significantlyknown as passive safety
because these systems take effect on their own during
the milliseconds that comprise the course of a collision.
Mercedes-Benz has been deeply involved in this positive
trend for generationsconceiving, developing and
implementing groundbreaking safety systems. A hallmark
of this leadership role is the engineering of each safety
advancement to collaborate with the other systems in the
vehicle, as well as the laws of physics and human nature.
Its a core philosophy of Mercedes-Benz that every
vehicle embodies an integrated safety system.

The invisible revolution.

In 1959, Mercedes-Benz publicly presented the first
automobile designed with aspects of passive safety in
mind, thus laying the cornerstone for vehicle safety.
The breakthrough innovations of this invention were not
obvious to the eye, since they included the first safety
passenger compartment integrating energy-absorbing
1

crumple zones. These developments trace to a MercedesBenz engineer named Bla Barnyiacknowledged
by many as the father of passive safety. Thanks to his
inexhaustible inventive spirit, Mercedes-Benz is still
synonymous with automobile safety leadership today.
Barnyis fundamental principle of passive safety
provided the impetus for numerous innovative safety
developments, many of which have gone on to become
not only the standards of the industry, but also standard
equipment on virtually every new automobile. Among
the most significant breakthroughs began in 1978,
with the Antilock Braking System (ABS). While other
manufacturers had briefly offered primitive antilock
systems earlier in the same decade, the digital controls
and precise wheel-speed sensors of the Mercedes-Benz
system set the standard and became a benchmark that
remains in effect today. Even more importantly, the
abilities that ABS introducedmost notably the individual
control of each wheels brakeshave since become the
basis of countless other active safety systems.
Only three years later, front air bags paired with seatbelt Emergency Tensioning Devices (ETDs) made their
worldwide debut. The introduction of the Electronic
Stability Program (ESP) followed in 1995an
innovation widely heralded as the most important active
safety innovation of the 20th century. More recent
developments include Night View Assist (2005), the
occupant protection systems of PRESAFE (2002),
PRESAFE Brake with autonomous partial braking (2006)
and autonomous full braking (2009), as well as completely
new systems such as Active Blind Spot Assist and Active
Lane Keeping Assist (both in 2010).

The Mercedes-Benz integrated safety concept

Safer driving.
Remaining alert, and assisting
in time to avoid hazards and
collisions.

Dangerous situations.
Preparing to protect when a
possible accident is imminent.

Mercedes-Benz safety developments are engineered with

the goal of providing the utmost protection to all road
usersnot merely the occupants of a Mercedes-Benz
vehicle, but extending to all who share the road, from
occupants in other vehicles to cyclists and pedestrians.
It all stems from the hope that accident-free driving
someday becomes a reality. Mercedes-Benz has long
taken this holistic approach to safetyknown as the
Integrated Safety concept, and the result of decades
of research involving not just vehicle development and
extensive crash-testing but real world accidents, too.

The Integrated Safety concept.

The Mercedes-Benz concept of Integrated Safety
comprises four disciplines: safer driving, dangerous
situations, during an accident, and after an accident.
Safer driving. This includes all systems and precautions
engineered to help the driver respond to challenging
driving situations. The support offered by these systems
helps the driver remain alert, fit and in control of the
vehicle for the duration of a drive.
Dangerous situations. Recently, the understanding of
safety has been expanded by introduction of protective
measures in the case of imminent danger. Dangerous
Situations thus represents a new safety discipline that is
focused on the brief threshold between safe driving and
during an accident. This discipline introduces systems
that can initiate preventive measures for occupant
protection in certain critical driving situations where an
accident is deemed likely and imminentin other words,
the moments leading up to a potential collision.

During an accident.
Occupant protection that's
targeted to the situation.

After an accident.
Helping to assist rescue and
minimize subsequent risks.

In the event of an accident. Systems that are designed

to help protect the occupants become active when an
accident occursnotably the vehicles restraint systems.
In addition, the intelligently designed bodyincorporating
an especially rigid passenger compartment surrounded
energy-absorbing crumple zonesplays a major role.
After an accident. Once an accident has occurred,
the main priority is to help those involved as quickly as
possible, in order to avoid the situation becoming worse.
Measures designed to make it easier to rescue vehicle
occupants are therefore becoming increasingly important.

A tradition of safety innovation.

Safety has a long history at Mercedes-Benz. So does
making history, evident in the automotive breakthroughs
in many categories that have been introduced under the
Three-Pointed Star. The number of advances in driving
safety and individual protection that have been pioneered
in Mercedes-Benz vehicles is almost beyond calculation.
This brochure is intended to provide useful, enlightening
information about these systems, as well as many
associated issues, from vehicle loading, to tires. Together,
the knowledge and understanding of the objectives,
operation, benefits and limitations of the safety systems
in a Mercedes-Benzalong with a greater appreciation of
the drivers responsibilitieswill bring all of us closer to
the long-held goal of an accident-free society.

During an accident.
A collision can start and end in mere milliseconds. How a car responds to protect
you in that blink of eye can greatly influence the outcome. A Mercedes-Benz is
engineered as an integrated safety system to offer superior occupant protection.
Managing the forces on the vehicle.
Even with advanced, insightful and even predictive active safety technologies,
some accidents are unavoidable. From the first point of impact with a vehicle,
obstacle or other object, a Mercedes-Benz is designed to manage an impact in
ways that help divert, dissipate and distribute its forces away from the occupants
and the passenger cabin.

Preserving the occupant space.

The elaborately engineered body structure of a Mercedes-Benz is engineered to
surround a highly rigid passenger cell with areas designed to help absorb some of
the energy of an impact through controlled deformation. The advanced crumple
zones in todays Mercedes-Benz are the ongoing result of more than 60 years of
development, starting with the invention of the very first crumple zone.

Targeted response to the situation.

Sophisticated sensors located throughout the vehicle help detect the type,
direction and severity of an impact as it occursand in some cases, even
before. The extremely rapid response of the vehicles restraint systems can
be tailored more precisely to the situation, to offer occupant protection
that can more effectively reduce the severity of injuriesor, ideally, help to
prevent injury altogether.

Reducing the rate of deceleration.

One of the most significant contributors to injury in an accident is the
deceleration rate of the occupantsor the time it takes to come to rest from
the speed prior to impact. Since neither the starting speed nor the final speed
(0mph) can be changed once an accident begins, the passive safety systems
work to lengthen the time in between. Even a few added milliseconds can greatly
reduce the impact forces experienced by the occupant.

Testing and development.

The standard for safety.

Safety in vehicle development.

Comprehensive occupant protection.

At Mercedes-Benz, safety has been a pillar of the brand
for well over half a century. Since the invention of the
original crumple zone to the pioneering developments
in braking, restraint systems, stability control and more,
countless safety advancements have gone on to establish
the standards for every automobile on the road. The deep
experience of our engineers and the knowledge gained
from the Mercedes-Benz accident research team forms
the basis for the development of all safety measures and
systems that are engineered to work in concert. More
than a mere list of safety features, a Mercedes-Benz is
engineered as a comprehensive, integrated system to
help reduce the possible consequences of an accident.
Each innovation is designed to provide the occupants
with the most advanced protection in real-world
situations. How a Mercedes-Benz vehicle is designed
for the various types of accidentsfrontal, side, and
rear impacts, as well as rolloversare covered in the
sections that follow. A further comprehensive section
deals with the variety of restraint systems tailored to
each model and bodystyle, from seat belts and air bags1
to child safety locks and the specialized needs of opentop convertibles and three-row station wagons or SUVs.
This presentation of the Integrated Safety concept of
Mercedes-Benz also extends to include pedestrian
protection, safeguarding of lithium-ion batteries for
hybrid vehicles, the compatibility of vehicles of differing
sizes, and the benefits of lasting durability.

