Tipping the scales at up to 5,699 lbs (2,582 kg)

The first series-production examples of the 2022 Mercedes-Benz EQS have begun rolling off the assembly line in Sindelfingen, Germany, ahead of deliveries later this summer. The electric luxury sedan was revealed in full form earlier in April, showcasing a number of dazzling pieces of tech including a Hyperscreen option spanning the entire dash and rear-axle steering. The EQS is now being built at Factory 56 alongside the new gas-engine S-Class, which itself has received a complete redesign for the 2021 model year and was unveiled late last year.

When it goes on sale, the EQS will be offer in single-motor, rear-wheel-drive form as the EQS450+, good for 329 hp and 406 lb-ft of torque, and in dual-motor form as the EQS580, serving up 516 hp and 616 lb-ft of torque, this time with 4Matic all-wheel drive. In the WLTP cycle the EQS has been rated at 479 miles, while the EPA figure will be announced closer to the its North American launch and will likely land above the 400-mile mark.

"The future of our global Mercedes-Benz production network begins with EQS production in Factory 56: This future is CO2-neutral, sustainable, fully digitalized, connected, and highly flexible," said Jörg Burzer, member of the board of management of Mercedes-Benz AG, responsible for production and supply-chain management. "The start of production of the EQS is a highlight in our unprecedented electric vehicle initiative in the production area. In 2022, a total of eight Mercedes-EQ electric vehicles will be produced at seven locations on three continents."

The EPA figure may turn out to be a bit of a nail-biter for Mercedes, as the longest-ranged Model S is currently rated at 402 miles. Like it or not, bragging rights will be on the line in the US market, despite the myriad factors affecting the resulting range. We're buckling down for a long autumn of side-by-side range tests of the two electric flagship sedans, especially when the Lucid Air arrives on store shelves as well later this year.

PALO ALTO, Calif. – Every electric car is quiet. That's what happens when you remove a metal box of tiny explosions from the car. The new 2022 Mercedes-Benz EQS, however, is quiet. As in, carrying on a conversation at a hushed whisper while doing 65 miles per hour on choppy pavement through San Francisco. Road noise? Nope. Wind noise? Not really. Cars and trucks pushing air at you from the opposite direction? Just a mild fwaa, like someone exhaling from across the room.

This is largely the result of improved seals, acoustic foams and glass, and other noise-quelling methods Mercedes has perfected over the course of decades. That's not all that different from the new S-Class, however. Beyond all that, the EQS not only has one or two electric motors instead of an internal combustion engine, Mercedes engineered the motor components to reduce vibration and therefore noise … and then wrapped the motors in a special foam mat … and then decoupled them from the body. As a result, the whine inherent to electric motors is virtually undetectable in the rear-wheel-drive EQS 450+, and only vaguely perceptible when the front motor is added in the all-wheel-drive EQS 580. As in other EVs, you can select from a menu of artificial "sound scapes" to be pumped in while accelerating, but the silence is so stunning that it becomes part of the character.

The endeavor to eliminate noise extends to the design as well. The car's cab-forward, teardrop shape slices through the air with a drag coefficient of 0.20 Cd. That figure makes it the most aerodynamic production car, contributing to the quiet interior and, obviously, to its efficiency and range of 350 miles for the EQS 450+ and 340 miles of the EQS 580 4Matic.



The design achieves another important goal: There's no mistaking it for other Mercedes. Such differentiation, within a brand and when compared to conventionally powered vehicles, has been a common element of all popular eco-oriented cars, from the Toyota Prius to the Tesla Model S. It's indeed a strikingly different car to behold, if vaguely reminiscent of those from the 1990s that embraced cab-forward design and rounded silhouettes. In pictures, and without the benefit of scale, one could probably make comparisons to a front-wheel-drive compact sedan. Not so in person.

It is indeed a vast car, with a total length of 207.3 inches and a wheelbase of 126.4 inches falling just shy of a Mercedes-Benz S-Class. It's also a hatchback, with a trunk reminiscent of an Audi A7's. And it weighs at least 5,600 pounds, which is about 900 pounds more than an S 580. Much of that weight comes from the battery, which is sandwiched below the cabin and flat underbody, resulting in the low center of gravity one expects from an EV. And here's where the EQS becomes a real mind bender once you get under way.

Its standard air suspension with adaptive dampers provides a wafting, pillow-soft ride that beautifully isolates you from impacts, especially with the smaller 20-inch wheels. Combined with the silent cabin and one-pedal driving, it's a stately means of traveling around the city. Once venturing beyond the city limits, you would expect that wafting suspension to heave-ho into the first corner of a winding mountain road. Nope. All that battery weight and the adaptive dampers seemingly defy gravity by keeping the car freakishly level.



You will also expect that vast length and wheelbase to be cumbersome in tighter corners. Nope. The standard rear-axle steering can pivot by as much as 10 degrees (pictured above), which matches certain versions of the S-Class, but greatly exceeds the 3- or 4-degree norm. As a result, the rear end glides itself around with stunning agility, again reacting to situations far differently than your body expects them too. From the passenger seat, when free from the sensations coming through the steering wheel, you notice all these incongruous dynamics even more. It almost feels like the "Imagineered" cars of certain Disney rides like "Test Track" or "Indiana Jones Adventure" that also have extreme rear-wheel-steering and play tricks on your equilibrium. Almost. It's still pretty subtle and, if anything, a means of marveling at the EQS' technological wizardry.

A more obvious dynamic oddity is the regenerative braking, which allows for one-pedal driving in its strongest setting. That's not the weird bit. In the EQS, the brake pedal literally moves as the system slows the car, not unlike old cruise controls that would pull the throttle away from your foot. Should you need to intervene and add extra braking power, you'll find the pedal to be where it would've been had you been doing the job the entire time. Maybe this makes more sense than how every other one-pedal-capable car has operated? Maybe it's just weird? To be determined.

For the time being, there are two versions that share a common battery pack developed in-house with a usable capacity of 107.8 kilowatt hours. The EQS 450+ has a 245-kilowatt motor powering the rear axle that produces 329 horsepower and 419 pound-feet of torque. With that, you do not get the breathtaking, giggle-inducing acceleration of various high-performance EVs. Heck, in an impromptu drag race with a new E 63 S sedan along San Francisco's Upper Great Highway, we were absolutely smoked, and the 0-60 time of 5.9 seconds certainly speaks to that. It's not a slow car, however. You still get the instantaneous torque and, obviously, silent propulsion expected of an EV. We'd be perfectly happy with it. Next year's addition of an EQS 450+ 4Matic and therefore an additional motor should increase output further, though by how much, we don't yet know.

As such, if breathtaking is a must, the EQS 580 4Matic and its pair of upgraded motors produce 516 hp and 631 lb-ft of torque. It does 0-60 in 4.1 seconds, and absolutely feels like it. You're suitably flattened into your seat, surrounding cars vanish, and your passengers will be amused. Now, that's still slower than a Mustang Mach-E GT, let alone a Model S Plaid or Taycan Turbo S, but if you're measuring a car's capabilities or determining its desirability simply by a 0-60 time, you're missing the forest for the trees. The EQS is a profoundly different car from those.



Want proof? Climb inside. The materials and build quality are to an S-Class standard, meaning better than anything on the planet that doesn't wear a Rolls-Royce or Bentley badge. Of course, that's probably not what you'll notice first. Spread out before you, spanning the entire dash from center console to the surprisingly high cowl, is the "Hyperscreen." This contiguous curved piece of scratch-resistant glass covers three screens: a 12.3-inch instrument panel in front of the driver and a 12.3-inch touchscreen in front of the passenger that does virtually everything the central 17.7 central showpiece can do.

Note that the Hyperscreen is a different, optional system than the standard setup shared with the new Mercedes-Benz S-Class. That has one less screen (no passenger) and a central, 12.8-inch, vertically oriented screen that largely expands the functionality of other Mercedes MBUX interface. The Hyperscreen's central display, by contrast, adds what Mercedes dubs the "Zero Layer" concept. This is basically a home screen that showcases the three most frequently used functions: a navigation map with boxes along the bottom devoted to audio and telephone. Artificial intelligence will eventually adapt to you and add additional boxes based on your own tendencies (or you can add them yourself). There's still an icon-filled menu screen akin to other MBUX cars, but despite sounding more complicated (it's still pretty damn complicated), I found this concept far easier to wrap my head around with less menu-flipping involved.

The passenger screen is more or less a redundant MBUX interface, and it can be fun poking around with various vehicle functions without robbing the driver of their screen. Just be warned: Fiddling with it too much while the car takes various turns is a good recipe for barfing on a Hyperscreen.



Less successful is the instrument panel. It offers a diverse selection of designs, including two that mimic gauges(ish), one that highlights the driver assistance systems, a navigation screen (you can have three on the dash at once), and probably the strangest and most pointless instrument design I've ever encountered: the "Sport" display. It's technically a G force meter but it looks like a red flying saucer floating about a fjord in a fighter jet's crosshairs. Because sporty? Add to that the curious obsession with ambient lighting schemes and one has to admit that a lot of this stuff is a bit ridiculous.

Now, despite having comparable interior quality as an S-Class (and exterior dimensions), the EQS cabin does not provide comparable interior space. That sleek roofline significantly reduces headroom to the point that even those of average height might feel a bit squished (I'm 6-foot-3 and my head was stuck against the headliner with a speaker looming just above my ear). The seat also feels a touch low, and despite this being a hatchback, the seatback is fixed and a touch upright. The Pinnacle trim level does provide an upgrade to power-adjustable rear seats, which we didn't get a chance to sample, but given the space available, every EQS is still bound to feel more like a CLS than an S-Class.

Truth be told, this is the most complex car I have ever tested. The press kit runs 63 pages and there was even more discovered here in Palo Alto during various expert interviews. This could get awfully tech-y awfully quickly, but as Mercedes CEO Ola Källenius told the assembled group of journalists, "A lot of customers don't want to get bogged down in the details. Customers just want to know that it works." We tend to agree, which is why we've tried to focus on what the EQS is like to drive and/or ride in. EV evangelists will no doubt find plenty to geek out about or hate on, from its battery chemistry (there's 10% less cobalt!) to its energy recuperation power (up to 290 kilowatts!), but for those interested in how the EQS behaves as a car, the simple answer is that it not only works, it's sensational.

