Consumer Reports take on the EQS
08-10-2022, 08:49 PM
#1
MBWorld Fanatic!
Thread Starter
Consumer Reports take on the EQS
They havent finalized their testing but here is their bottom line, they are immensely impressed. They temper it with the usual complaints of convoluted controls and the view out from the high cowl, but they can't temper their enthusiasm at the interior design, the power, the handling, the quietness and comfort. Not to mention its impressive EV credentials. It also happens to be the most expensive car they have ever purchased (CR never tests press cars). High praise indeed from an usually fuddy duddy car testing icon.
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js_cls (08-11-2022)
08-10-2022, 08:56 PM
#2
MBWorld Fanatic!
Thread Starter
First DriveFuturistic EQS Proves Mercedes-Benz's Commitment to EVs
This majestic electric showcase impresses, aside from the lofty price and odd controls
OverviewMercedes-Benz is finally embracing the electric vehicle trend wholeheartedly. The company’s first steps into the EV world were hesitant with the converted B-Class and Smart ForTwo EVs. But the German automaker will soon offer an EV equivalent for every single model in their lineup, designated by the letters EQ.
Starting from the top, the EQS is the flagship sedan parallel to the S-Class, a traditional ultra-luxury large sedan. In the near future, a midsized E-Class equivalent, the EQE is coming, as well as a host of SUVs, large and small.
We bought an EQS to get a glimpse of Mercedes’ latest showcase for electrification, advanced driver assistance (ADAS) systems, large hyperscreen, and augmented reality on infotainment display. Part of the hyperscreen that dominates the dashboard is a small screen in front of the passenger. It mimics the center infotainment screen and allows your front passenger to use another function (say, audio, while the main screen is used for navigation) without distracting the driver. Whether this is just a party trick or a real benefit remains to be seen.
The EQS comes in two main flavors. The EQS 450+ starts at $102,310 and has 329 horsepower, a single electric motor powering the rear axle, and a 350-mile driving range. The EQS 580 has 516 hp from dual motors, signaled by a 4Matic badge indicating it is all-wheel drive. It has an EPA-estimated 340-mile range. Both versions rely on a 107.8-kWh battery. A high-performance uber EQS AMG version with 649 hp is also available. An onboard 9.6-kW charger is compatible with a 40-ampere home charger. On longer trips, the EQS can accept up to 200 kW charging output at a public DC fast-charger.
We think the cabin is absolutely impeccable. Every surface you look at or touch is of high quality, whether it’s the stalks, knobs, or padded and nicely stitched armrests. A suedelike material covers the headliner for good measure. We particularly liked the precise action of the stylish air vents in the dashboard.
The EQS is also uncannily quiet, even by EV standards. Occupants feel totally sealed from the outside world, which is a joy. Wind noise is nonexistent and only a murmur of tire hiss comes through on rough pavement.
As we’ve experienced in other Mercedes, owners can say “Hey, Mercedes” and express the task they want to be done, such as “turn on the steering wheel heater,” and the car will oblige with a voice confirmation. Just be careful not to mention the name Mercedes in conversations because the voice assistant will come on and ask for your command, which can be either entertaining or annoying.
Like many lesser cars with adaptive cruise control and lane centering assistance, the EQS possesses what’s known as semi-automated driving. In addition, the car can also change lanes on its own as long as the driver uses the directional stalk and the car deems the lane is clear. The EQS changed lanes in the smoothest, most seamless manner we’ve observed to date.
After we log 2,000 initial break-in miles on our EQS, we’ll send it through more than 50 tests at the CR Auto Test Center, including those that evaluate acceleration, braking, handling, child car-seat fit, and controls.
ImpressionsWe were quite taken with the EQS’s power. The car’s acceleration pins you back into the seat on demand, but unlike a Tesla Model S, it doesn’t snap your head. Instead, the power comes on in a forcefully smooth fashion and continues to build as speeds rise. Its delivery is fantastic. Gliding smoothly and effortlessly without gulping a drop of fuel is a guilt-free treat.
At least based on our summertime experience, it seems like the EPA range estimate of 340 miles might skew conservative. The car often displays around 400 miles of predicted range on a full charge. That’s generous by EV standards, and it means that owners can go for days without plugging in the car, barring a long trip. Of course, we’ll see how the range is affected as we pile more miles on. As is the case with any EV, very cold weather tends to cut into the range to the tune of about 25 percent.
Like some other EVs, the navigation system conveniently lists public charging places. Charging from empty is a rare event with a large 108-kWh battery. The EPA estimates that task would take 12.5 hours on a 240-volt connection, as owners are likely to do it at home. Stopping at DC fast-charging public venues on a long trip, the car can take up to 200 kW of charging output if the battery is close to empty. During a 10-minute stopover with a 48 percent battery level, we gained 20 percent at a 148-kW charging output, which added 80 miles of range.
The standard air suspension keeps the body settled, and ride motions are gradual and composed, instilling a majestic feel. Bump absorption is impressive, but nasty, sharp-edged potholes can punch through in an un-Mercedes way. We chalk that up to the wide, 21-inch low-profile “range optimized” summer tires our EQS came with.
We weren’t impressed with the brake pedal feel, however—probably the worst aspect of the car. It’s mushy, requires a lot of travel, and doesn’t inspire confidence. Like other EVs, the EQS lets you dial in the amount of regeneration (energy recouped from braking that goes back to the battery) via paddles on the steering wheel. We found the “intelligent recuperation” mode quite good in terms of reading a driver’s mind and the terrain, and applying the appropriate deceleration. However, with any regen mode on, the brake pedal moves according to the rate of deceleration, as if the regular brake system is being used. Yes, the pedal actually moves under the driver’s foot and might be in a different position than expected. That feels rather eerie.
The controls are another issue. The cabin brings a technology overload, and there’s a massive learning curve required to operate all the key features. We like that upon opening the door the range and battery state of charge are prominently displayed, but that’s where the good news ends. Unlike previous Mercedes models, there’s no center touchpad or controller for moving about the infotainment screen. Instead, all interaction is done through the touch screen.
