Mercedes EQS-class (V297)

	Mercedes EQS-class (V297)
	Debut: 2021 Maker: Mercedes-Benz Predecessor: No

Published on 15 Dec 2021

The first dedicated electric car from the world's oldest car maker is a good effort, but not without controversy.

Mercedes-Benz aims to retire combustion engines and sell only pure electric cars by 2030. That’s a radical change for a manufacturer with annual volume in excess of 2 million units, especially when you consider it is the world’s oldest car maker, having been building combustion-engined cars since 1885.

While there are a number of pure electric models in its lineup, such as EQA, EQB and EQC, these are all adapted from the platforms of their respective combustion engine models, i.e. GLA, GLB and GLC. A truly dedicated EV architecture, as pioneered by Tesla, shall ride on a skateboard platform with all batteries placed underneath the floor, so to achieve low center of gravity and maximum space efficiency. From this perspective, Mercedes’ first dedicated EV has to be the EQS. It is built on a skateboard platform called EVA (Electric Vehicle Architecture), which will be adopted by also the upcoming EQE and more models.

The EQS, as implied by its name, is the electric equivalent of the S-class. This is not easy to see from its monospace, banana-shape appearance, which looks smaller than it is. In fact, it is just as large as a long-wheelbase S-class, being 5216mm long, 1926mm wide, 1512mm tall and runs a 3210mm wheelbase. Predictably, it is even heavier due to the weight of the battery. A twin-motor EQS580 4matic tips the scale at over 2.5 tons, half a ton more than its petrol-powered equivalent, even though the car is constructed mainly in aluminum.

Monospace styling is totally different from the tradition of Mercedes saloon.

The styling of EQS is controversial, as it is totally different from the tradition of Mercedes saloons. This is a cab-forward and monospace shape, with very fast angle A and C-pillars and sweeping waistline, more so than even the CLS-class. Like the latter, it employs frameless windows. There is no traditional radiator grille either, as the nose features a black panel which extends seamlessly to both headlamps. On the plus side, this very slippery shape achieves a record-breaking drag coefficient of 0.20, bettering the 0.22 record currently held by the S-class and A-class sedan. Reduced panel gaps (the bonnet is fixed and opens only in servicing), underbody paneling, drag-optimized wheels and flush door handles (pop out remotely) make some contributions as well.

On the down side, the monospace shape lacks both grace and character, just like a melted soap bar. Many manufacturers penned concept cars like this before, so Mercedes is unwise to give up its own strength and adopt something so generic. The monospace shape is not good to ergonomics either. As the A-pillars become so steeply raked, they create blindspots to the front quarter view. As the bonnet has to extend smoothly to the steeply raked windscreen, the trailing edge of the bonnet has to be raised, resulting in a higher cowl and reduced forward visibility. Similarly, at the back, the swoopy roof line eats a little bit into rear headroom, which is already tight due to the raised floor level. This means, when you get into the rear seat of the EQS, you will find vast of legroom but headroom is tight for 6-footers. Moreover, with the raised floor the rear passengers sit with their legs raised, so it is not as comfortable as in an S-class.

Rear passenger comfort is compromised by the raised floor and swoopy roof line.

The cabin also trades some quality materials for state of the art information technology. While the standard setup of LCD instrumentation and portrait center touchscreen is carried over from the S-class, some wood and alloy accents have been replaced with plastics and LED ambient lighting to cut costs. The “Hyperscreen” setup, an £8,000 option that Mercedes strongly recommended, even covers the entire dashboard with a single piece of glass, under which lies 3 large screens: a 12.3-inch TFT instrument, a 12.3-inch touch screen for the passenger and a 17.7-inch central touch screen. It turns the EQS cabin into an IT exhibition hall, though some sense of luxury has been lost in the process. The graphics, functions and response of Hypderscreen is amazing, but its huge glass screen is also prone to reflection under sunlight. Predictably, you are surrounded with all sorts of smart functions that makes your driving more relaxing, such as voice and gesture control, AR HUD, 3D instrument display and active LED ambient lighting. Meanwhile, the massaging seats are large and comfortable.

Strangely, even though without an engine sitting up front, the EQS offers no second luggage compartment. However, its trunk accommodates 610 liters of luggage, 60 liters more than the S-class. Moreover, as the EQS is a hatchback, you can fold the rear seats and stack up the luggage to the tailgate.