The price is also not that outrageous. With a starting point of $103,360 including destination and three years of free charging at Electrify America stations, the EQS 450+ is actually cheaper than the base S 500 at $110,850. True, that has standard all-wheel-drive, stronger acceleration and more space, but it's similarly equipped and engineered. That can't be underlined enough, because "being similar to an S-Class" carries a lot of weight and justifies a lot of dollar signs.

With the new EQS53 4MATIC+ Mercedes-AMG is embarking on the all-electric future of Driving Performance. The first battery-electric AMG production model is based on the Mercedes EQ architecture for luxury and executive-class vehicles. It thus fits seamlessly into the Group-wide electric strategy. The luxury saloon with an output of up to 560 kW has been newly developed or refined in Affalterbach in all performance-related areas. It impresses with brand-specific features wherever the customer can experience them directly: from the technology to the exterior/interior design and the emotive vehicle sound.

"The AMG EQS53 4MATIC+ is the first all-electric ambassador in the performance segment, made in Affalterbach. It is tailor-made for car enthusiasts who are looking for a combination of innovative electric mobility in a luxurious ambience, coupled with sportiness and agile driving dynamics. With our first all-electric AMG vehicle, we will undoubtedly appeal to and win over a new clientele for Mercedes-AMG. In addition, the EQS53 is further proof that Mercedes-Benz is consistently driving electrification forward in all of its brands as well. Further all-electric AMG models will follow in the not too distant future, also on our AMG.EA platform developed entirely in-house," says Philipp Schiemer, Chairman of the Board of Management of Mercedes-AMG GmbH.

"Also with electrification, we ensure that our models based on the EVA2 group platform will deliver on our AMG brand promise. Our customers can also look forward to a dynamic and emotional driving experience in this area. We ensure this with AMG-specific solutions, particularly when it comes to the drive system, suspension, brakes and, above all, sound," Jochen Hermann, Chief Technical Officer of Mercedes-AMG GmbH.

At the heart of the new Mercedes-AMG EQS53 4MATIC+ is its performance-oriented drive concept with two motors. The powerful electric powertrain with one motor each at the front and rear axles has fully-variable AMG Performance 4MATIC+ all-wheel drive, which optimally transmits the drive power to the asphalt in all driving conditions. The basic version achieves a maximum total output of 484 kW (658 hp), with a maximum motor torque of 950 Nm. With the AMG DYNAMIC PLUS package, which is available as an option, the maximum output increases to up to 560 kW (761 hp) in RACE START mode with boost function. The maximum motor torque is then up to 1020 Nm.

In this case the new Mercedes-AMG EQS53 4MATIC+ accelerates from 0-100 km/h in 3.4 seconds with a battery charge level of at least 80 percent. The top speed is limited to 250 km/h with the optional package. In the basic version the AMG EQS accelerates from 0-100 km/h in 3.8 seconds (minimum 80% battery charge). Its maximum speed is limited to 220 km/h.

Mercedes-Benz is ramping up the EQS SUV’s production at its plant in Tuscaloosa, Alabama, and has announced a new battery production plant in Bibb County. The official reveal of the flagship electric SUV is planned for April 19, but Mercedes-Benz has offered us an early glimpse inside the EQS SUV.
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The new EQS SUV will be the first all-electric luxury SUV in the Mercedes-Benz lineup and the third to ride on the company’s dedicated EV architecture. It will offer the luxury and comfort we expect from an S-Class vehicle combined with the space and versatility of a large SUV. The customers who order the EQS SUV should feel confident that they buy the best luxury SUV money can buy, electric or not.

The first interior pictures of the EQS SUV reveal a familiar image we remember from the sedan. When configured with the optional MBUX Hyperscreen, the EQS SUV shows its digital prowess. The 56-inch curved screen, that we’ve also seen on the EQS sedan, stretches across the dashboard, integrating the instrument cluster, infotainment, and passenger display in a seamless design. It also seamlessly incorporates the air vents and the free-floating center console below.

Mercedes-Benz has integrated new, intelligent features into the MBUX Hyperscreen. Now, the front passenger can watch a video streaming while the SUV is moving. Mercedes-Benz has employed safeguards to prevent the driver from getting distracted, and the passenger screen will dim if the system senses the driver tries to look at it. This is achieved by using the driver monitoring system to track the driver’s eyes.

The electric platform offers very generous interior dimensions which allow Mercedes-Benz to fit an optional third row of seats. This should not be mistaken for the booster seats that many SUVs offer on the third row. Mercedes-Benz promises the third-row seats are more comfortable than those on the GLE, and this should be reassuring.

Mercedes-Benz will officially unveil the EQS SUV on April 19 and we expect to see at least some teaser pictures of the exterior by then. Until then, the German carmaker still needs to ramp up production at the Tuscaloosa plant where the EQS SUV will be assembled. To feed the plant, Mercedes-Benz announced the construction of a new battery facility in Bibbs County, in partnership with Envision AESC.