In the early phase of a vehicles development, its safety

systems are initially laid out with digital prototypinga
combination of computer-aided design and computerbased virtual testing using millions of parameters.
Typically, each element of the bodyshell structure is
optimized in more than 5,000 virtual crash tests with
respect to the geometry, material strength, joining
technology, and material characteristics. More than
10,000 calculations are carried out for improvement of
pedestrian protection characteristics alone. Through the
use of integrated occupant simulations, the interaction
of the vehicle structure, restraint systems and occupants
in a wide variety of accident situations can be studied,
evolved and optimized early in the development process.

Highly protective body structure.

Mercedes-Benz body structures are systematically

engineered to manage the forces of a variety of collision
types. The basis for the high level of safety provided by
a Mercedes-Benz is the fundamental principle of passive
safety developed by Bla Barnyiconsisting of a highly
5

protective passenger compartment with integrated,

energy-absorbing crumple zones in the front and back.
With this approach, the energy-absorbing structure
together with the very rigid passenger compartment
can limit the effects of decelerating forces on the
occupants, to help provide them with the necessary
protective space. Since a primary goal is to slow their
deceleration during a collision, such features as an
energy-absorbing steering column help increase the
forward displacement area available for the driver, further
contributing to the reduction of chest and head injuries.
The rigid passenger cabin teams with the crumple zones
and an elaborate network of reinforcements designed
to help to divert energy over, under and around the
passenger compartment. As a result, the occupant space
is engineered to resist critical deformations up to very
high impact speeds. Frontal, side, and rear impact tests
are supplemented by roof impact tests and dynamic
rollover tests so that the passenger compartment can
be designed as a protective space for the occupants in
virtually all accident types.

Specific bodystyles such as coupes, convertibles, wagons

and SUVs further incorporate their own special structural
elements to provide a high level of occupant protection
even with their unique design characteristics.

Overlap of vehicles in a collision.

Mercedes-Benz research revealed decades ago that
real-world accidents rarely parallel the exact conditions
of early crash testing into fixed, full-width rigid
barriers. Countless other conditions affect the way a
vehicle manages the forces of impact, from the highly
concentrated forces of a vehicle with a pole or tree, to
head-on collisions where both vehicles only partially
overlap each other. Mercedes-Benz was among the first
automakers to develop and extensively test their vehicles
in these partial-overlapof offsetcollisions, where
only a portion of a traditional front crumple zone is
expected to handle all of the collision forces. For decades
now, Mercedes-Benz models have incorporated measures
to help distribute these offset forces to other areas of the

vehicle, so that more of the cars mass and structure can

help to dissipate the forces before they reach the cabin.
Perhaps no automaker has more experience in this realworld approach, with the structural design of the newest
Mercedes--Benz models reflecting literally generations of
further development, refinement and enhancement of this
revolutionary concept.

Crash compatibility.
With the rising popularity of SUVs in the 1990s, the issue
of how larger, taller vehicles interact with smaller, lighter
and lower vehicles in a multi-car collision moved to the
forefront. Again, Mercedes-Benz took a leadership role
in this issue even before public awareness was common,
not only designing and testing smaller models to help
them manage the intensity and location of the forces
created by a collision with a larger vehicle, but to help
ensure that larger Mercedes-Benz models transmit their
own forces to smaller, lower and lighter vehicles in a way
that is more protective of the occupants of both cars.
Multi-level crumple zones and reinforcements in the front,
rear and door areas are engineered to manage the forces
of a collision with vehicles in a variety of sizes, to help
optimize the protection of the occupants in both vehicles.
In addition, several innovative active safety systems can
help reduce the severity of an impact for both vehicles
involved through the targeted reduction of energy before
impact. The optionally available PRE-SAFE Brake system,
for example, can reduce the speed of an impending
collision,2 in essence providing an electronic crumple
zone. Along with the active safety systems of Intelligent
Drive and other systems described in this brochures
partner volume, Active Safety, many Mercedes-Benz
models can help minimize the severity of an accident,
or even prevent the accident, thereby benefitting all the
parties involved in a collisionnot just the occupants of
the Mercedes-Benz.

Government testing and ratings.

While every automaker must design their vehicles to
comply with the needs of the regulatory agencies in the
markets in which they sell the vehicles, Mercedes-Benz
has often elected to exceed these standards, or even
institute design and development improvements before
they are regulated. In fact, several safety breakthroughs
pioneered on Mercedes-Benz automobiles have gone on
to inspire new safety standards for all vehicles.
Actual testing of vehicles is performed only on a limited
basis by the most well-known authorities on automotive
safety. In the U.S., the Department of Transportations
National Highway Traffic Safety Administration (NHTSA)
have long been the official government agency in
charge of vehicle safety. More recently, the Insurance
Institute for Highway Safety (IIHS) has also become a
leading presence in the testing of vehicles and a voice
for enhanced vehicle standards. In testing by both
organizations, several Mercedes-Benz models have
earned their highest ratings not just recently, but year
after year, and generation after generation of a models
design. To research the results of the NHTSA Star
Program, visit safercar.gov online. To learn more about
the IIHS and their Top Safety Picks, visit iihs.org.

Accident types.
Frontal impact.

The front-end structure, passenger compartment,

and even various components within each area are
systematically engineered to manage the forces of a
serious frontal impact. The energy-absorbing crumple
zone and rigid passenger compartment can work together
to help limit the effects of decelerating forces on the
occupants. This further helps to provide them with the
necessary protective space. Since a primary goal is to
slow the deceleration of the occupants during a collision,
such features as an energy-absorbing steering column
increase the forward displacement area available for the
driver, further contributing to the reduction of chest and
head injuries. The restraint systemincluding the seat
belt, its tensioning and force-limiting devices, and the air
bag1further contribute to more favorable deceleration.
Together with the highly rigid passenger compartment,
they team up for to exceptional occupant protection.

Side impact.

variety of structural elements. Structural crossmembers

at the base of the windshield, under the front and rear
seats, near the front footwells, across the roof, and along
the center tunnel help support the bracing of the side
wall. They also help to transfer of forces to the opposite
side of the vehicle, away from the impact, allowing more
of the body structure to help dissipate the impact forces,
helping to maintain the occupant space.
The load paths which distribute forces in a side impact
are optimized by involving a number of body elements
in their distribution. The doors, for example, make a
significant contribution to the stiffness of the side
structure. Equipped with additional side-impact beams,
they are attached to the pillars with sturdy hinges and
latches, thus minimizing the penetration of the door into
the safety space of the occupants. The interior door trim
is designed so that the thorax and thorax-pelvic air bag
provide effective support surfaces without protruding
areas. These measures help ensure not only that the
protective space is maintained in a severe side-impact,
but that the space required for effectively deploying the
protective systems of the window and thorax-pelvic air
bag is also kept available.
In a side impact, the expedient activation of the air bag
systems occurs via the central control unit in combination
with acceleration sensors in the B-pillar area and pressure
sensors in the front door. The body structure and door
paneling characteristics, as well as the deployment of the
window and thorax air bags, are matched to one another
in extensive, integrated simulation calculations, and
further refined in testing of actual prototype vehicles.
The interaction between the body structure, seats, interior
paneling, restraint system and sensors is improved by
numerous simulations and actual tests, to help provide
the occupants a superior level of side crash protection.