Hyperscreen dominate the interior, replacing traditional wood and metal with a huge glass screen.

In the technical side, the EQS does not break any new grounds in the world of EV. It follows the norm set by Tesla, with all batteries placed in the floorpan within the wheelbase, housed in protective casing and liquid cooling circuits. The motors are located at either ends while power electronics are housed under the fixed bonnet. The motors are permanent magnet type, not quite as environmental friendly as the electrically excited synchronous motors used by BMW or Renault-Nissan as it demands rare earth.

2 battery sizes are offered: 90kWh or 108kWh net capacity. Initially, there are 2 models to opt for: EQS450 gets only a rear motor with 333hp / 419 lbft, good for 131 mph and 0-60 in 5.9 seconds; EQS580 4matic employs front and rear motors with combined output of 523hp / 630 lbft, capped at also 131 mph but runs 0-60 in merely 4.1 seconds. When the less powerful model is equipped with the larger battery, i.e. EQS450+, the maximum driving range is 477 miles measured under WLTP cycles. EQS580 has it reduced to 417 miles, but still plentiful to most drivers, if not quite as good as Tesla Model S or Lucid Air. Charging can be done with 200kW quick charger, like BMW but slower than that of Tesla, Porsche or Hyundai-Kia group. In terms of electric technology, the Mercedes-Benz is competitive rather than outstanding.

Still, this is an M-B, so the usual high standards of NVH suppression, ride and handling apply. The EQS rides on standard air suspension and adaptive dampers. By using acoustic glass and a lot of sound insulation foams around the cabin, especially at both front and rear bulkheads, motor whine is nearly imperceptible in the cabin. Wind and tire noises are also remarkably low, setting a new standard in refinement – we are talking about Rolls-Royce-quietness.

Driving dynamics are still good, refinement sets new standards.

The ride is also smooth, supple and controlled, maybe slightly less composed than the S-class on undulating roads due to its extra weight.

It is also more agile than you might believe, thanks to not only low center of gravity but also standard-fitted 4-wheel steering – the latter can steer the rear wheels in opposite direction for up to 10 degrees, so to achieve a turning circle smaller than even an A-class. At faster bends, the EQS displays good body control and grip. The steering is surprisingly quick and accurate but, predictably for a Mercedes, light and not very feelsome. The chassis is well balanced, as you can see from its perfect weight distribution. While it is not exactly a sports sedan, it provides a sportier basis for the upcoming EQS53 AMG to shine. The only unresolved area is braking. It fails to blend regenerative braking and mechanical braking as seamlessly as Porsche, resulting in a soft initial response and long pedal travel.

As for performance, just as the model plate suggested, EQS580 feels as quick as a twin-turbo V8. Maybe quicker still because all that 630 lbft of torque arrives immediately on demand. EQS450 is also plenty quick for a rear-drive luxury car. The lack of engine sound might be hurting in a Porsche or Ferrari, but in a luxury limousine like this, it is the least you will remember.

All in all, the first dedicated electric car from Mercedes is a good effort. Fast, comfortable, agile and ultra-refined. However, it is not without questions – the dramatic change of styling, the tech-heavy but less classy interior and the loss of rear passenger room. This means the conventional S-class is still a better option.

Verdict:

Published on 24 Dec 2021

AMG EQS53

AMG's first mass production electric car offers tremendous performance but insufficient excitement.

Without exhaust noise, electric cars are inevitably less thrilling to drive than petrol-powered performance cars. This problem is especially unkind to AMG, which has always been renowned for aural excitement from its mighty V8s. Unfortunately, Mercedes will phase out internal combustion engines from 2030, so the only way AMG could live on is to adapt itself to the electric era. What will it do to save itself? The new EQS53 may give us the first insight.