Operating the radio is convoluted and requires a few steps for common tasks. Brushing the touch-sensitive steering wheel buttons inadvertently is too easy. Many buttons or landing areas on the touch screen are too small, requiring too much dexterity. Worst of all, adjusting the lumbar support by going through five layers on the screen is a major infraction of common sense. Clearly, Mercedes thinks owners will set their preferred settings once and then use the fingerprint recognition pad in the center console to load their preferences. Apparently, Mercedes isn’t aware that drivers tend to micro-adjust their seats on a long drive.
CR's TakeThe EQS seems entirely futuristic with its high-tech connectivity, electric drive, and advanced driver assistance features that let it almost drive by itself. For an EV, we found the range, approaching 400 miles, quite generous, allowing days of use without plugging in the car.
Even though this is a 5,800-pound beast, handling agility impresses. It may be too big to feel sporty, but the car dives into corners with enthusiasm and hardly any body roll, fueling our bullet train comparison. In low-speed maneuvers, the rear wheels steer up to 10 degrees in the opposite direction as a result, endowing the car with an amazingly tight turning circle. At high speeds, the rear wheels turn in the same direction as the front ones, contributing to the sharp responses.
We found the seats comfortable and supportive, but the side bolsters aren’t as prominent as one might expect. We like the cushion extender for extra thigh support, and the four-way lumbar support adjustment is terrific (more on that below). The massage feature allows several choices of massage style, and that proved to be a treat on a long drive. The rear seat is roomy, but headroom for tall people is rather marginal and not quite as generous as it is in the Mercedes S-Class.
But we aren’t fans of the driving position. The low seat and high dash felt off kilter. Some of us had to raise the steering wheel too much for comfort to be able to see the instrument cluster. Others raised the seat, sacrificing their headroom.
Another gripe is the adaptive headlight’s multi-stripelike pattern, which drove us crazy while driving on dark country roads. We have yet to figure out how to change the settings to get rid of it. They also project symbols and shapes onto the road ahead in tandem with many of the ADAS features, which initially feels more distracting than helpful.
The hatchback design lends the EQS as a somewhat practical car, too. Just pressing the three-pointed star logo at the rear powers up the large liftback to reveal a generous luggage space. That hatch, plus fold-down rear seats, adds versatility over a traditional trunk.
Needless to say, the 580 is quick as a bullet train, it’s ultra-quiet, and it rides smoothly on its standard air suspension. Despite its 5,800-pound weight, it’s nimble in corners and extremely maneuverable thanks to its rear steering ability. But in typical Mercedes fashion, the controls are distracting; adjusting the lumbar support through the screen is preposterous. The mushy brake pedal is a bit disconcerting. And yes, the EQS is the most expensive car CR has ever purchased.
WarrantyAll cars come with basic warranty coverage, also known as a bumper-to-bumper warranty. This protects consumers against unexpected problems with non-wear items. Powertrain warranty protects against engine and transmission troubles. Rust through, or corrosion warranty, covers rust to non-damaged components. Roadside aid provides on-location assistance in case of a breakdown and may include limited towing services.
Extended warranties provide peace of mind. Owners of models known to have worse-than-average predicted reliability can mitigate risks with an extended warranty. Generally, we recommend buying a model with better-than-average reliability and skipping this expensive add on. If you do buy an extended warranty, it is key to read the small print to understand what is covered and where you can bring the car for repairs.
Basic
4 years/50,000 miles
Drivetrain
4 years/50,000 miles
Corrosion
4 years/50,000 miles
Roadside Aid
4 years/50,000 miles
Maintenance
This majestic electric showcase impresses, aside from the lofty price and odd controls
OverviewMercedes-Benz is finally embracing the electric vehicle trend wholeheartedly. The company’s first steps into the EV world were hesitant with the converted B-Class and Smart ForTwo EVs. But the German automaker will soon offer an EV equivalent for every single model in their lineup, designated by the letters EQ.
Starting from the top, the EQS is the flagship sedan parallel to the S-Class, a traditional ultra-luxury large sedan. In the near future, a midsized E-Class equivalent, the EQE is coming, as well as a host of SUVs, large and small.
We bought an EQS to get a glimpse of Mercedes’ latest showcase for electrification, advanced driver assistance (ADAS) systems, large hyperscreen, and augmented reality on infotainment display. Part of the hyperscreen that dominates the dashboard is a small screen in front of the passenger. It mimics the center infotainment screen and allows your front passenger to use another function (say, audio, while the main screen is used for navigation) without distracting the driver. Whether this is just a party trick or a real benefit remains to be seen.
The EQS comes in two main flavors. The EQS 450+ starts at $102,310 and has 329 horsepower, a single electric motor powering the rear axle, and a 350-mile driving range. The EQS 580 has 516 hp from dual motors, signaled by a 4Matic badge indicating it is all-wheel drive. It has an EPA-estimated 340-mile range. Both versions rely on a 107.8-kWh battery. A high-performance uber EQS AMG version with 649 hp is also available. An onboard 9.6-kW charger is compatible with a 40-ampere home charger. On longer trips, the EQS can accept up to 200 kW charging output at a public DC fast-charger.
We think the cabin is absolutely impeccable. Every surface you look at or touch is of high quality, whether it’s the stalks, knobs, or padded and nicely stitched armrests. A suedelike material covers the headliner for good measure. We particularly liked the precise action of the stylish air vents in the dashboard.
The EQS is also uncannily quiet, even by EV standards. Occupants feel totally sealed from the outside world, which is a joy. Wind noise is nonexistent and only a murmur of tire hiss comes through on rough pavement.
As we’ve experienced in other Mercedes, owners can say “Hey, Mercedes” and express the task they want to be done, such as “turn on the steering wheel heater,” and the car will oblige with a voice confirmation. Just be careful not to mention the name Mercedes in conversations because the voice assistant will come on and ask for your command, which can be either entertaining or annoying.
Like many lesser cars with adaptive cruise control and lane centering assistance, the EQS possesses what’s known as semi-automated driving. In addition, the car can also change lanes on its own as long as the driver uses the directional stalk and the car deems the lane is clear. The EQS changed lanes in the smoothest, most seamless manner we’ve observed to date.
After we log 2,000 initial break-in miles on our EQS, we’ll send it through more than 50 tests at the CR Auto Test Center, including those that evaluate acceleration, braking, handling, child car-seat fit, and controls.
ImpressionsWe were quite taken with the EQS’s power. The car’s acceleration pins you back into the seat on demand, but unlike a Tesla Model S, it doesn’t snap your head. Instead, the power comes on in a forcefully smooth fashion and continues to build as speeds rise. Its delivery is fantastic. Gliding smoothly and effortlessly without gulping a drop of fuel is a guilt-free treat.
At least based on our summertime experience, it seems like the EPA range estimate of 340 miles might skew conservative. The car often displays around 400 miles of predicted range on a full charge. That’s generous by EV standards, and it means that owners can go for days without plugging in the car, barring a long trip. Of course, we’ll see how the range is affected as we pile more miles on. As is the case with any EV, very cold weather tends to cut into the range to the tune of about 25 percent.
Like some other EVs, the navigation system conveniently lists public charging places. Charging from empty is a rare event with a large 108-kWh battery. The EPA estimates that task would take 12.5 hours on a 240-volt connection, as owners are likely to do it at home. Stopping at DC fast-charging public venues on a long trip, the car can take up to 200 kW of charging output if the battery is close to empty. During a 10-minute stopover with a 48 percent battery level, we gained 20 percent at a 148-kW charging output, which added 80 miles of range.
The standard air suspension keeps the body settled, and ride motions are gradual and composed, instilling a majestic feel. Bump absorption is impressive, but nasty, sharp-edged potholes can punch through in an un-Mercedes way. We chalk that up to the wide, 21-inch low-profile “range optimized” summer tires our EQS came with.
We weren’t impressed with the brake pedal feel, however—probably the worst aspect of the car. It’s mushy, requires a lot of travel, and doesn’t inspire confidence. Like other EVs, the EQS lets you dial in the amount of regeneration (energy recouped from braking that goes back to the battery) via paddles on the steering wheel. We found the “intelligent recuperation” mode quite good in terms of reading a driver’s mind and the terrain, and applying the appropriate deceleration. However, with any regen mode on, the brake pedal moves according to the rate of deceleration, as if the regular brake system is being used. Yes, the pedal actually moves under the driver’s foot and might be in a different position than expected. That feels rather eerie.
The controls are another issue. The cabin brings a technology overload, and there’s a massive learning curve required to operate all the key features. We like that upon opening the door the range and battery state of charge are prominently displayed, but that’s where the good news ends. Unlike previous Mercedes models, there’s no center touchpad or controller for moving about the infotainment screen. Instead, all interaction is done through the touch screen.
Operating the radio is convoluted and requires a few steps for common tasks. Brushing the touch-sensitive steering wheel buttons inadvertently is too easy. Many buttons or landing areas on the touch screen are too small, requiring too much dexterity. Worst of all, adjusting the lumbar support by going through five layers on the screen is a major infraction of common sense. Clearly, Mercedes thinks owners will set their preferred settings once and then use the fingerprint recognition pad in the center console to load their preferences. Apparently, Mercedes isn’t aware that drivers tend to micro-adjust their seats on a long drive.
CR's TakeThe EQS seems entirely futuristic with its high-tech connectivity, electric drive, and advanced driver assistance features that let it almost drive by itself. For an EV, we found the range, approaching 400 miles, quite generous, allowing days of use without plugging in the car.
Even though this is a 5,800-pound beast, handling agility impresses. It may be too big to feel sporty, but the car dives into corners with enthusiasm and hardly any body roll, fueling our bullet train comparison. In low-speed maneuvers, the rear wheels steer up to 10 degrees in the opposite direction as a result, endowing the car with an amazingly tight turning circle. At high speeds, the rear wheels turn in the same direction as the front ones, contributing to the sharp responses.
We found the seats comfortable and supportive, but the side bolsters aren’t as prominent as one might expect. We like the cushion extender for extra thigh support, and the four-way lumbar support adjustment is terrific (more on that below). The massage feature allows several choices of massage style, and that proved to be a treat on a long drive. The rear seat is roomy, but headroom for tall people is rather marginal and not quite as generous as it is in the Mercedes S-Class.
But we aren’t fans of the driving position. The low seat and high dash felt off kilter. Some of us had to raise the steering wheel too much for comfort to be able to see the instrument cluster. Others raised the seat, sacrificing their headroom.
Another gripe is the adaptive headlight’s multi-stripelike pattern, which drove us crazy while driving on dark country roads. We have yet to figure out how to change the settings to get rid of it. They also project symbols and shapes onto the road ahead in tandem with many of the ADAS features, which initially feels more distracting than helpful.
The hatchback design lends the EQS as a somewhat practical car, too. Just pressing the three-pointed star logo at the rear powers up the large liftback to reveal a generous luggage space. That hatch, plus fold-down rear seats, adds versatility over a traditional trunk.
Needless to say, the 580 is quick as a bullet train, it’s ultra-quiet, and it rides smoothly on its standard air suspension. Despite its 5,800-pound weight, it’s nimble in corners and extremely maneuverable thanks to its rear steering ability. But in typical Mercedes fashion, the controls are distracting; adjusting the lumbar support through the screen is preposterous. The mushy brake pedal is a bit disconcerting. And yes, the EQS is the most expensive car CR has ever purchased.
WarrantyAll cars come with basic warranty coverage, also known as a bumper-to-bumper warranty. This protects consumers against unexpected problems with non-wear items. Powertrain warranty protects against engine and transmission troubles. Rust through, or corrosion warranty, covers rust to non-damaged components. Roadside aid provides on-location assistance in case of a breakdown and may include limited towing services.
Extended warranties provide peace of mind. Owners of models known to have worse-than-average predicted reliability can mitigate risks with an extended warranty. Generally, we recommend buying a model with better-than-average reliability and skipping this expensive add on. If you do buy an extended warranty, it is key to read the small print to understand what is covered and where you can bring the car for repairs.
Basic
4 years/50,000 miles
Drivetrain
4 years/50,000 miles
Corrosion
4 years/50,000 miles
Roadside Aid
4 years/50,000 miles
Maintenance
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js_cls (08-11-2022)
08-10-2022, 10:05 PM
#3
MBWorld Fanatic!
