The all-new 2022 Mercedes-Benz EQS – the automaker’s fully electric flagship sedan – is finally here in the States. After outing my teammatesand then in , I’ve finally got my turn behind the wheel of both the production-ready EQS450 Plus and EQS580 4Matic on my home turf around the San Francisco Bay Area to learn more about real-world range, performance, and more. .
up to 350 miles per charge
The EQS electric comes in two flavors depending on the powertrain. The EQS450 Plus has a single motor that spins the rear wheels with 329 horsepower and 419 pound-feet of torque, enough for a 5.9-second 0-60 mph time. Upgrading to the EQS580 4Matic adds a second motor to the front axle and bumps up to a combined 560 hp and 631 lb-ft of all-wheel driven torque. With both motors singing quietly, the EQS580 will sprint to 60 mph in just 4.1 seconds on its way to a top speed of 130 mph – noBut it is a bigger, heavier and much more luxurious vehicle.
Both EQS configurations have the same 107.8-kWh-hour lithium-ion battery pack under the passenger compartment. The single-motor EQS450 will cruise for an EPA-estimated 350 miles per charge. The dual-motor range drops to just 340 miles, thanks to its enhanced regeneration capabilities and intelligent use of its asymmetrical motors—I was surprised to see how often the EQS’s display indicated front-wheel drive operation, only for short Cruise using the motor and coast at city speed. That respectable range, all things considered, but well short of the 400-mile mark we initially expected based on the European WLTP numbers. For now, Tesla’s 405-mile Model S is still the gold-standard when it comes to range—at least, untilHappens here.
My day in the EQS580 4Matic began with about 90% charge and 318 miles on the gauge. I returned to base after 107 miles with 52% left in the pack, which makes my efficiency a touch less than expected, but not bad even for a day of fairly aggressive acceleration tests and sporty driving on mountain roads .
I didn’t need to plug the EQS in, but it’s capable of 200-kW DC fast charging, boosting status from 10% to 80% in just 31 minutes. On a Level 2 slow charging station or home wall box, a full charge from 10% to 100% lasts about 11 hours and 15 minutes. The EQS also has a Green Charging Mode that limits the peak plug-in charge rate to 100 kW and the maximum state of charge to 80%, which extends the life of the battery compared to full-speed rapid charging and protects.
Mercedes Me. plug and charge with
EV owners all know the annoyance of maintaining multiple accounts for multiple charging networks. Mercedes hopes to simplify that process with the Mercedes Me Charge system – a fully integrated payment system built into the car. After detecting a charging station with an onboard NAV, simply plug in and the EQS will automatically communicate with the station over the charging cable, authenticating and crediting payments from your Mercedes Me account without the need to access your wallet or phone. will manage. Mercedes also says that using green charging mode at public stations on the Mercedes Me charging network also guarantees that providers will make an equal amount of electricity from renewable sources available to the grid.
The Mercedes Me charging backend is powered through a partnership with ChargePoint, which means it is compatible with over 60,000 chargers nationwide from ChargePoint, EVGo, Electrify Americas and plans to bring more networks online over time. is together. Includes Mercedes— Enough to get you up to that 80% mark — on more than 2,600 Rapid DC chargers for the first two years of Electrify America ownership.
electric sound experience
The EQS is naturally silent for quiet electric motors, S-Class levels of sound isolation and. For those who prefer to hear their car on the road, the automaker has designed two electronically generated sound experiences – Silver Waves and Vivid Flux – that use audio systems to fill the cabin with “engine” sounds .
Silver Wave sounds like a deep-throated V8, while Vivid Flux has a high-pitched sci-fi tone. The sound produced responds to the performance of the EQS, increasing in volume with pedal pressure and increasing in octaves with speed. Both also have unique “engine braking” sounds when decelerated quickly. Yes, the sound experience is a touch gimmicky, but if like me you grew up driving with your ears – listening to engine sounds to measure speed and shift points – adding this audio feedback layer to the EQS feels pretty natural. Mercedes eventually plans to offer a third theme, Roaring Pulse, which later mimics the sporty AMG audio signature via over-the-air downloads. Of course, you can also disable the sound experiences completely and enjoy a remarkably quiet ride.
powerful awkward brake
The regenerative braking system is notable for the dual motor EQS580’s recovery capacity of up to 290 kW. (The EQS450’s single motor tops the still-impressive 186 kW region.) Three static region modes can be selected via the EQS’s paddle shifters, which range from nearly free-coasting to heavy-delivering on the lift. A fourth Auto Region mode – accessed by holding the paddle shifter for a few seconds – continuously adjusts regeneration based on your chosen route. On the highway, it will coast more freely and in slow traffic you’ll have more energy on the lift.
By default, the EQS creeps forward by one stop when you lift the brake pedal in all region mode, but that behavior can also be toggled on in the onscreen menu. With maximum regen and no creep, the sedan delivers that one-pedal driving feel I’ve come to love in other EVs, but doesn’t quite give it away. You still have to actually depress the left pedal to bring the EQS to full stop.
I’ve never been more comfortable with the EQS’s brake feel during more enthusiastic backroad driving. The pedal itself actually moves quite a bit when lifted in heavy lifting, in preparation for the transition from pre-depressing itself to friction braking. The idea is that your foot and pedal will already be in the right place for a more predictable deceleration and around town, it works out quite well. However, when driving sporty, ironically, this has the opposite effect and makes it more difficult to gauge how much stop you’ll get for toe pressure. Reducing the regen level helps to rely more on friction brakes overall, but it also means wasting energy (and range).
I understand I shouldn’t expect to be able to drive a luxo-barge like a sports car, but this is the “S-Class of EVs” so a little more refinement and stability in the available modes would be nice. That’s not to say the brakes are bad; They are definitely on the job. I experienced a very real 45 mph emergency stop to avoid a deer escaping from the woods and the EQS hauled all my 5,888 pounds of luxury to a stop at once without drama or incident.
Standard 10-degree rear-wheel steering
Each EQS comes standard with Mercedes-Benz’s rear-wheel steering, which is capable of turning the rear wheels by up to 10-degrees to reduce turning radius. That’s an impressive amount of rear-countersteer that winds up tight U-turns and improves low-speed agility. It’s also fun to watch the rear wheels move during parallel parking. At speed, the rear wheels turn in concert with the fronts, improving stability during lane changes.
Air suspension is also standard, adjusting ride height and firmness depending on the driving mode selected. Overall, the EQS feels like a heavy S-Class, balancing excellent isolation from bumps and imperfections in its Comfort setting with a good amount of feedback via the large steering wheel when set to Sport. It is as pleasant to glide over potholes like a magic carpet as it is to hustle along winding roads.
However, the extra 800 pounds of mass are hard to ignore when cornering, especially during downhill segments. And so, despite the railgun acceleration the electric motors are capable of in straights, the EQS’s overall performance leans more toward comfort than its combustion-powered analog and rewards a more friendly driving style.
about that hyperscreen
I’m not a fan of the exterior design of the EQS. I find it to be very anonymous looking and the minimal cab-forward design gives the appearance of an economy car from most angles. (That’s probably why the designers felt the need to tackle those “EQS” badges on the cell panel next to the side mirrors.)
That said, I can’t praise the interior design enough. Whether with the 12.8-inch Mercedes-Benz User Experience (MBUX) display for the base EQS450 model – similar to the current S-Class – or the 56-inch hyperscreen that comes standard on the EQS580 4Matic (also optional for the EQS450), The cabin of the EQS is an idyllic space with high-quality materials, luxurious creature comforts, and almost too much technology to find.
HyperScreen is actually three OLED displays arranged in a single,…