Mercedes S-class (W223)


Debut: 2020
Maker: Mercedes-Benz
Predecessor: S-class (W222)



 Published on 2 Sep 2021
All rights reserved. 


The new generation S-class turns its attention to inside...


Mercedes S-class has entered another generation, codenamed W223 series. Changes to the exterior design is pretty progressive. The overall profile is similar, just a tad sleeker. The classical radiator grille is made slightly larger and more angular, but aesthetic is slightly damaged by covering part of the grille with a black plastic panel, which hides sensors for autonomous driving. The headlamps get slimmer, as are the now triangular taillights, which mirror the sporty CLA-class. At 5210mm long, 1954mm wide, 1503mm tall and 3106mm in wheelbase, the new car is slightly larger in every dimension. Yet that is just the standard wheelbase model. The LWB version, which accounts for an amazing 90 percent of global sales, is 110mm longer again. Despite the larger frontal area, Mercedes claims the overall drag is reduced slightly, thanks to lowering the drag coefficient from 0.24 to 0.22, which is currently the sleekest in production car as I know.

The W223 rides on an evolution of the existing MRA platform which debuted in the last S-class. Its chassis construction is again an aluminum and steel hybrid, but now the aluminum content is lifted to over 50 percent. Most of the front chassis structure, the suspension components and almost the entire body shell is made of aluminum, while the passenger cell is made of steel to provide stronger crash protection. There is no talk of weight reduction, but comparing different models with their direct predecessors will find they are more or less the same.



Cd 0.22 is the sleekest ever on a production car.


A new feature is active rear-wheel steering. Apart from the usual enhancement of high-speed stability and low-speed agility, it is able to steer up to 10 degrees at parking speed, so to enable a short turning radius matching a compact car. Otherwise, most mechanical designs are largely carried over, such as the 4-link front and 5-link rear suspensions, the Airmatic variable air springs and the ADS+ adaptive dampers. The E-active body control is a rebranded bunch of old features like curve tilting function, road surface scan and the ability to lift the body when side collision is anticipated. 4-wheel drive is now made standard on all models except the least powerful diesel.

As usual, a new generation Mercedes is always launched with existing engines. These include the M256-series 3-liter petrol straight-6 and OM656-series 2.9-liter diesel straight-6 that debuted 3 years ago. This means the S450 and S500 petrol have their 367hp and 435hp offering unchanged (plus an extra 22hp offered by the 48V mild hybrid system for short periods). The diesel S350d also keeps its 286hp output, although the twin-turbo S400d loses 10hp to 330hp due to increased exhaust aftertreatment required to comply with stricter emission standard. The only V8 offering in non-AMG line-up is now S580, replacing the outgoing S560. Its 4-liter motor makes 503hp, up from 469hp, while the addition of 48V mild hybrid system should help reducing emission a little bit. Meanwhile, S580e combines the petrol straight-6 with a transmission-integrated motor for a total output of 510hp, although carrying 270kg more than the S580 results in poorer performance, but it provides an EV range of 100km and helps lowering fleet average emission.



Sleek surfaces, large touch screen and free of buttons, the very best Mercedes cannot escape from the influence of Tesla.


The interior design of W223 is a big departure from its predecessor. Not only it has abandoned the twin-TFT instrument arrangement for a Tesla-style portrait center touchscreen (11.9-in as standard, or 12.8-in OLED as option) and a single 12.3-inch TFT instrument with 3D effect, but the whole interior design is changed, emphasizing minimalism and free of buttons. Inspired by yacht design, it uses heavily lacquared flat dash panels that runs the full width of the cabin, enhancing the sense of airiness and high quality. LED ambient lights surround the whole cabin. There are further improvements to the driving aids and MBUS infotainment system, as well as an HUD feature that displays virtual arrows on the road ahead, but these are just to be expected from a new Mercedes flagship. More gimmicky is the optional flush door handles, which pops out automatically when the driver approaches or touch it. Yes, even the very best Mercedes cannot escape from the influence of Tesla.