Their complaints on some interior tech items are mostly BS.
Btw, where are they getting that it comes equipped with a 9.6 kw cord? The cord provided is basically worthless. That’s what they should have complained about.
Btw, where are they getting that it comes equipped with a 9.6 kw cord? The cord provided is basically worthless. That’s what they should have complained about.
08-10-2022, 10:14 PM
#4
First DriveFuturistic EQS Proves Mercedes-Benz's Commitment to EVs
This majestic electric showcase impresses, aside from the lofty price and odd controls
OverviewMercedes-Benz is finally embracing the electric vehicle trend wholeheartedly. The company’s first steps into the EV world were hesitant with the converted B-Class and Smart ForTwo EVs. But the German automaker will soon offer an EV equivalent for every single model in their lineup, designated by the letters EQ.
Starting from the top, the EQS is the flagship sedan parallel to the S-Class, a traditional ultra-luxury large sedan. In the near future, a midsized E-Class equivalent, the EQE is coming, as well as a host of SUVs, large and small.
We bought an EQS to get a glimpse of Mercedes’ latest showcase for electrification, advanced driver assistance (ADAS) systems, large hyperscreen, and augmented reality on infotainment display. Part of the hyperscreen that dominates the dashboard is a small screen in front of the passenger. It mimics the center infotainment screen and allows your front passenger to use another function (say, audio, while the main screen is used for navigation) without distracting the driver. Whether this is just a party trick or a real benefit remains to be seen.
The EQS comes in two main flavors. The EQS 450+ starts at $102,310 and has 329 horsepower, a single electric motor powering the rear axle, and a 350-mile driving range. The EQS 580 has 516 hp from dual motors, signaled by a 4Matic badge indicating it is all-wheel drive. It has an EPA-estimated 340-mile range. Both versions rely on a 107.8-kWh battery. A high-performance uber EQS AMG version with 649 hp is also available. An onboard 9.6-kW charger is compatible with a 40-ampere home charger. On longer trips, the EQS can accept up to 200 kW charging output at a public DC fast-charger.
We think the cabin is absolutely impeccable. Every surface you look at or touch is of high quality, whether it’s the stalks, knobs, or padded and nicely stitched armrests. A suedelike material covers the headliner for good measure. We particularly liked the precise action of the stylish air vents in the dashboard.
The EQS is also uncannily quiet, even by EV standards. Occupants feel totally sealed from the outside world, which is a joy. Wind noise is nonexistent and only a murmur of tire hiss comes through on rough pavement.
As we’ve experienced in other Mercedes, owners can say “Hey, Mercedes” and express the task they want to be done, such as “turn on the steering wheel heater,” and the car will oblige with a voice confirmation. Just be careful not to mention the name Mercedes in conversations because the voice assistant will come on and ask for your command, which can be either entertaining or annoying.
Like many lesser cars with adaptive cruise control and lane centering assistance, the EQS possesses what’s known as semi-automated driving. In addition, the car can also change lanes on its own as long as the driver uses the directional stalk and the car deems the lane is clear. The EQS changed lanes in the smoothest, most seamless manner we’ve observed to date.
After we log 2,000 initial break-in miles on our EQS, we’ll send it through more than 50 tests at the CR Auto Test Center, including those that evaluate acceleration, braking, handling, child car-seat fit, and controls.
ImpressionsWe were quite taken with the EQS’s power. The car’s acceleration pins you back into the seat on demand, but unlike a Tesla Model S, it doesn’t snap your head. Instead, the power comes on in a forcefully smooth fashion and continues to build as speeds rise. Its delivery is fantastic. Gliding smoothly and effortlessly without gulping a drop of fuel is a guilt-free treat.
At least based on our summertime experience, it seems like the EPA range estimate of 340 miles might skew conservative. The car often displays around 400 miles of predicted range on a full charge. That’s generous by EV standards, and it means that owners can go for days without plugging in the car, barring a long trip. Of course, we’ll see how the range is affected as we pile more miles on. As is the case with any EV, very cold weather tends to cut into the range to the tune of about 25 percent.
Like some other EVs, the navigation system conveniently lists public charging places. Charging from empty is a rare event with a large 108-kWh battery. The EPA estimates that task would take 12.5 hours on a 240-volt connection, as owners are likely to do it at home. Stopping at DC fast-charging public venues on a long trip, the car can take up to 200 kW of charging output if the battery is close to empty. During a 10-minute stopover with a 48 percent battery level, we gained 20 percent at a 148-kW charging output, which added 80 miles of range.
The standard air suspension keeps the body settled, and ride motions are gradual and composed, instilling a majestic feel. Bump absorption is impressive, but nasty, sharp-edged potholes can punch through in an un-Mercedes way. We chalk that up to the wide, 21-inch low-profile “range optimized” summer tires our EQS came with.
We weren’t impressed with the brake pedal feel, however—probably the worst aspect of the car. It’s mushy, requires a lot of travel, and doesn’t inspire confidence. Like other EVs, the EQS lets you dial in the amount of regeneration (energy recouped from braking that goes back to the battery) via paddles on the steering wheel. We found the “intelligent recuperation” mode quite good in terms of reading a driver’s mind and the terrain, and applying the appropriate deceleration. However, with any regen mode on, the brake pedal moves according to the rate of deceleration, as if the regular brake system is being used. Yes, the pedal actually moves under the driver’s foot and might be in a different position than expected. That feels rather eerie.
The controls are another issue. The cabin brings a technology overload, and there’s a massive learning curve required to operate all the key features. We like that upon opening the door the range and battery state of charge are prominently displayed, but that’s where the good news ends. Unlike previous Mercedes models, there’s no center touchpad or controller for moving about the infotainment screen. Instead, all interaction is done through the touch screen.
Operating the radio is convoluted and requires a few steps for common tasks. Brushing the touch-sensitive steering wheel buttons inadvertently is too easy. Many buttons or landing areas on the touch screen are too small, requiring too much dexterity. Worst of all, adjusting the lumbar support by going through five layers on the screen is a major infraction of common sense. Clearly, Mercedes thinks owners will set their preferred settings once and then use the fingerprint recognition pad in the center console to load their preferences. Apparently, Mercedes isn’t aware that drivers tend to micro-adjust their seats on a long drive.