While EQS53 is not exactly the first AMG-badged electric car – that one should be the ultra-rare SLS AMG Electric Drive, introduced in 2013 as an experiment – it is the first AMG derived from a mass produced electric car and, hopefully, will sell in mass numbers. Normally, the “53” badge represents a straight-six producing 435 horsepower, but in this case it means a lot more: two motors, a smaller up front and a larger at the rear, producing 658 horsepower and 700 pound-foot of torque. And that’s before you opt for “AMG Dynamic+” package, which can overboost the output briefly to 761 hp and 752 lbft, good enough to take the EQS53 from zero to 60 mph in 3.3 seconds at launch mode, even though the car weighs as much as a Rolls-Royce Phantom ! It is merely a couple of tenths slower than the AMG GT63 S 4-door. When a 53 is this fast, what will be the upcoming EQS63 range-topper? Perhaps we need to recalibrate our understanding of performance in the electric era.

To achieve this performance, the AMG received upgraded motors. They are still permanent magnet synchronous motors but made more powerful, especially the rear one. That motor uses 2 sets of stator windings to implement 6 phases, producing stronger magnetic field and speeding up the rev. Water cooling to the rotor shaft and an additional transmission oil cooler prevent the electric powertrain from overheating. It needs so, because the 108kWh battery works at 400V only, so it draws much higher current than the 800V system of Porsche Taycan and therefore likely to waste more energy in the form of heat. This also explains why the EQS53 travels up to only 363 miles on WTLP cycles (EPA figures not released yet, but the firm estimated 277 miles). The 200kW DC charging also takes a bit more time than the 350kW system of some rivals.

As for aural excitement, the firm adds a feature called “AMG Sound Experience”. It feeds you synthetic noises by the audio system with additional speakers. The noise changes according to speed and driving modes. Unfortunately, it sounds artificial and, unlike Taycan, doesn’t seem to come from where the motors located. Fans of AMG must feel disappointed.

The "AMG Sound Experience" feature fails to replicate the excitement of true exhaust.

It lacks the looks, too. A proper AMG should look angrier than the regular Mercedes on which it is derived. The EQS53 tries so, but you will find its “Panamericana” grille gimmicky, because like the lesser EQS models it is actually a sealed panel, just decorated with chromed vertical bars. Electric cars don’t need too much breathing and cooling, so all the big grilles, big intakes, side vents and quad-exhaust are not applicable here. This makes the EQS53 look too smooth, too tamed and understated. Grille aside, you need to have very good eyes to spot the tiny differences from the lesser EQS: a slightly revised front splitter, larger wheels (21-inch standard, 22-inch pictured), 10mm wider tires and a tiny boot lid spoiler. These changes lifted its Cd from 0.20 to 0.23, but don’t expect the car to generate any downforces. As top speed is limited to 155 mph and the car weighs nearly 2.6 tons before load, the EQS53 has room to tolerate aerodynamic lift.

In the chassis side, the 53 received considerable modifications, particularly at the rear suspension. There are new control arms, new wheel carriers, new subframe and motor mounting bracket. The adaptive dampers have been retuned. Each air suspension gets 2 control valves, one for compression and one for rebound, just like AMG GT 4-door. The ride height is dropped slightly. The steering is benefited by stiffer bushings. The active rear-wheel steering of the standard car is retained, but larger wheels limit its maximum angle to 9 degrees. Brakes have been upgraded to 415mm discs and 6-pot calipers up front, while ceramic brakes are optional.

On the road, the EQS53 behaves like an AMG for the most part: tremendously powerful and quick to accelerate from low speeds, superb powertrain refinement (though expectedly for a performance EV), strong braking and good roadholding. It balances well, feeling mostly rear-driven but with the benefit of all-wheel traction in extreme cases. 4-wheel steering makes it feel much smaller in tighter corners. However, there are also some weaknesses that prevent it from matching a proper AMG: the steering is accurate but light of feel and heft; the brake pedal feels vague and its response inconsistent; the car rolls too much in corner despite the low center of gravity; the ride could get brittle on poorer surfaces, even in Comfort setting. Overweight seems to affect its ride and body control more than steering response. In addition to the lack of exhaust noise, it fails to live up to the expectation of AMG drivers, despite the outstanding straight line performance.

That’s probably why AMG named it “53” instead of “63”. “53” cars are all built on the standard production line and comes with mild increase of performance and handling. While the EQS53 does come with “63”-like performance and modifications to chassis as well as true 63 prices, which starts from £155,000, it lacks the emotional signature associated with that mighty badge. The first production AMG electric car is by no means a failure, but there are still some works to do before it can replicate the miracles of Porsche Taycan and lure buyers from traditional AMG offerings.

Verdict: