Mercedes-Benz EQS 2021 Review

The word ‘seminal’ tends to be thrown around rather loosely, but when it comes to the brand-new 2021 Mercedes-Benz EQS, the term fits rather nicely.

Here’s a clean-sheet debutant that will not only spearhead the three-pointed star brand’s sedan line-up, it also sets the template for all of the car-maker’s upcoming battery-powered offerings – of which there will be many.

First shown in concept form at the 2019 Frankfurt motor show (where it was labelled ‘Vision EQS’), the production version of the Mercedes-Benz EQS hasn’t carried over the visual drama of the design study, but at least the curved roofline and fastback rear-end have been retained.

Harnessing all the packaging benefits of its electrified powertrain (obviously, no bulky engine up front), the EQS has a distinct cab-forward design, with a short dash-to-axle ratio and an expansive wheelbase.

Measuring 5216mm in length and 1926mm wide, it sits halfway between the standard and long-wheelbase Mercedes-Benz S-Class, although its tapered styling makes the EQS appear significantly smaller than it actually is.

The key number to note is a wheelbase that stretches 3210mm, which means there’s acres of sprawling room inside the EQS, with no transmission/driveshaft tunnel impinging on cabin space.

Although the EQS obviously differs entirely from the S-Class in its powertrain and body shell, both models roll off the same production line in the new ‘Factory 56’ facility in Sindelfingen.

This means it will be relatively simple to tailor the production split optimally, depending on how demand pans out for the each of the two model ranges over the coming years.

There are two opening model variants of the 2021 Mercedes-Benz EQS that are offered in Europe and will be heading to Australia early next year: the EQS 450+ and the EQS 580 4MATIC.

Local pricing and specifications are still to be announced, but expect the all-electric models to be positioned slightly above their similarly powered S-Class counterparts.

For instance, the latest S450 L 4MATIC is priced at $264,900 plus on-road costs, while the S580 L 4MATIC, which arrives in the fourth quarter of this year, is set at $329,900 plus ORCs, so this provides at least a ballpark for where the new EQS models could be positioned.

Both EQS models use a 108kWh battery pack, with the EQS 450+ deriving propulsion from a single synchronous electric motor powering the rear axle. This variant pushes out 245kW and 568Nm for a 0-100km/h split of 6.2sec and top speed of 210km/h.

The range-topping EQS 580 4MATIC is equipped with dual motors – one each for the front and rear axle – and hence the 4MATIC (Merc-speak for AWD) suffix. The two motors eke out 385kW (135kW on the front axle and 250kW on the rear) and 855Nm – compared with peak outputs of 370kW and 700Nm for the upcoming V8-powered S580 L 4MATIC.

Mercedes-Benz quotes a 0-100km/h split of 4.3sec and top speed of 210km/h for the EQS 580 4MATIC, and while these aren’t Tesla-bashing numbers, it feels rapid enough in the real world. More on this later.

As with all electric vehicles, the weighty battery pack makes for hefty girth, with the EQS 450+ tipping the scales at a lardy 2480kg (EC weight) and the EQS 580 4MATIC coming in at a Toyota LandCruiser-rivalling 2585kg. A low centre of gravity means the EQS hides its substantial mass well, but more on this later too.

The EQS has been subjected to a barrage of wind-tunnel tests and simulations, and the result of this is a record-setting (for a production car) drag coefficient of 0.20Cd, aided by retractable door handles that sit flush with the door panels when the car is locked.

Its slipperiness through the air is part of the secret to a claimed range of 780km on a full charge for the EQS 450+, as well as benchmark-setting silence and refinement.

Given the absence of a combustion engine up front, you could well assume there’d be some storage space under the bonnet. This isn’t the case as a massive HEPA filter that channels pristine air to the cabin resides under there.

In fact, the bonnet doesn’t open at all, so the only access point up front is via a flap on the front left fender to enable top-ups of the windscreen washer bottle.

Housed under the passenger cell is a new-generation battery pack that Mercedes claims has a significantly higher energy density than is the case with any existing EV. The in-house-developed battery management software allows updates over the air (OTA), which means the energy management system remains up to date throughout the lifecycle.

The EQS can be charged with up to 200kW at fast-charging stations with direct current, enabling 300km of range to be added with a 15-minute zap. At home or at public charging stations, the EQS can be charged with up to 22kW with AC using the on-board charger. This bodes well for its day-to-day usability, although we’ll reserve final judgement until we’re able to subject the EQS to an extended road test on home soil.

Efficiency is further optimised via ‘Navigation with Electric Intelligence’, which plans the fastest and most convenient route, including charging stops, based on numerous factors and reacts dynamically to traffic jams or a change in driving style, for example.

A new feature of the EQS is a visualisation in the MBUX (Mercedes-Benz User Experience) infotainment system showing whether the available battery capacity is sufficient to return to the starting point without charging.

Charging stations along the route that have been added manually are given preference in the route calculation. The estimated charging costs per charging stop are also calculated.

If you’ve sat in the latest S-Class you’ll recognise some familiar elements in the EQS’s superbly crafted cabin, but its whizz-bang (optional) Hyperscreen – an expansive curved glass screen that stretches right across the dashboard – provides an immediate point of differentiation.