CR's TakeThe EQS seems entirely futuristic with its high-tech connectivity, electric drive, and advanced driver assistance features that let it almost drive by itself. For an EV, we found the range, approaching 400 miles, quite generous, allowing days of use without plugging in the car.
Even though this is a 5,800-pound beast, handling agility impresses. It may be too big to feel sporty, but the car dives into corners with enthusiasm and hardly any body roll, fueling our bullet train comparison. In low-speed maneuvers, the rear wheels steer up to 10 degrees in the opposite direction as a result, endowing the car with an amazingly tight turning circle. At high speeds, the rear wheels turn in the same direction as the front ones, contributing to the sharp responses.
We found the seats comfortable and supportive, but the side bolsters aren’t as prominent as one might expect. We like the cushion extender for extra thigh support, and the four-way lumbar support adjustment is terrific (more on that below). The massage feature allows several choices of massage style, and that proved to be a treat on a long drive. The rear seat is roomy, but headroom for tall people is rather marginal and not quite as generous as it is in the Mercedes S-Class.
But we aren’t fans of the driving position. The low seat and high dash felt off kilter. Some of us had to raise the steering wheel too much for comfort to be able to see the instrument cluster. Others raised the seat, sacrificing their headroom.
Another gripe is the adaptive headlight’s multi-stripelike pattern, which drove us crazy while driving on dark country roads. We have yet to figure out how to change the settings to get rid of it. They also project symbols and shapes onto the road ahead in tandem with many of the ADAS features, which initially feels more distracting than helpful.
The hatchback design lends the EQS as a somewhat practical car, too. Just pressing the three-pointed star logo at the rear powers up the large liftback to reveal a generous luggage space. That hatch, plus fold-down rear seats, adds versatility over a traditional trunk.
Needless to say, the 580 is quick as a bullet train, it’s ultra-quiet, and it rides smoothly on its standard air suspension. Despite its 5,800-pound weight, it’s nimble in corners and extremely maneuverable thanks to its rear steering ability. But in typical Mercedes fashion, the controls are distracting; adjusting the lumbar support through the screen is preposterous. The mushy brake pedal is a bit disconcerting. And yes, the EQS is the most expensive car CR has ever purchased.
WarrantyAll cars come with basic warranty coverage, also known as a bumper-to-bumper warranty. This protects consumers against unexpected problems with non-wear items. Powertrain warranty protects against engine and transmission troubles. Rust through, or corrosion warranty, covers rust to non-damaged components. Roadside aid provides on-location assistance in case of a breakdown and may include limited towing services.
Extended warranties provide peace of mind. Owners of models known to have worse-than-average predicted reliability can mitigate risks with an extended warranty. Generally, we recommend buying a model with better-than-average reliability and skipping this expensive add on. If you do buy an extended warranty, it is key to read the small print to understand what is covered and where you can bring the car for repairs.
Basic
4 years/50,000 miles
Drivetrain
4 years/50,000 miles
Corrosion
4 years/50,000 miles
Roadside Aid
4 years/50,000 miles
Maintenance
This majestic electric showcase impresses, aside from the lofty price and odd controls
OverviewMercedes-Benz is finally embracing the electric vehicle trend wholeheartedly. The company’s first steps into the EV world were hesitant with the converted B-Class and Smart ForTwo EVs. But the German automaker will soon offer an EV equivalent for every single model in their lineup, designated by the letters EQ.
Starting from the top, the EQS is the flagship sedan parallel to the S-Class, a traditional ultra-luxury large sedan. In the near future, a midsized E-Class equivalent, the EQE is coming, as well as a host of SUVs, large and small.
We bought an EQS to get a glimpse of Mercedes’ latest showcase for electrification, advanced driver assistance (ADAS) systems, large hyperscreen, and augmented reality on infotainment display. Part of the hyperscreen that dominates the dashboard is a small screen in front of the passenger. It mimics the center infotainment screen and allows your front passenger to use another function (say, audio, while the main screen is used for navigation) without distracting the driver. Whether this is just a party trick or a real benefit remains to be seen.
The EQS comes in two main flavors. The EQS 450+ starts at $102,310 and has 329 horsepower, a single electric motor powering the rear axle, and a 350-mile driving range. The EQS 580 has 516 hp from dual motors, signaled by a 4Matic badge indicating it is all-wheel drive. It has an EPA-estimated 340-mile range. Both versions rely on a 107.8-kWh battery. A high-performance uber EQS AMG version with 649 hp is also available. An onboard 9.6-kW charger is compatible with a 40-ampere home charger. On longer trips, the EQS can accept up to 200 kW charging output at a public DC fast-charger.
We think the cabin is absolutely impeccable. Every surface you look at or touch is of high quality, whether it’s the stalks, knobs, or padded and nicely stitched armrests. A suedelike material covers the headliner for good measure. We particularly liked the precise action of the stylish air vents in the dashboard.
The EQS is also uncannily quiet, even by EV standards. Occupants feel totally sealed from the outside world, which is a joy. Wind noise is nonexistent and only a murmur of tire hiss comes through on rough pavement.
As we’ve experienced in other Mercedes, owners can say “Hey, Mercedes” and express the task they want to be done, such as “turn on the steering wheel heater,” and the car will oblige with a voice confirmation. Just be careful not to mention the name Mercedes in conversations because the voice assistant will come on and ask for your command, which can be either entertaining or annoying.
Like many lesser cars with adaptive cruise control and lane centering assistance, the EQS possesses what’s known as semi-automated driving. In addition, the car can also change lanes on its own as long as the driver uses the directional stalk and the car deems the lane is clear. The EQS changed lanes in the smoothest, most seamless manner we’ve observed to date.
After we log 2,000 initial break-in miles on our EQS, we’ll send it through more than 50 tests at the CR Auto Test Center, including those that evaluate acceleration, braking, handling, child car-seat fit, and controls.