On the Road



Rear passengers are better taken care than ever.


The new cabin is amazing for its digital technology and Sci-Fi feel. Materials and build quality are also of very high standards, although not quite in the league of Bentley Flying Spur. However, while the 3D effect display and touchscreen interfaces look fancy, they don’t work as intuitively as conventional dials and buttons. The tilting display may also reflect sunlight. Cabin space is generous, especially the rear which affords 16mm more headroom and 24mm more legroom than the old car.

In driving terms, the S-class remains oriented to comfort, and probably more so than the last few generations. It is impressively quiet, thanks in part to adding noise absorbing foams at the C-pillars. The suspension setup, no matter in any modes, is softer than its Bentley, BMW and Audi rivals, so that it flows smoothly on most surfaces. Meanwhile, the rear-steering system gives it outstanding agility at low speed.

Nevertheless, in terms of refinement it is not quite in a place to challenge a Rolls-Royce Ghost. The six-cylinder motor of S500 is a bit too audible when working hard, meaning you really need the torquier V8 to deliver the best refinement. Cars on optional 21-wheels may also transmit too much harshness and noise into the cabin when gliding over broken surfaces or sharp ridges. These occasional flaws slightly disappoint those expecting the usual high refinement standards of the S-class.


It's not a perfect car, but no other mainstream limousines do the luxury job as good.


Meanwhile, for keener drivers, the new S-class fails to keep up with competitors that have moved on the game of handling. While it is no worse than its predecessor, it rolls and floats too much beside the fabulous Bentley Flying Spur, which excels in tight body control and sportscar balance. In addition to an isolated steering and spongy brake pedal, few would choose the S-class for driving fun.

As a luxury car, the Mercedes is hard to fault. Although it is not as flawless as some of its predecessors, no other mainstream limousines can serve luxury and comfort as good as the S-class. Its fresh cabin and sophisticated digital technology should give it a strong advantage in the next few years, at least before BMW 7-Series and Audi A8 are updated. However, while the S-class used to be the best all-round luxury car money can buy, the new generation will live under the shadow of Bentley Flying Spur, a more expensive car but also a true work of wonder.

Verdict: 
 Published on 2 Sep 2021
All rights reserved. 
Maybach S680


If flamboyance doesn't sell on you, think about this: Maybach S680 is now the only S-class model powered by V12 motor.


Since last generation, Maybach was turned from an independent ultra-luxury line to a variant of Mercedes-Benz models. The new S-class Maybach consists of Maybach S580 and Maybach S680. They were practically extra-long-wheelbase versions of the S-class. However, at least the S680 is served with an exclusive engine which is no longer available to the mainstream S-class. Yes, it is the long-serving Mercedes 6-liter V12, still using single overhead camshaft and 3 valves each cylinder. Strangely, although the badge is upgraded from S650 to S680, its output is actually detuned from 630hp to 612hp, while peak torque gets a similar drop from 737 to 664 lbft. On the plus side, the V12 is now mated with 4-wheel-drive, 9G Tronic transmission (instead of 7G Tronic) and supported with EQ-boost mild hybrid technology. The car can go from rest to 60 mph in 4.3 seconds, not bad for one weighing 2.3 tons.

Both Maybach S-class models ride on a massive 3396 mm wheelbase, 180mm longer than the LWB S-class. Unlike the mainstream model, their rear quarter windows are fixed at the C-pillars rather than the doors, so to enable better insulation of noise. Besides, additional foams are inserted in the rear wheel arches to absorb noise. There are also thicker laminated rear windows, quiet tires and anti-noise audio to lift its refinement beyond the regular S-class.

Outside, you can spot the Maybach from its flamboyant grilles and bumper intakes, the Maybach logo at C-pillars or in most cases, optional 2-tone paint scheme. Inside, the extra wheelbase is put to good use by employing airliner-style reclining rear chairs, which have integrated leg rests. The front passenger seats can slide forward automatically to free up more space to the rear. There are also folding tables, a refrigerator and champagne flutes, besides the usual infotainment system for the rear occupants.

Unsurprisingly, the Maybach rides even smoother than the LWB S-class, while trading some agility and poise. Handling or driving engagement are not very important to this kind of cars, as they are all driven by chauffeurs while the boss sitting at the back. To most of us, the £200,000 limousine is superfluous, just like a Rolls-Royce Phantom, which is twice as expensive again. However, since the new Maybach strategy started in 2015, sales have surged by multiple times while development costs are down. It is a successful turnaround.
Verdict:
 Published on 30 Jun 2023
All rights reserved. 
AMG S63 E-Performance


Electrified to over 800 hp, is it really what AMG fans looking for?


The AMG version of S-class follows the footprints of GT63 and C63 to adopt electrified powertrain with “E-Performance” moniker. This means a plug-and-play module called EDU (Electric Drive Unit), which consists of a 190hp motor, a 2-speed gearbox and an electronic LSD, are put at the rear axle and topped with a liquid-cooled battery pack. While the batteries on lesser E-Performance models measure only 6.1 kWh, this one is enlarged to 13.1 kWh, giving a longer (but still modest) zero-emission range of 33 km (20 miles) on WLTP cycles. Up front, the S63 keeps AMG’s 4-liter twin-turbo V8, serving 612 horsepower and 664 lbft of torque to the 4matic+ drivetrain via the division’s 9-speed MCT gearbox. Total output is 802 hp and a staggering 1055 lbft of torque (strangely, the latter is more than the summation of both power sources, probably due to different gearing), enabling the S63 E Performance to reach 60 mph in 3.2 seconds while top speed is capped at 180. It goes without saying this is the quickest S-class ever, though the last generation S63 was not much slower.

On a stretch of open road, the car is immensely quick, but it is also undramatic to do so, because acceleration is seamless and the engine noise is buried by thick insulations. Granted, maximum electric power is available for up to 10 seconds only, then scaled back to 95 hp to avoid overheating the battery. However, 10 seconds is a lot of time for a car accelerating so quickly.

Predictably, the E-Performance hardware adds a lot of weight. To make the case worse, the S63 is available in only long-wheelbase body. Now the car tips the DIN scale at just over 2.5 tons, more than a W12-powered Bentley Flying Spur Speed. To address the weight problem, AMG threw everything in its arsenal into the car: rear-wheel steering, air suspension, adaptive dampers, active anti-roll bars, active engine mounts, E-diff, 4matic+, ceramic brakes…

On the road, the S63 does feel more agile than its figures suggested. The rear-wheel steering in particular helps tightening its turning circle at lower speeds, and the active anti-roll function keeps body motion flat to the extent of artificial-feeling. Firmer calibration of suspension does rob it the suppleness of the standard S-class, but not uncomfortable for a performance saloon. Traction from the all-wheel-drive system is remarkable. More disappointing is the steering, which is just as light and lifeless as the standard S-class.

On the early test cars at least, the powertrain calibration leaves something to be desired. There are some occasional driveline shunts in hard driving due to the hesitation between two power sources or the gearshift of the 2-speed gearbox. Brake pedal response is also a bit jumpy. AMG guaranteed these problems will be sorted out before production, but that doesn’t sound good for a marque that used to perfectise everything before announcement.

The S63 E-Performance is still a remarkable luxury car. While it is not exactly a driver’s car, no one else combine luxury (look at that interior !) with near-supercar performance quite as good as it. That said, I would have preferred AMG to stick with pure V8 power and save 400 kg. That won’t be much slower or more polluting in the real world, but definitely better to drive and cheaper to buy.
Verdict:

Specifications





Year
Layout
Chassis
Body
Length / width / height
Wheelbase
Engine
Capacity
Valve gears
Induction
Other engine features
Max power
Max torque
Transmission
Suspension layout
Suspension features
Tires
Kerb weight
Top speed
0-60 mph (sec)
0-100 mph (sec)
S400d 4matic
2020
Front-engined, 4WD
Aluminum + steel monocoque
Mainly aluminum
5179 / 1921 / 1503 mm
3106 mm
Inline-6 diesel
2925 cc
DOHC 24 valves, VVL
Sequential twin-turbo
CDI
330 hp
516 lbft
9-speed automatic
F: 4-link / R: multi-link
Adaptive air spring + damping
F: 255/45ZR19; R: 285/40ZR19
1995 kg
155 mph (limited)
5.1 (c)
-
S500 4matic (L)
2020
Front-engined, 4WD, 4WS
Aluminum + steel monocoque
Mainly aluminum
5179 (5289) / 1921 / 1503 mm
3106 (3216) mm
Inline-6, mild hybrid
2999 cc
DOHC 24 valves, DVVT
Turbo + electric charger
DI
435 hp
383 lbft
9-speed automatic
F: 4-link / R: multi-link
Adaptive air spring + damping
F: 255/45ZR19; R: 285/40ZR19
1970 (1990) kg
155 mph (limited)
4.7 (c) / (4.5*)
(11.1*)
S580 4matic (L)
2020
Front-engined, 4WD, 4WS
Aluminum + steel monocoque
Mainly aluminum
5179 (5289) / 1921 / 1503 mm
3106 (3216) mm
V8, 90-degree, mild hybrid
3982 cc
DOHC 32 valves, DVVT
Twin-turbo
DI, cylinder deactivation
503 hp
516 lbft
9-speed automatic
F: 4-link / R: multi-link
Adaptive air spring + damping
F: 255/40ZR20; R: 285/35ZR20
2020 (2040) kg
155 mph (limited)
4.2 (c) (3.9* / 4.0**)
(9.7* / 9.9**)




Performance tested by: *C&D, **MT





Year
Layout
Chassis
Body
Length / width / height
Wheelbase
Engine
Capacity
Valve gears
Induction
Other engine features
Max power
Max torque
Transmission
Suspension layout
Suspension features

Tires
Kerb weight
Top speed
0-60 mph (sec)
0-100 mph (sec)
S580e 4matic (L)
2021
Front-engined, 4WD, 4WS
Aluminum + steel monocoque
Mainly aluminum
5179 (5289) / 1921 / 1503 mm
3106 (3216) mm
Inline-6, electric motor
2999 cc, battery 28kWh
DOHC 24 valves, DVVT
Turbo + electric charger
DI
367 + 150 = 510 hp
369 + 325 = 553 lbft
9-speed automatic
F: 4-link / R: multi-link
Adaptive air spring + damping

F: 255/45ZR19; R: 285/40ZR19
2290 (2310) kg
155 mph (limited)
5.0 (c) / (4.2*)
(10.1*)
Maybach S680 4matic
2021
Front-engined, 4WD, 4WS
Aluminum + steel monocoque
Mainly aluminum
5469 / 1921 / 1510 mm
3396 mm
V12, 60-degree
5980 cc
SOHC 36 valves
Twin-turbo
Twin-spark
612 hp
664 lbft
9-speed automatic
F: 4-link / R: multi-link
Adaptive air spring + damping

F: 255/40ZR20; R: 285/35ZR20
2275 kg
155 mph (limited)
4.3 (c) / 3.7*
8.3*
AMG S63 E-Performance
2023
Front-engined, 4WD, 4WS
Aluminum + steel monocoque
Mainly aluminum
5336 / 1921 / 1516 mm
3216 mm
V8, 90-degree + electric motor
3982 cc, battery 13.1kWh
DOHC 32 valves, DVVT
Twin-turbo
DI, cylinder deactivation
612 + 190 = 802 hp
664 + 236 = 1055 lbft
9-speed MCT
F: 4-link / R: multi-link
Adaptive air spring + damping,
active anti-roll bar
F: 255/45ZR20; R: 285/40ZR20
2520 kg
180 mph (limited)
3.2 (c)
-




Performance tested by: *C&D





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