The Hyperscreen houses three displays that appear to merge into one. In addition to the virtual dials and large central infotainment screen, there’s also a 12.3-inch OLED display for the front passenger that provides him or her with their own display and control area.

Cleverly, there’s intelligent, camera-based locking logic whereby, if the camera detects that the driver is looking at the front passenger display, it’s automatically dimmed.

Even if you’ve driven combustion-powered cars all your life (which is the case for most of us), piloting the 2021 Mercedes-Benz EQS doesn’t require any major adaptations, apart from embracing the routine of recharging rather than refuelling.

Just push the START button on the centre console, pull the steering column-mounted stalk into ‘D’ and you’re off.

As expected, the EQS glides away from standstill in complete silence, so much so that even a Rolls-Royce Phantom pales by comparison.

There’s obviously no din from pistons, valves and camshafts reciprocating, but even wind and tyre noise are extremely well suppressed. Ensconced within its sumptuous cabin, you hear nothing… apart from the sound of your own breathing.

Although relatively large at 5.2m-plus in length and almost 2m in width, the EQS’s four-wheel steering helps in ‘shrinking’ its dimensions. This is particularly evident through some of the tight hairpins we encounter on the second day of the drive.

Having cleared out of Zurich, the initial freeway schlep brings home the deceptive ease with which the EQS piles on speed. In the interests of licence preservation, one needs to either keep a watchful eye on the speedo or activate cruise control.

I’m in the EQS 580 4MATIC, and a couple of squirts of the throttle deliver an eye-opening rush of acceleration, providing a reminder that there are 855 Newtons just an ankle twitch away.

Yes, the EQS 580 won’t threaten a range-topping Tesla Model S in the Traffic Lights Grand Prix, but there’s more than enough urge for effortless cruising and overtaking.

There are three energy recuperation modes – high, medium and low – which you can select via steering-mounted paddles (in lieu of upshift/downshift transmission paddles).

Click on the left paddle and you engage a higher recuperation mode, while clicking on the right one does the opposite. ‘One-pedal driving’ is possible in the highest recuperation mode, as the EQS decelerates sharply in this setting the instant you lift off the throttle.

An interesting novelty is the ‘Sound Experience’, whereby a synthetic soundtrack substitutes – via the speakers – for the exhaust note of a combustion engine. The ‘Vivid Flux’ setting invokes a strange spaceship-mimicking sound, but ‘Roaring Pulse’ is a much more agreeable option as it generates a rumble that’s akin to a muted AMG V8.

Stamp on the throttle and the decibels rise accordingly, so you could conceivably fool passengers into thinking there’s a V8 stuffed under the bonnet.

It’s quite entertaining, but we suspect most owners will choose to bask in the EQS’s silky silence, or revel in the boomtastic tones belted out by the superb Burmester surround-sound audio system.

On day two of the media launch, I trade in the 2021 Mercedes-Benz EQS 580 4MATIC for the entry-level 450+ version, and even though it makes do with one less motor and has a healthy power and torque deficit vis-à-vis the former, it still feels adequately rapid.

Heading out from the lofty ski resort town of Andermatt, about two hours south of Zurich, the spectacular ribbon of tarmac across the Gotthard Pass looms ahead – perfect for gleaning how the EQS fares dynamically.

One could naturally assume a 2.5-tonne limo would feel cumbersome across a narrow, winding road such as this, but the EQS exceeds expectations.

Its low centre of gravity (thanks to the battery pack sitting under the passenger cell floor), plus some deft chassis tuning, results in surprisingly flat cornering characteristics.

Our test car is shod with 20-inch rims wrapped in 255mm-wide Goodyear rubber, and said combo makes for ample grip levels, so much so that you’d need to be pushing inordinately hard to elicit any tyre squeal.

The available rim sizes go up to 22 inches, but opting for the latter would doubtless come at some cost to ride quality.

The EQS is arguably not quite as supple-riding as an S-Class, but this is partly by design as company execs say it was conceived to provide more dynamic cornering characteristics – which it does.

That said, the steering feels remote – there’s little in the way of textured feedback – and the EQS doesn’t come across as a particularly engaging driver’s car.

These criticisms probably won’t dilute the appeal of the 2021 Mercedes-Benz EQS to its target market.

Most buyers are bound to be dazzled by the barrage of cutting-edge tech, plus the EQS’s impressive range and recharging stats.

Overall, the EQS is as cohesive and impeccably packaged as we’d expect of an EV flagship from Mercedes-Benz.

How much does the 2021 Mercedes-Benz EQS 450+ cost?
Price: $290,000 estimated (plus on-road costs)
Available: First quarter 2022
Engine: Single permanently excited synchronous electric motor
Output: 245kW/568Nm
Transmission: Single-speed reduction gear
Battery: 107.8kWh lithium-ion
Range: 780km (WLTP)
Energy consumption: 20.4-15.7kWh/100km (WLTP)
Safety rating: Not tested

How much does the 2021 Mercedes-Benz EQS 580 4MATIC cost?
Price: $350,000 estimated (plus on-road costs)
Available: First quarter 2022
Engine: Dual permanently excited synchronous electric motors
Output: 385kW/855Nm
Transmission: Single-speed reduction gear
Battery: 107.8kWh lithium-ion
Range: TBC (WLTP)
Energy consumption: 21.8-17.4kWh/100km (WLTP)
Safety rating: Not tested

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