ImpressionsWe were quite taken with the EQS’s power. The car’s acceleration pins you back into the seat on demand, but unlike a Tesla Model S, it doesn’t snap your head. Instead, the power comes on in a forcefully smooth fashion and continues to build as speeds rise. Its delivery is fantastic. Gliding smoothly and effortlessly without gulping a drop of fuel is a guilt-free treat.
At least based on our summertime experience, it seems like the EPA range estimate of 340 miles might skew conservative. The car often displays around 400 miles of predicted range on a full charge. That’s generous by EV standards, and it means that owners can go for days without plugging in the car, barring a long trip. Of course, we’ll see how the range is affected as we pile more miles on. As is the case with any EV, very cold weather tends to cut into the range to the tune of about 25 percent.
Like some other EVs, the navigation system conveniently lists public charging places. Charging from empty is a rare event with a large 108-kWh battery. The EPA estimates that task would take 12.5 hours on a 240-volt connection, as owners are likely to do it at home. Stopping at DC fast-charging public venues on a long trip, the car can take up to 200 kW of charging output if the battery is close to empty. During a 10-minute stopover with a 48 percent battery level, we gained 20 percent at a 148-kW charging output, which added 80 miles of range.
The standard air suspension keeps the body settled, and ride motions are gradual and composed, instilling a majestic feel. Bump absorption is impressive, but nasty, sharp-edged potholes can punch through in an un-Mercedes way. We chalk that up to the wide, 21-inch low-profile “range optimized” summer tires our EQS came with.
We weren’t impressed with the brake pedal feel, however—probably the worst aspect of the car. It’s mushy, requires a lot of travel, and doesn’t inspire confidence. Like other EVs, the EQS lets you dial in the amount of regeneration (energy recouped from braking that goes back to the battery) via paddles on the steering wheel. We found the “intelligent recuperation” mode quite good in terms of reading a driver’s mind and the terrain, and applying the appropriate deceleration. However, with any regen mode on, the brake pedal moves according to the rate of deceleration, as if the regular brake system is being used. Yes, the pedal actually moves under the driver’s foot and might be in a different position than expected. That feels rather eerie.
The controls are another issue. The cabin brings a technology overload, and there’s a massive learning curve required to operate all the key features. We like that upon opening the door the range and battery state of charge are prominently displayed, but that’s where the good news ends. Unlike previous Mercedes models, there’s no center touchpad or controller for moving about the infotainment screen. Instead, all interaction is done through the touch screen.
Operating the radio is convoluted and requires a few steps for common tasks. Brushing the touch-sensitive steering wheel buttons inadvertently is too easy. Many buttons or landing areas on the touch screen are too small, requiring too much dexterity. Worst of all, adjusting the lumbar support by going through five layers on the screen is a major infraction of common sense. Clearly, Mercedes thinks owners will set their preferred settings once and then use the fingerprint recognition pad in the center console to load their preferences. Apparently, Mercedes isn’t aware that drivers tend to micro-adjust their seats on a long drive.
CR's TakeThe EQS seems entirely futuristic with its high-tech connectivity, electric drive, and advanced driver assistance features that let it almost drive by itself. For an EV, we found the range, approaching 400 miles, quite generous, allowing days of use without plugging in the car.
Even though this is a 5,800-pound beast, handling agility impresses. It may be too big to feel sporty, but the car dives into corners with enthusiasm and hardly any body roll, fueling our bullet train comparison. In low-speed maneuvers, the rear wheels steer up to 10 degrees in the opposite direction as a result, endowing the car with an amazingly tight turning circle. At high speeds, the rear wheels turn in the same direction as the front ones, contributing to the sharp responses.
We found the seats comfortable and supportive, but the side bolsters aren’t as prominent as one might expect. We like the cushion extender for extra thigh support, and the four-way lumbar support adjustment is terrific (more on that below). The massage feature allows several choices of massage style, and that proved to be a treat on a long drive. The rear seat is roomy, but headroom for tall people is rather marginal and not quite as generous as it is in the Mercedes S-Class.
But we aren’t fans of the driving position. The low seat and high dash felt off kilter. Some of us had to raise the steering wheel too much for comfort to be able to see the instrument cluster. Others raised the seat, sacrificing their headroom.
Another gripe is the adaptive headlight’s multi-stripelike pattern, which drove us crazy while driving on dark country roads. We have yet to figure out how to change the settings to get rid of it. They also project symbols and shapes onto the road ahead in tandem with many of the ADAS features, which initially feels more distracting than helpful.
The hatchback design lends the EQS as a somewhat practical car, too. Just pressing the three-pointed star logo at the rear powers up the large liftback to reveal a generous luggage space. That hatch, plus fold-down rear seats, adds versatility over a traditional trunk.
Needless to say, the 580 is quick as a bullet train, it’s ultra-quiet, and it rides smoothly on its standard air suspension. Despite its 5,800-pound weight, it’s nimble in corners and extremely maneuverable thanks to its rear steering ability. But in typical Mercedes fashion, the controls are distracting; adjusting the lumbar support through the screen is preposterous. The mushy brake pedal is a bit disconcerting. And yes, the EQS is the most expensive car CR has ever purchased.
WarrantyAll cars come with basic warranty coverage, also known as a bumper-to-bumper warranty. This protects consumers against unexpected problems with non-wear items. Powertrain warranty protects against engine and transmission troubles. Rust through, or corrosion warranty, covers rust to non-damaged components. Roadside aid provides on-location assistance in case of a breakdown and may include limited towing services.
Extended warranties provide peace of mind. Owners of models known to have worse-than-average predicted reliability can mitigate risks with an extended warranty. Generally, we recommend buying a model with better-than-average reliability and skipping this expensive add on. If you do buy an extended warranty, it is key to read the small print to understand what is covered and where you can bring the car for repairs.
Basic
4 years/50,000 miles
Drivetrain
4 years/50,000 miles
Corrosion
4 years/50,000 miles
Roadside Aid
4 years/50,000 miles
Maintenance
CR is definitely a 65 year old + reader publication. I assume millennials use other digital sources that never had a print foundation. I have used their recommendations for appliances for years just not for cars, however; their road test scores are highly accurate regarding ride comfort and noise across all classes. It will be interesting what their ratings will be.