As with frontal impacts, the rigid passenger compartment

is a prerequisite for effective occupant protection. In a
side impact, the deformation zone available for protection
of the occupants is very small in comparison to a frontal
impact and requires special measures, including a very
rigid side wall structure, cross-cabin reinforcements, as
well as a highly effective side-impact restraint system.
In a side impact, the high stability of the passenger
compartment is achieved through the use of high-strength
steels in the B-pillar, the side sills, doors containing antiintrusion bars, and a side roof frame that is braced with a

On bodystyles possessing unique structural designs such

as pillarless coupes, cabriolets and roadsters, each is
developed from the ground up in its special configuration.
As a result, these models are able to meet the high safety
standards of Mercedes-Benz even without conventional
center pillars or a roof structure. The ability of MercedesBenz engineers to achieve this is made evident by being
the only automaker to have continuously produced
both pillarless hardtop coupes and convertible models
for more than the last 50 yearsa period during which
automotive safety standards and customer expectations
have both evolved considerably.
8

About 40 different crash tests, one shining star.

Brands such as Mercedes-Benz employ a far more
extensive program of crash tests, since they supply
models all over the world. These global players have to
put their cars through more than 24 additional safety
tests. For Mercedes-Benz, however, passengercar
safety is about more than just rating tests and legal

Frontal impact
25% overlap
40 mph
IIHS

Frontal impact
40% overlap
40 mph
deformable barrier IIHS

Frontal impact
100% overlap
25 mph
rigid barrier

Frontal impact
100% overlap
30 mph
rigid barrier

Frontal impact
100% overlap
35 mph
rigid barrier US-NCAP

Frontal impact
+/- 30 oblique
20 mph
rigid barrier

requirements. The Stuttgart-based manufacturer tests its

models even more strictly in nine additional, extremely
tough in-house crash tests which, like all Mercedes tests,
are based on real-life accidents. Only cars that pass these
severe examinations receive the highest accolade in
automotive safety: the Mercedes star.

Frontal impact
100% overlap
30 mph
rigid barrier, 5% female

Frontal impact 1

Frontal impact
40% overlap
40 mph
deformable barrier Euro-NCAP

Frontal impact
40% overlap
35 mph
deformable barrier

Frontal impact
100% overlap
30 mph
rigid barrier, 5% female

Frontal impact
40% overlap
25 mph
deformable barrier, 5% female

Frontal impact
+/- 30 oblique
25 mph
rigid barrier

Frontal impact
100% overlap
25 mph
rigid barrier, 5% female

Frontal impact
+/- 30 oblique
30 mph
rigid barrier

Frontal impact
100% overlap
15 mph
rigid barrier

Frontal impact
100% overlap
30 mph
rigid barrier

Frontal impact
100% overlap
30 mph
rigid barrier

Mercedes-Benz
9

Frontal impact 2

Safety Rating

Statutory

Roof
roof crush resistance
Frontal
quasi-static

Roof 1

Roof 2

Roof 3

Rear-end collision
100% overlap
30 mph
right barrier

Roof

Rear

Front

Side

Rear-end collision 1

Rear-end collision 2

Rear-end collision
100% overlap
30 mph
right barrier

Rear-end collision
70% overlap
50 mph
deformable barrier HI

Rear-end collision 3

Side impact
Crabbed B.
3016 lbs
34 mph

Side impact
90 30 mph
deformable barrier IIHS

Side impact
Crabbed impactor, 38 mph
deformable barrier SINCAP

Side impact
Crabbed impactor, 34 mph
deformable barrier

Side impact
90, 30 mph
deformable barrier

Side impact
20 mph, driver dummy
SID 2s
pole impact 75

Side impact
90, 30 mph
deformable barrier
EURO-CAP

Side impact
90, 18 mph
pole impact
Euro-NCAP

Side impact
90, 18 mph
pole impact

Side impact
20 mph, driver dummy
EuroSID2
pole impact 75

Side impact

10

Rear impacts.

Rollovers.

In a rear impact, the crash energy is directed via the stiff

structural elements concealed behind the rear bumper.
Using a network of beams, brackets and crash boxes,
the forces of a rear-end collision are distributed to two
rear longitudinal members made of high-strength steel.
The fuel tank is located outside of the deformation zones.

Especially relevant with open convertibles but true of any

bodystyle, rollovers present safety challenges of their own
compared to other accident types.

As a result, a very large portion of the rear body, with its

structures optimized for energy absorption, is available
as a deformation path in order to effectively protect the
occupants in the event of a rear impact. This remains
true on wagon and SUV models with a 3rdrow seat, with
special design and material considerations made to help
ensure that the rearmost passengers are not seated in
the actual rear crumple zone.
In severe rear-end collisions, the seat-belt Emergency
Tensioning Devices (ETDs) are activated to help prevent
occupants from sliding upwards and above the effective
range of their head restraints.

11

On vehicles with fixed roof structuresincluding coupes

without visible roof supports between the front and rear
side windowsextensive development results in a high
level of strength to support the weight of the vehicle and
maintain the occupant space in the event of a rollover.
On many modelsa dedicated rollover sensor can also
deploy the side curtain air bags to help provide added
protection from extreme neck motions, broken glass and
some objects that might protrude into the cabin via a
broken or open side window.
Convertible modelswhether two-seat roadsters or
four-passenger cabrioletsare equipped with roll bars for
added passenger protection in the event of a rollover.3
First introduced to the industry on the 1990 SLClass,
the pop-up roll bar system in many Mercedes-Benz
convertibles can activate automatically within a fraction
of a second of a detected rollover. Depending on model,
the system can be configured as a single structure
spanning the rear of the cabin, or as individual roll bars
that rise behind each rear seat and incorporate the rear
head restraints. SLK roadsters feature high-strength steel
roll bars that are rigidly attached to the body and remain
in position full-time. On all convertibles, rigid Apillars (the
roof supports at either end of the windshield) extend the
protective effect of the roll bar to help ensure that the
passenger space is considerably maintained in a rollover.

Integrated restraint systems.

Effective protection in the event of an accident.
Many innovations in automobile safety were first
introduced by Mercedes-Benzoften long before
competitors offered the same features, and well before
any government entity required them. This pioneering
approach to vehicle safety has made the Mercedes-Benz
brand a worldwide symbol for automotive safety.
Seat belts and air bags are perhaps the most widely
recognized and effective passive safety systems. In 1968
Mercedes-Benz customers had the optionfor the first
timeto equip their new car with 3point seat belts. In
1980, Mercedes-Benz was the first automaker in the
world to offer a drivers air bag1 in combination with front
passenger seat-belt tensioner. These features were first
available in the SClass Sedans and Coupes.
The full benefit of these systems can only be realized
if the most basic principle is adhered to: Always fasten
your seat belt before a trip begins. While air bags are an
important safety feature, seat belts provide the essential
foundation for avoiding injurywith the air bags as a
supplement to the protective benefit of seat belts.