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Drone_S213 (08-12-2022)
08-10-2022, 11:37 PM
#7
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2005 SL 500. 2015 S550. 2016 GLE400 2018 S560
Interesting, when you go to their build configurator, they list base price of the 22 580 as $126,950. The 2023 is listed as $126,895. The price of the 23 450 is a bit higher than the 22 model. I hope this is correct as I have a 23 model 580 sitting at the port awaiting a ship assignment for 3 weeks now. I was told by my dealer they didn’t have prices yet for the 23 models. Also it sucks seeing the car sit at the port for weeks while the $7500 EV credit goes away real soon.
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08-11-2022, 10:18 AM
#8
Junior Member
There are a few times when the 110V would be useful. Long road trip to Grandmas house in the middle of nowhere with no charging stations nearby. You can actually add some usable range just leaving the car plugged into the 110V outlet 24x7.
08-11-2022, 11:01 AM
#9
MBWorld Fanatic!
Thread Starter
At least you GOT your 110V cord -- that was one of the 3 mfg deletes on my car and the dealer had the ***** to say they would be happy to sell me one when they finally come in. I said "How much?" and he said "$999". I said,"it was only like a $150 option?" and he smiled and said, "I know".
There are a few times when the 110V would be useful. Long road trip to Grandmas house in the middle of nowhere with no charging stations nearby. You can actually add some usable range just leaving the car plugged into the 110V outlet 24x7.
There are a few times when the 110V would be useful. Long road trip to Grandmas house in the middle of nowhere with no charging stations nearby. You can actually add some usable range just leaving the car plugged into the 110V outlet 24x7.
I bought the Ford one. The MB one is in a drawer in the garage in case my Chargepoint AND the Ford one decide to die at the same time. "CAPTAIN IM REROUTING POWER THROUGH THE SECONDARY CONDUITS BUT I DONT KNOW HOW LONG ITS GOING TO LAST" Lt Montgomery Scott....
Last edited by c4004matic; 08-11-2022 at 11:08 AM.
08-11-2022, 03:40 PM
#10
Super Member
CR has never done well with high end products. The three on the video seem quite overwhelmed, although greatly impressed by the EQS. I did not have near the trouble learning and appreciating all it will do, although I am still discovering certain things, but basic operation was no problem. And, despite the 65 and older dig in one of the earlier comments (I'm 72, and have never trusted CR, BTW), they seem way young to be able to evaluate this superb car. Experience with other high end machines helps a lot, but the EQS is still top notch. Anyway, I appreciate EQS accolades, no matter from whence they come.
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08-11-2022, 04:02 PM
#11
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Thread Starter
CR has never done well with high end products. The three on the video seem quite overwhelmed, although greatly impressed by the EQS. I did not have near the trouble learning and appreciating all it will do, although I am still discovering certain things, but basic operation was no problem. And, despite the 65 and older dig in one of the earlier comments (I'm 72, and have never trusted CR, BTW), they seem way young to be able to evaluate this superb car. Experience with other high end machines helps a lot, but the EQS is still top notch. Anyway, I appreciate EQS accolades, no matter from whence they come.
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AppleFan1 (08-11-2022)
08-11-2022, 10:09 PM
#12
Super Member
“The only thing I disgree with is the brake comments which almost every publication as of yet has made. Either I got used to it right away or Im more adapable than most people, on comfort, the brakes feel like absolutely normal brakes to me. The fact that the pedal moves by itself has never bothered me at all.”
This has been my experience exactly. Absolutely no problem with braking whatsoever.
This has been my experience exactly. Absolutely no problem with braking whatsoever.
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taybae (09-06-2022)
08-11-2022, 11:52 PM
#13
MBWorld Fanatic!
There is no "problem" with braking but bake pedal travel is a bit too much. Sometimes you press the brakes with what you think is enough to stop the car and then find yourself having to stomp further than expected.
If I drive my EQS several days in a row, I eventually get used to it, but when I hop in another car and then back to the EQS it gets me every time.
If I drive my EQS several days in a row, I eventually get used to it, but when I hop in another car and then back to the EQS it gets me every time.
08-12-2022, 03:04 AM
#14
Super Member
There is no "problem" with braking but bake pedal travel is a bit too much. Sometimes you press the brakes with what you think is enough to stop the car and then find yourself having to stomp further than expected.
If I drive my EQS several days in a row, I eventually get used to it, but when I hop in another car and then back to the EQS it gets me every time.
If I drive my EQS several days in a row, I eventually get used to it, but when I hop in another car and then back to the EQS it gets me every time.
This way of posting can unduly influence less discerning potential buyers.
My actual experience is definitely different from yours.
08-12-2022, 09:39 AM
#15
MBWorld Fanatic!
It is a FACT that I... me... this guy... TJdehya... this person with an EQS 450... Does not like the feel of the brakes. It is not like any other Mercedes I have owned (3 E-Class, 1 S-Class).
Its not like any other car I have ever driven (that list is too long)
The brakes work fine, there is just too much brake travel. IN MY OPINION!
The most cars I have ever owned at one time was 3 and I have never had a hard time transitioning from the brakes of one car to another until the EQS. It is a FACT that I... me... this person has this issue now.
It is a FACT that I feel this way about my car!
And it is a fact that many people who have driven this car has had a similar "individual subjective experience"
Please stop acting like a shill. We are not here to "influence less discerning potential buyers"
08-12-2022, 12:59 PM
#16
Super Member
It is a FACT that this is my "individual subjective experience"
It is a FACT that I... me... this guy... TJdehya... this person with an EQS 450... Does not like the feel of the brakes. It is not like any other Mercedes I have owned (3 E-Class, 1 S-Class).
Its not like any other car I have ever driven (that list is too long)
The brakes work fine, there is just too much brake travel. IN MY OPINION!
The most cars I have ever owned at one time was 3 and I have never had a hard time transitioning from the brakes of one car to another until the EQS. It is a FACT that I... me... this person has this issue now.
It is a FACT that I feel this way about my car!
And it is a fact that many people who have driven this car has had a similar "individual subjective experience"
Please stop acting like a shill. We are not here to "influence less discerning potential buyers"
It is a FACT that I... me... this guy... TJdehya... this person with an EQS 450... Does not like the feel of the brakes. It is not like any other Mercedes I have owned (3 E-Class, 1 S-Class).
Its not like any other car I have ever driven (that list is too long)
The brakes work fine, there is just too much brake travel. IN MY OPINION!
The most cars I have ever owned at one time was 3 and I have never had a hard time transitioning from the brakes of one car to another until the EQS. It is a FACT that I... me... this person has this issue now.
It is a FACT that I feel this way about my car!
And it is a fact that many people who have driven this car has had a similar "individual subjective experience"
Please stop acting like a shill. We are not here to "influence less discerning potential buyers"
Sorry if my comment displeased you.
08-12-2022, 04:38 PM
#17
MBWorld Fanatic!
Shill is correctly used in this context. If you were in fact a real shill then telling people that the brakes are just fine could be seen as you trying to swindle “discerning potential buyers.”
Hyperbolic… yes, but my use of the word shill is accurate in regards to my thoughts about you worrying about influencing “less discerning potential buyers” by insinuating that my experience with my cars brakes is not a fact.
“This way of posting” is called me having a discussion about my experience in a forum.
None of us should hold back any negative opinion we may have about this car because we are worried that it may “unduly influence less discerning potential buyers”
Hyperbolic… yes, but my use of the word shill is accurate in regards to my thoughts about you worrying about influencing “less discerning potential buyers” by insinuating that my experience with my cars brakes is not a fact.
“This way of posting” is called me having a discussion about my experience in a forum.
None of us should hold back any negative opinion we may have about this car because we are worried that it may “unduly influence less discerning potential buyers”
08-12-2022, 05:12 PM
#19
Shill is correctly used in this context. If you were in fact a real shill then telling people that the brakes are just fine could be seen as you trying to swindle “discerning potential buyers.”
Hyperbolic… yes, but my use of the word shill is accurate in regards to my thoughts about you worrying about influencing “less discerning potential buyers” by insinuating that my experience with my cars brakes is not a fact.
“This way of posting” is called me having a discussion about my experience in a forum.
None of us should hold back any negative opinion we may have about this car because we are worried that it may “unduly influence less discerning potential buyers”
Hyperbolic… yes, but my use of the word shill is accurate in regards to my thoughts about you worrying about influencing “less discerning potential buyers” by insinuating that my experience with my cars brakes is not a fact.
“This way of posting” is called me having a discussion about my experience in a forum.
None of us should hold back any negative opinion we may have about this car because we are worried that it may “unduly influence less discerning potential buyers”
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Radman991 (08-12-2022)
08-13-2022, 01:58 PM
#21
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2022 Mercedes EQS 580
Shill is correctly used in this context. If you were in fact a real shill then telling people that the brakes are just fine could be seen as you trying to swindle “discerning potential buyers.”
Hyperbolic… yes, but my use of the word shill is accurate in regards to my thoughts about you worrying about influencing “less discerning potential buyers” by insinuating that my experience with my cars brakes is not a fact.
“This way of posting” is called me having a discussion about my experience in a forum.
None of us should hold back any negative opinion we may have about this car because we are worried that it may “unduly influence less discerning potential buyers”
Hyperbolic… yes, but my use of the word shill is accurate in regards to my thoughts about you worrying about influencing “less discerning potential buyers” by insinuating that my experience with my cars brakes is not a fact.
“This way of posting” is called me having a discussion about my experience in a forum.
None of us should hold back any negative opinion we may have about this car because we are worried that it may “unduly influence less discerning potential buyers”
It's common sense that not every product is the right fit for every person. This is the case for you and the EQS,
But a lot of us switch between cars regularly. I drive three cars on a regular basis - EQS, GLE and a Porsche Boxster GTS 4.0. I have never had any issue with muscle memory regarding the EQS brakes. I intuitively know how to drive the EQS, and the GLE and the Porsche. And I always have had to deal with this because I have had Porsches since 2014 and they have a very different braking profile to our family cars.
I'm not suggesting that you don't have this issue, obviously you do, but it is not a universal problem for everyone. I understand it is an issue for auto journalists because they don't have enough time with the car to build the muscle memory.
08-13-2022, 03:20 PM
#22
Sorry that someone in Cumming, GA was offended. Let's just agree that we all love our EQS despite its imperfections. There have been many 1 week reviews that have come in - and I would say it's predominantly positive that all of us owners experience everyday as daily drivers.
Redline 1 week video review
Electrek 1 week review
https://electrek.co/2022/08/12/mercedes-eqs-review/
Redline 1 week video review
Electrek 1 week review
https://electrek.co/2022/08/12/mercedes-eqs-review/
08-13-2022, 09:37 PM
#23
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2021 AMG E63s Wagon
GA Final ICE Retirement Plan...
Sorry that someone in Cumming, GA was offended. Let's just agree that we all love our EQS despite its imperfections. There have been many 1 week reviews that have come in - and I would say it's predominantly positive that all of us owners experience everyday as daily drivers.
Redline 1 week video review
https://youtu.be/flhYU1hUrGk
Redline 1 week video review
https://youtu.be/flhYU1hUrGk
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taybae (09-06-2022)
08-14-2022, 12:08 AM
#24
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2022 Mercedes EQS 580
Sorry that someone in Cumming, GA was offended. Let's just agree that we all love our EQS despite its imperfections. There have been many 1 week reviews that have come in - and I would say it's predominantly positive that all of us owners experience everyday as daily drivers.
Redline 1 week video review
https://youtu.be/flhYU1hUrGk
Electrek 1 week review
https://electrek.co/2022/08/12/mercedes-eqs-review/
Redline 1 week video review
https://youtu.be/flhYU1hUrGk
Electrek 1 week review
https://electrek.co/2022/08/12/mercedes-eqs-review/
08-14-2022, 02:12 PM
#25
Interesting story behind that one....my son-in-law lives out by Old Atlanta Road in Cumming and told me he saw my car in the cleanest matte grey out there. Didn't you get a matte grey finish? I assumed it was yours. I actually live in DFW.
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taybae (09-06-2022)