Understanding safety.
In order to understand how seat belts and air bags
provide protection, its important to know how vehicle
occupants move during an accident. During most types
of accidents, the vehicle is very quickly brought to a
complete stop (decelerated) by the collision with another
vehicle or object. (In some other accident scenarios,
such as a rear-end collision, the vehicle might first be
accelerated by another moving vehicle, then rapidly
decelerate in a secondary collision.) As a vehicle
undergoes deceleration or acceleration its occupants
always move in the opposite direction of the applied
impact force, the a result of inertia and a basic law of
physics. In a frontal collision, the occupants will typically
be thrust forward. In a rear-collision, they will tend to
move rearward, possibly sliding upward in their seats as
a result. The basic rule remains the same, however: In a
collision, the occupants typically move toward the source
of the impact forces.
A principal risk inherent in this motion is that the
occupants will sustain injury as a result of contact with
the vehicles interior surfaces. This risk is minimized by

a well-designed restraint system, with primary protection

provided by the seat belts, and supplemented by seat-belt
tensioners, seat-belt force limiters, and air bags. While
the seat belt and air bag provide protection from internal
contacts, these safety features cannot prevent injuries
which occur as a result of objects penetrating from
outside the vehicle.
But the overarching principal of reducing injury comes
from understanding the concept of deceleration, or how
much time an occupant is afforded to come to a stop
from the speed of travel immediately prior to impact. In
the course of a normal drive, occupants slow from, for
example, 50mph to 0mph many times in the everyday
course of driving and braking. The critical difference
between a normal stop and an accident is that, in a
collision, this slowing occurs in the blink of an eye rather
than a few casual, uneventful seconds.
The deceleration forces that result from a collision are
therefore exponentially higher, and they act in three
phases: First, when the vehicle makes contact with
another vehicle or object. Second, when the occupant
makes contact with the restraint systems or interior
surfaces. And third, when the occupants internals
contact with the rib cage and other body surfaces. It is
therefore the ultimate goal of both the vehicles body
structure and its restraint systems to add as much time
to the overall deceleration of the occupant, in an effort to
reduce those third-phase forces that can cause the most
serious injuries.

The seat belt decides.

The seat belt is the single most important restraint
feature in the vehicle because it provides the most
effective means of reducing occupant movement during
a collision. Therefore, all occupants must properly fasten
their seat belts before setting off on their tripno matter
the trips length, duration or environment, and no matter
12

which seating position in the vehicle. Only then can

the seat belts and restraint systems such as air bags
coordinate with one another to help provide the best
possible potential protection in a variety of accidents.

Seat belt tensioners and force limiters.

In todays Mercedes-Benz models, as has been the
case for decades, front seat belts are equipped with
Emergency Tensions Devices (ETDs) and seat-belt force
limiters. This is also true for the outboard rear seating
positions, including forward-facing 3rd-row seats.
When a seat belt tensioner is activated, the belt is
automatically retracted a small amount to help eliminate
the slack that may exist prior to an accident. This gives
the belted occupant additional time to decelerate or
accelerate with the vehicle during a collision, thereby
reducing the forces which occur during an accident.
However, it is important to observe that belt tensioners
cannot compensate for improper seating positions or
incorrectly fastened seat belts, nor can they physically
pull occupants back into the seat.
If the seat belt is also provided with a belt force limiter,
this feature will limit the peak seat-belt force imparted on
the occupant during a collision. The front seat-belt force
limiter is specifically designed to work in combination
with the front air bag, so that the air bag reduces the
force on the seat belt and helps distribute the forces over
a larger area of the occupants torso.
Provided that the ignition is on, ETDs are activated when
the vehicles sensors detect a frontal or rear impact with
sufficiently high acceleration or deceleration. The ETDs
may also be activated during certain side collisions.
If an additional protection potential is identified for
passengers in vehicles equipped with rollover sensors, the
ETDs are activated in the event of a lateral rollover.
13

The seat-belt force limiters come into play in the event

of a serious frontal impact, such as when high vehicle
deceleration occurs in a longitudinal direction.
Other accident scenarios that may trigger these devices
are described in the Operators Manual. After activation
of pyrotechnic safety equipment (such as air bags or
ETDs, in which some smoke can be released) the SRS
indicator lamp illuminates in the instrument cluster. These
devices are designed for a single deployment only, and
must be replaced by an authorized Mercedes-Benz dealer.

What happens when an air bag deploys?

At the moment that a collision is detected, an air bag1
inflates in a fraction of a second. This is to ensure that
the air bag is in the correct position to offer its intended
protection during the deceleration of the occupant.
During a collision, an air bag helps restrain the occupant
from excessive motion, butespecially in the case of a
front air bagits principle goal is to allow the occupant
to come to a stop more gently than without the air bag.
This interaction compresses the air bag and forces its
internal gas to escape from a vent engineered to regulate
the rate of deflation. This controlled deflation of front
and side air bags limits the loads which are imparted to
the occupants head and upper body during an accident.
After an accident has occurred, the associated air bags
are fully deflated, having served their intended purpose.
To simplify the explanation, an air bag inflates to get into
position, and deflates to help cushion the occupant.
The advantages of the additional air bag protection
include reduced risk of injury when the air bag is
activated, especially if the seat belt is fastened and the
occupant is optimally positioned in respect to the air
bagsas upright as possible, and sitting as far as possible
from the air bag. It is recommended that the driver
position the seat and adjustable steering wheel such that
there is at least 10 inches between the air bag cover on
the steering wheel and the drivers breastbone.

Activation stages of the ETD and front air bag.

Depending upon the level of deceleration or acceleration
detected during a frontal impact, there can be several
stages of restraint activation. During the first stage,
the ETD will be activated if the seat belt is fastened. In
the second stage, the air bag1 is triggered if deemed
necessary based upon collision severity.

Criteria for activation of the ETDs and air bags.

To determine the need for ETD and air bag activation, the
air bag control unit employs a complex algorithm which
evaluates the time-dependent magnitude and direction
of the vehicles deceleration or acceleration during
the earliest phase of a collision. A decision to activate
the air bag is based upon the intensity of the vehicle
deceleration or acceleration at the very beginning of a
collision event. Because it is important that an air bag be
in position as early as possible, the decision process must
be somewhat predictive. The vehicles air bag control
unit uses available deceleration or acceleration signals to
establish the magnitude and principal direction of force.
These values are determined by the distribution of force,
the collision angle, deformation properties of the vehicle
and the nature of the object or vehicle with which the
vehicle collides. The amount of vehicle deformation does
not determine whether the air bags should deploy, nor is
it an indication that an air bag should have deployed if it
does not. Although a vehicle may sustain considerable
deformation during an accident, an air bag may not
be required if the vehicle collided with a relatively soft
structure and did not experience high deceleration.

Conversely, there may be accident scenarios in which the

vehicle sustains minimal deformation during a collision,
yet the air bags are required because the vehicle collided
with rigid structures (such as the structural members of
another vehicle) that induce high deceleration.
The vehicle speed prior to collision and the occurrence
of injuries sustained during a collision are not reliable
indicators that an air bag shouldor should nothave
deployed. Apart from the severity of the accident and
the physical resilience of the occupants, the severity of
injuries often depends on the type of collision and the
deformation properties of the object which was struck
during the accident.

Unique features with dual-stage front air bags.

If the vehicle is equipped with adaptive dual stage front
air bags, as virtually all new Mercedes-Benz models are,
the air bag will fill with sufficient propellant gas in the
first stage to reduce the risk of injuries. If the air bag
control unit senses further vehicle deceleration and
deems that the second stage is necessary, the air bag will
inflate within milliseconds with the maximum volume of
propellant gas. This allows the air bag to provide a higher
degree of cushioning when impact forces are higher, and
a gentler cushioning when system sensors deem this a
more appropriate course of action.
If the vehicle is also equipped with sensors to determine
the weight of the front passenger, this information
combined with deceleration rates and seat belt usewill
be used in deciding whether to activate the seat belt
force limiter and second-stage air bag deployment.

14

Air bag types.

Front air bags for the driver and front passenger.
The drivers air bag is contained within the steering wheel,
while the passengers front air bag is packaged above the
glovebox (in some older models, the passenger air bag is
packaged within the former glovebox location). Each is
identified by an SRS air bag or air bag label.1
Upon activation, a front air bag helps prevent or minimize
contact between the occupants head and chest and the
interior of the vehicle. To achieve this task, the drivers
front air bag inflates in front of the steering wheel, while
the passengers front air bag inflates in front of and above
the right side of the upper dashboard.
The driver or front passenger air bags are activated during
collisions which quickly impart high vehicle deceleration
or acceleration acting in a longitudinal direction (along
the length of the car), also depending on seat belt use.
They are deployed independently of other air bags that
may be installed in the vehicle in most situations.
In the event of a detected rollover (in vehicles equipped
with a rollover sensor), the air bags are not triggered
unless the system has identified a high deceleration of
the vehicle in the longitudinal direction.
In vehicles with Automatic Child Seat Recognition (ACSR),
the front passengers front air bag is deactivated if a child
seat with ACSR transponders has been detected on the
passenger seat. In this case, the Passenger air bag OFF
indicator lamp is illuminated. This lamp may be located in
the central dashboard, or in the overhead area above the
inside rear view mirror. It is sometimes labeled with an
icon of an inflated air bag and the numeral 2.
In vehicles with front passenger seat occupant detection,
the passengers front air bag is only activated if the

15

sensed weight of a properly seated occupant exceeds

a minimum weight threshold. Certain seating positions
can cause the sensor not to accurately measure the
weight of the occupant. The front passenger should sit
squarely in the seat with both feet on the floor. Under
no circumstances should the passengers feet or legs be
placed atop or against the dashboard.

Knee air bags for driver and front passenger.

A knee air bag can help reduce injuries to the knees
and lower legs. Depending on the design of the vehicle,
the early restraint of the pelvis provided by the knee
air bag can lead to better synchronization of occupant
and restraints based on the vehicles deceleration. This
provides more efficient utilization of the available area
for the occupants forward displacement. In this way, the
deceleration forces acting on the occupant, particularly in
the upper body area, can be further reduced.
The knee air bag is located below the steering column
behind the dashboard cover. The knee air bag is triggered
simultaneously with the corresponding front air bag and
inflates below the steering column or in the knee area
of the front passenger. Models may be equipped with a
knee bag for the driver alone, for both the driver and front
passenger, or not equipped with knee air bags at all.

Side-impact air bags.

Upon activation, a side-impact air bag has the task of
providing protection for the rib cage (but not for the head,
neck or arms) of the occupant experiencing impact during
lateral collisions with a high detected level of vehicle
deceleration or acceleration.
A side-impact air bag may be installed either in the
door trim panel, in the seat side bolster, or in the area
between a rear door and the seatback. In either case, the
side-impact air bag inflates below the side window and
adjacent to the seated occupants rib cage or thorax.

Details regarding installation may be found in the

Operators Manual for each vehicle.4
The criteria for the activation of a side-impact air bag are
similar to those for a front air bag in a frontal collision.
Nonetheless, the accident situation must be detected far
more quickly, as the distance between the occupants and
the collision object is significantly less than in a frontal
collision, and there is no side crumple zone.
Side-impact air bags are activated using in accidents in
which high lateral vehicle deceleration or acceleration is
detected by the system. The air bag(s)1 are deployed only
on the side of the collision. In vehicles with passenger
seat occupancy detection, the front passengers sideimpact air bag does not activate unless the detected
weight of a properly seated occupant exceeds the
minimum weight threshold and the seat belt is fastened.
The side-impact air bags are deployed independently of
the front air bags and seat-belt ETDs. They are also not
deployed in the event of a rollover unless high lateral
vehicle deceleration is independently detected.

Pelvic air bags for driver and front passenger.

Depending on the vehicle design, a pelvic air bag can
reduce the forces acting on the front-seat occupants.
They are located in the sides of the front seatbacks, to
enhance protection against injury to the pelvic area and
indirectly to the chest area in the event of a sufficiently
severe side impact. The pelvic air bags are triggered
simultaneously with the side-impact air bags.

Head protection systems.

Depending on the vehicle bodystyle, side curtain air bags
(installed in the roof frame), head protection air bags
(installed in the door, usually in convertible models), or
head-thorax air bags (installed in the seat, also typically
in convertible models) are used. The principal accident
scenarios in which these systems are activated are

described below. Further details regarding activation

of the head protection systems can be found in the
Operators Manual, as there are differences from one
Mercedes-Benz model to another based on their design.

Side curtain air bags.

Models with fixed roofs (sedans, coupes, wagons and
SUVs) are equipped with side curtain air bags. When
a side curtain air bag is activated, it has the task of
providing protection for the head of the occupant
exposed to the lateral impact.
The side curtain air bag deploys in the area of the side
windows between the Apillar (the roof support between
the front door and windshield) and the Cpillar (the
roof support between the rear door and rear window).
It is usually inflated by a gas generator located to the
side, behind the B-pillar (the center pillar behind the
front door), or near the Cpillar on coupes with no
visible Bpillar. In the event of a sufficiently severe side
collision, the side curtain air bag can provide early lateral
support for the head. It is designed to reduce the lateral
oscillatory motion of the head, and the likelihood of head
impact with the side windows, roof pillars and roof frame.
Through the large coverage of the side window area, the
side curtain air bag can offer added protection against
objects that penetrate the passenger compartment area.
It also reduces the risk that the occupants will be thrown
outward, and can enhance the protection for their arms.
The side curtain air bags are activated during collisions
which quickly impart high vehicle deceleration or
acceleration acting in a lateral direction, in which case
they are deployed only on the side where the collision
occurs. In the event of a lateral rollover in a vehicle with
a rollover sensor, it will also be deployed if the air bag
control unit determines that added protection may be
provided by the side curtain air bag. In this case the

16

side curtain air bags are activated simultaneously on

both sides of the vehicle. They are typically deployed
independently of the front air bags.

Head-thorax air bags.

Some vehicles, typically convertible models, are equipped
with head-thorax air bags instead of side curtain air bags
and front side-impact air bags. When activated during a
lateral collision, its designed to provide protection for the
head and rib cage of the occupant exposed to the lateral
impact.
The head-thorax air bag inflates in the area of the front
side window and upper door. Head-thorax air bags are
activated during accidents which quickly impart high
vehicle deceleration or acceleration acting in a lateral
direction. They are deployed only on the side of the
collision, and independently of the front air bags.

Rear seat-belt air bags.

A new feature available starting with the 2014 SClass is
a system of air bags1 and active buckles for the outboard
rear seating positions. The air bags are integrated within
the webbing of the seat belts, and are designed to deploy
during certain frontal impacts, as determined by the SRS
control unit. The belt bags are visually distinguished by
the edges of the belt webbing in a contrasting color, and
a small identifying label near the end that is fastened into
the seat-mounted buckle receiver.

17

The belt bags are combined with active buckle receivers

with a number of functional benefits. The receivers are
illuminated via LED and rise a few inches when the door
is opened and the passenger is first seated, to encourage
their use and assist the user in fastening the belt. After
fastening, the receivers retract to their normal position.
In a collision of sufficient severity, the receivers also
incorporate belt tensioners that, much like the ETDs on
the front belts, help to remove slack from the seat belts
in an accident. The belt bags themselves inflate in the
wearers thorax area via gas generators, splitting predetermined tear seams in the belt webbing, to enlarge the
belts overall surface area. Combined with the tensioning
effect, this helps to distribute the forces between the belt
and the belted occupant more favorably in a collision. It
also helps the belts be more effective if the passenger
has the seat in a reclined position as a collision occurs.
Please see the section later in this brochure on child
safety seats, as well as your Operators Manual, for more
information regarding the use of Genuine Mercedes-Benz
Accessory child seats that are designed to be specifically
compatible with the belt bags.

Additional protection.
NECKPRO head restraints.

NECKPRO luxury or comfort-type head restraints are

available on some models, and provide two additional
flexible side wings. These side bolsters are individually
adjustable to provide the desired level of lateral support
for added comfort.
Through the targeted design of the front seats and their
head restraints, an exceptional level of protection can
be achieved, even in purely passive systems that are
provided in some Mercedes-Benz models. In the event
of a rear impact, the occupant is pushed deeper into the
seat cushion by inertia. If the head restraint is correctly
adjusted, the head and upper body are accelerated
simultaneously and the cervical vertebrae are spared.

The crash-responsive NECKPRO active head restraints

for the driver and front passenger are standard equipment
in many Mercedes-Benz models. This important safety
feature improves the protection of the front occupants
during a rear impact by reducing the risk that the
occupant will experience whiplash injury.
Even on models with conventional head restraints,
their protective ability is greatly enhanced by proper
positioning of the head restraint prior to driving. When
adjustable, occupants should always position their head
restraint so that the top of the restraint is near the top
of their head, and where foreaft adjustment is possible,
with approximately 11.5inches between the surface
front of the head restraint and the back of the head.
The NECKPRO head restraints are connected to an
electronic control unit, which evaluates the longitudinal
deceleration or acceleration of the vehicle at the start
of a collision. If the control unit detects a rear collision
that exceeds a certain severity threshold, pretensioned
springs inside the head restraints are triggered. The
release of these springs moves the head restraint forward
and upward toward the seated occupant. The head of
the occupant is then supported early on in the collision,
which can significantly reduce the strain on the cervical
vertebrae and associated muscles and soft tissue.
After activation, the NECKPRO head restraints may be
manually reset to their initial positions. (See the vehicles
Operators Manual for more information.) After a manual
reset, the NECKPRO restraints are immediately ready for
further use. It is important to note that aftermarket headrestraint coverings may prevent the intended operation of
NECKPRO head restraints and should not be installed.

Child safety seats.

Child safety is an important component of the Integrated
Safety concept of Mercedes-Benz. In order to help
protect children, the Mercedes safety engineers are
constantly developing intelligent solutions which serve
as a role model to the entire industry. In an accident, the
risk of injury for unsecured children is seven times higher
than for children protected by properly used restraint
systems. Further, the seating location of a child is of great
importance, due to the location of air bags1 and benefits
shown by statistical research.
In models with more than two seats, the rear seat is the
safest location for the proper installation of an approved
child safety seat. However, since this is not always
possible, whether in a two-seat car or because the rear
seat might be otherwise occupied, Mercedes-Benz
introduced automatic child seat recognition as early as
1997, an industry first under the name BabySmart.
Every Mercedes-Benz model with rear seatsincluding
both the second and third rows of wagons and SUVs,
when so configuredis equipped with a system of child
seat attaching points designed to be compatible with
the latest industry standards, known as LATCH, or Lower
Anchors and Tethers for Children. The lower anchors
consist of ISOFIX mounting points located at the base
of the seatback, where it meets the cushion. Beneath
clearly labeled decorative covers reside a pair of square
metal loops that can be manually extended to accept
the corresponding anchor points on compatible child
seats. To secure the top of the child seat, top tethers are
provided either on the rear shelf of sedans, coupes and
cabriolets, or in the floor behind the seatback of wagons
and SUVs. These are usually located under a decorative
18

cover identified with an icon of a boats anchor. The top

tethers and anchors are designed to be used together to
properly secure a LATCH-compatible child safety seat.
The best possible protection for small passengers can
only be provided by child restraint systems. The findings
from accident research and accident statistics show that
in the event of an accident, the risk of injury for a child
secured with an adult seat belt is more than double that
of a child secured by an appropriate childs restraint.
On models with rear seat-belt air bags, only use a child
safety seat that is compatible with the belt bags.1 The
deploying belt bags may damage a non-approved child
restraint system. Please see your Operators Manual or
Mercedes-Benz dealer for further information for models
so equipped.
The reason that a conventional seat belt is not the best
restraint system for a child is due to the specifics of
a childs body structure. Adults and children not only
differ in size and weight, but also in body structure
and proportions. The head of a newborn infant is
approximately one third of the childs body weight,
whereas with adults, it is typically less than one fifth.
Bone structure and strength are also markedly different.
Because of these differences, children need restraint
systems that are precisely tailored to meet specific
requirements based upon their age group, height, and
weight. Mercedes Benz offers different child seats that
are custom-tailored for the body characteristics of each
age group, and designed to work with the vehicle itself.
The passenger compartment, seats, air bags, and seat
belts in a Mercedes-Benz are engineered to form an
optimally matched system. The child seat builds upon
these protective functions and ensures that small
passengers are also secure in the event of an accident.
Mercedes-Benz child seats must pass a stringent regimen
of laboratory and crash tests. This not only includes the
stringent tests required by various regulatory agencies
around the world, but also rigorous internal testing.
Mercedes-Benz offers three removable child seats as
Genuine Mercedes-Benz Accessories, thereby offering
increased protection for children in all age groups. The
restraint systems are available at all authorized MercedesBenz dealers.
Since a childs rate of growth can vary substantially, the
age recommendations for the various child seat models
19

serve only as a point of reference. Deviations may arise in

individual cases. Therefore, the selection of a child seat
should always be oriented to body weight, and the weight
range of the child seat should be fully utilized to the upper
range, if possible, before changing over to the next larger
model. It is extremely important that the growing childs
head never extends above the back of the child seat.

Child safety locks.

Children can be naturally curious in any situation, and
riding in an automobile is no different. Even when secured
into a child seat, the various switches and controls on
the nearby door panel can be tempting. For this reason,
every Mercedes-Benz with a rear seat is equipped with
features that allow the driver to disable certain controls
in the rear cabin. Child safety door locks are operated by
a small lever on the trailing edge of the open door. When
the lever is set to the clearly labeled position, the interior
door handles are rendered inoperative. In this setting, an
unlocked rear door can only be opened via the outside
handle, to help prevent a child from opening the door
while the vehicle is in motion, or before the driver is ready
for the child to exit the vehicle.
In addition, a sliding switch near the drivers power
window switches disables the window switches in the
rear cabin, along with power rear seat controls when so
equipped. The controls on the drivers door remain active,
so that the driver may open and close the rear windows
as desired.

Rear seat and cargo area safety.

In addition to the rear-cabin seat belts and tensioners
described earlier, the rear seating areas of all models are
designed with consideration to their varying uses.
In most EClass Wagon models, a rear-facing 3rdrow
seat provides room for two additional passengers. Safety
features include a 3-point seat belt and head restraint
for each passenger, as well as an interior release for the
liftgate. If the third row of seats is not needed, it can
be easily stowed beneath the luggage compartment
floor. The rear crumple zone is uniquely configured to
accommodate for this seat.
The GLClass SUV offers a pair of forward-facing seats
for its third row. Each seat is equipped with a 3point seat
belt with an Emergency Tensioning Device (ETD) and beltforce limiter. Also, the side curtain air bags1 span all three
seating rows on each side of the vehicle.

In station wagons and SUVs, as well on sedan and coupe

models with folding rear seatbacks, Mercedes-Benz has
designed the seatbacks to be significantly more rigid
than required by regulation. Cargo can be practically
and securely fastened in the load compartment by
means of floor-mounted tie-down rings provided as
standard equipment, and with a variety of customfitted cargo nets and other items available as Genuine
Mercedes-Benz Accessories.
On all models with folding rear seatbacks, their latches
incorporate red-color telltales that are visible near the top
of the seatback when the seat latch is not fully secured.
In addition to being readily apparent when a seatback
is returned to its upright and locked position, most are
also visible to the driver in the rear view mirror. In most
models, the release levers for the folding seatbacks are
located either in the trunk or in the cargo area near the
liftgate area. This not only facilitates the extension of the
cargo space from the cargo area itself, but is designed
to help prevent unlatching of the seatbacks by children
seated in the rear cabin.

On the EClass Wagons, the combined luggage cover

and partition net assembly attaches to the bodyshell via
sturdy yet convenient mounting points. The mesh net can
be extended vertically to fixtures in the ceiling, in either of
two positions: When the 2ndrow seatbacks are upright,
the net can divide the standard cargo area from the
first two rows of seating. And when all the rear seats are
folded down, it can be extended upward at the forward
edge of the expanded cargo floor, to divide the front row
from the entire expanded cargo area. Please note that,
even though the large-mesh net is of sturdy construction,
cargo should always be secured using the floor-mounted
tie-downs, and pets should be properly restrained.

20

21

After an accident.
The moments after an accident present dangers of their own, but they also offer
opportunities to help limit further injury, prevent additional mishaps, and assist in
the rescue of the occupants. A Mercedes-Benz is engineered to keep protecting.
Safeguarding the occupants.
Once the seat belts, tensioning devices and air bags have done their job,
measures are taken to allow their gases to vent from the cabin. In addition,
automatic shutdown of numerous vehicle functions helps to reduce the risk
of fires and other hazards after an accident. A Mercedes-Benz will also take
measures to help its occupants find their way safely out of the vehicle, even
on a dark night.

Alerting passersby.
The aftermath of an accident can be a hazard to other drivers, especially if
the vehicles come to rest in travel lanes or intersections. A Mercedes-Benz
will take action to help make its presence apparent automatically.

Reaching out for assistance.

The SOS feature of Mercedes-Benz mbrace will initiate a call to the mbrace
Emergency Response Center if an air bag or seat-belt Emergency Tensioning
Device (ETD) is activated. While mbrace subscribers can also place such
a call themselves at any time, the Automatic Collision Notification feature
does not require any driver input to transmit the pertinent information of
the accident, including its location and the vehicle information, to trained
responders wholl contact local rescue services.

Assisting in rescue.
From turning on the vehicles exterior and interior lights, to automatically unlocking
the doors, moving the power steering column upward and releasing seat-belt
tension, a Mercedes-Benz helps those who come to aid the occupants after an
accident. In addition, the mbrace Emergency Response Center will stay on the
line both with the occupants and emergency services providers until the rescuers
are on the scene.

22

Continued protection.
Safeguarding the occupants. Alerting passersby.
Mindful response within the cabin.

Action to help the vehicle be noticed.

The quick rescue of occupants after an accident is part

of the Integrated Safety concept. When an accident
occurs that results in the activation of an air bag1 or the
pyrotechnic Emergency Tensioning Devices (ETDs) for the
seat belts, the systems sophisticated electronic controls
team with the vehicles networked technology to help
protect the occupants from further injury.

Whether the vehicle leaves the roadway in an accident

or comes to a stop in the middle of a travel lane or
intersection, a Mercedes-Benz takes measures to help
make its presence and the situation more visible.

Since the gas generators for the air bags and ETDs can
release a small amount of smoke into the cabin during
their deployment, the side windows, if closed, will be
lowered by a small amount to allow the gases to vent from
the cabin after a frontal impact.
To help the occupants find their way about the cabin, the
vehicle will automatically turn on some interior lights. On
models with a power steering column with an easy-exit
feature, the steering column is designed to automatically
move upward, to assist the driver in exiting the vehicle.
At the same time, the vehicle will shut off its fuel supply,
when a specific threshold is reached, and switch off its
engine. Some models will also switch off the climate
control blower and air conditioner compressor, while
turning on the systems recirculation mode. All of these
measures are to help prevent the entry of refrigerant
gases, external smoke or other potentially harmful vapors
from the cars running gear into the cabin.

23

Automatic activation of the hazard flashers can help

passersbyboth other drivers or pedestriansspot the
disabled vehicle. This can help to prevent other vehicles
from colliding with the wreckage, allow people to identify
the situation and call for help, and help the car be seen or
found if it has left the main roadway.

Reaching out for assistance. Assisting in rescue.

Automatic notification of an accident.

Measures to help those who help you.

The Mercedes-Benz mbrace system5 thats standard in

every new Mercedes-Benz offers its subscribers a wide
array of security features, in addition to its numerous
conveniences. After an accident, Automatic Collision
Notification is among the most helpful and reassuring.

Many of the features and systems already described that

are designed to help occupants exit the vehicle after an
accident also help rescuers in assisting them as well.
Further, several features, such as automatic shutdown
of the vehicles engine, fuel supply, climate control, help
minimize the risks posed to on-scene responders. On
HYBRID models, additional protective measures include
shutting off the high-voltage system and isolating the
vehicle power supply from the cars electrical system.

If an air bag1 or seat-belt ETD is activated, the vehicles

electronic controls instantly alert the on-board mbrace
system to initiate an SOS call to the dedicated, 24-hour
Mercedes-Benz Emergency Response Center. Trained
experts who receive the call will automatically be made
aware of key information thats transmitted by the vehicle,
including its location and last known compass heading,
its model and color information, the occurrence of air bag
or ETD deployment, and the subscribers information on
file with Mercedes-Benz. Subscribers with certain medical
concerns can even provide critical medical information,
confidentially, to Mercedes-Benz before a collision ever
occurs, so that rescuers can be made aware if needed.
Subscribers can also initiate an SOS call on their own,
by pressing the SOS button in the vehicle or using the
mbrace Mobile App on their compatible smartphone.
Once the call is connected, mbrace personnel will
attempt to communicate with the vehicle occupants via
its built-in speakerphone. Even if the occupants cannot
speak or respond, the mbrace personnel will contact local
rescue services or police, and stay on the line as needed
until help arrives on the scene and the customer feels
comfortable completing the call.

Mercedes-Benz mbrace can also make it easier for the

emergency responders to locate the vehicle. With the
calm composure that comes from professional training
and experience, mbrace personnel can communicate the
vehicle location information provided by its onboard GPS,
along with other helpful information, without those who
have just suffered an accident needing to speak clearly
or at all, or even know their location. While one cannot
predict when an accident can occur, one can prepare in
many ways for one, and subscribing to mbrace is one way
that can be reassuring when you need it, or even if you
never do, just by knowing its benefits are there for you.
In addition, Mercedes-Benz provides guidelines for rescue
workers via the Internet, including many model-specific
rescue instructions, at aftersales.mercedes-benz.com/
info/rescueguide, to assist in their practical training or if
a situation-based need arises.

24

25

Driver education.
From a teenager getting behind the wheel for the first time, to an enthusiast seeking
the most confident control of a high-performance automobile, Mercedes-Benz
offers two distinct programs to help any driver become a safer, and smarter, driver.
The Mercedes-Benz Driving Academy.

The AMG Driving Academy.

Located in Los Angeles, California, the Mercedes-Benz

Driving Academy offers a unique and comprehensive
approach to helping teen drivers get far more than their
license. Using a integrated combination of classroom
theory and behind-the-wheel practice, students benefit
from a wide range of practical knowledge that helps them
learn proper vehicle control, develop positive attitudes
and the decision-making skills that helps them avoid
dangerous situations rather than only responding to them.

The skills required to handle a high-performance vehicle

may seem at first to be rooted only in enthusiasm and
excitement, but at the very core is an appreciation of
driving safety. The AMG Driving Academy is geared to
owners of AMG vehicles, the members of the MercedesBenz family renowned for their extreme performance
capability. The AMG Driving Academy helps their
drivers develop their own capabilities to match the
automobiles themselves. With Basic, Advanced and Pro
Training options, drivers learn a comprehensive set of
performance driving skills using a wide array of AMG
models, and on the finest racing circuits in the country.

Coaching students rather than simply instructing them

is what sets the Mercedes-Benz Driving Academy apart
from traditional driver training. This interactive, more
involved approach helps new drivers be more self-aware,
more confident, and better equipped with genuine
knowledgefar beyond the mere memorization of rules
and regulations that appear on a state driving exam.
Using a variety of Mercedes-Benz vehicles, from compact
sedans to larger SUVs and even a manual-transmission
sports car, students learn about the laws of physics, the
value of making good decisions quickly, and the real-world
issues of sharing the road with other drivers. Parents are
also made a part of the process, by sharing coaching tips
and holding feedback sessions after each lesson.

With one-on-one guidance from professional instructors,

the experience will undoubtedly leave any participant
exhilarated. But the more lasting benefit of experiencing
the AMG Driving Academy is a far better understanding of
how a car responds to countless driving situations. While
the training takes place on a racetrack, the lessons apply
to many situations drivers encounter on everyday roads,
from sharp corners to sudden braking. Drivers graduate
the AMG Driving Academy with greater confidence and
capability, and a greater sense of the value of safe driving.
To learn more, visit AMGacademy.com

Classes are also available for older and more experienced

drivers who wish to polish their skills, learn more about
topics such as distracted driving, or even master a manual
transmission. All lessons include complimentary pickup
and dropoff, and dedicated one-on-one behind-the-wheel
lessons the Academys expert, experienced coaches.
To learn more, visit mb-drivingacademy.com

26

Learn more.
We hope we have helped you understand more about
the complex subject o f safety and wish you many more
enjoyable trips in your Mercedes-Benz.
The content provided in this brochure, as well as its Active
Safety Systems companion brochure, is not considered
a substitute for reading the detailed safety systems
information provided with each vehicle.

Additional information about the safety systems in your

vehicle is available in your Operators Manual. You may
also download a PDF of your vehicles Operators Manual,
view how-to videos for your vehicles features, and learn
more about your vehicle at MBUSA.com/owners

1 WARNING: THE FORCES OF A DEPLOYING AIR BAG CAN CAUSE SERIOUS OR FATAL INJURIES TO A CHILD UNDER AGE 13. THE SAFEST SEATING POSITION FOR YOUR CHILD IS IN THE REAR
SEAT (WHEN SO EQUIPPED) BELTED INTO AN APPROPRIATE, PROPERLY INSTALLED CHILD SEAT, OR CORRECTLY WEARING A SEAT BELT IF TOO LARGE FOR A CHILD SEAT. SEE OPERATORS
MANUAL FOR ADDITIONAL WARNINGS AND INFORMATION ON AIR BAGS, SEAT BELTS AND CHILD SEATS, INCLUDING THE USE OF APPROVED CHILD SEATS WITH THE AVAILABLE REAR SEATBELT AIR BAGS.
2 PRE-SAFE Brake is included with option DISTRONIC PLUS adaptive cruise control. DISTRONIC PLUS is no substitute for active driving involvement. It does not adapt cruising speed in response
to stationary objects, nor does it predict the curvature and lane layout of the road ahead or the movement of vehicles ahead. It is the drivers responsibility at all times to be attentive to traffic
and road conditions, and to provide the steering, braking and other driving inputs necessary to retain control of the vehicle. Drivers are cautioned not to wait for the DISTRONIC Proximity Warning
System before braking, as that may not afford sufficient time and distance to brake safely.
3 The roll bar system is designed to enhance the level of rollover protection compared to a vehicle without one. No system, regardless of how advanced, can eliminate the chance of injury in an
accident. Please always wear your seat belt.
4 Side-impact air bags are not available on GClass models.
5 All Mercedes-Benz mbrace services operate only where cellular and Global Positioning System satellite signals are available, which are provided by third parties and not within the control of
Mercedes-Benz USA, LLC. An mbrace Package trial period is offered on new, Certified Pre-Owned and pre-owned sales and leases at an authorized Mercedes-Benz dealer. Subscriber Agreement
is required for service to be active. Some services are only available on select vehicles. Your PIN is required in order to use certain services. Some services may be limited or restricted in some
areas. Apps may be introduced and updated at varying dates, and may also require a vehicle software update. Driver is responsible for complying with traffic and other laws. See your dealer or
MBUSA.com/mbrace for details, including a list of compatible smartphones.