2022 Mercedes-Benz EQS 4Matic – The brand-new 2022 Mercedes-Benz EQS -the automaker’s completely electric flagship vehicle has arrived in the United States. After my colleagues’ excursions with a preproduction prototype, and later in the European-spec version I’ve now experienced my turn at the steering wheel of models, the ready-for-production EQS450 Plus and the EQS580 4Matic in my backyard in and around the San Francisco Bay Area to discover more about the real-world model, its performance and the huge Hyperscreen display.
2022 Mercedes-Benz EQS 4Matic Review
The EQS comes in two varieties that are based on an electric motor. It’s EQS450 Plus features a single motor that rotates the rear wheels and produces 329 hp and 419 lb-ft of torque. This is sufficient to run a 5.9-second sprint from 0-60 mph. Upgrade into the EQS580 4Matic also adds motor to the front axle, and increases to a combined 560 HP and 631 lb-ft all-wheel-driven torque. With both motors quietly in harmony, the EQS580 can go from a stop up to speeds of 60 mph, in 4.1 seconds before accelerating to a top speed of 130 mph which is not Plaid speedy, but this is a heavier, larger, and more luxurious car.
Both EQs models come with the identical 107.8-kilowatt-hour lithium-ion battery that is located beneath that passenger cabin. The single motor EQS450 can cruise at a maximum of 350 miles on a single charge. Dual motor range drops to 340 miles due to its improved capacity for regeneration and the intelligent use of asymmetrical motors. I was astonished to observe how often the EQS display showed front-wheel-drive mode, using just the motor with less power to coast through the city at speeds. This is a respectable distance when you consider it all in all, but still significantly less than the 400 miles we originally anticipated from the European WLTP figures. In the meantime, Tesla’s 405 mile Model S is still the top of the line when it comes down to the range. At least up until the new 520 miles, Lucid Air gets here.
My day on the EQS580 4Matic started with a 90% battery charge and 318 miles of mileage on the gauge. I returned home after 107 miles of driving with just 52% remaining in the car, which is my performance a bit lower than what was stated but not poor for a day of extremely aggressive acceleration tests as well as sporting road driving in the mountains. I didn’t even have to connect the EQS however, it’s capable of 200 kilowatts of DC rapid charging, which can boost from 10 percent to 80% of charge within only 31 minutes. In the slower level, 2 charge stations, or at home with a maximum of 10 percent to 100% the charge can last for around eleven hours and fifteen minutes. The EQS also comes with a Green charging mode that restricts the maximum rate of charge to 100 kW, and the maximum charge state up to 80%. This increases the life of the battery in comparison to full-speed rapid charging.
Owners of electric vehicles are familiar with the frustration of maintaining several accounts to access the various charging networks. Mercedes hopes to streamline this process through its Mercedes Me Charge system -an integrated payment system integrated into the car. When you locate a charging point via the onboard navigation system just plug it into the charging cable and the EQS system will connect to the station via a charging cord, thereby authenticating and transferring money through the Mercedes Me account, without having to look for your phone or wallet. Mercedes is also claiming it is using Green Charging mode at public stations connected to the Mercedes Me Charging network assures that service providers will bring the same amount of power generated from renewable sources into the grid if they have it.
This Mercedes Me Charging backend is operated through the partnership with Chargepoint which means it’s compatible with over 60,000 chargers that are from Chargepoint, EVgo, Electrify America and more. Plans are in place to make more networks available shortly. Mercedes will even provide unlimited 30-minute charging sessions for 30 minutes that will get you to the 80percent mark at Electrify America’s more than 2,600 fast DC chargers in the initial two years that you own the device.
Electric Sound Experiences
The EQS is naturally quiet due to the quiet electric motors, S-Class levels of sound isolation, and the world-record 0.20 drag coefficient. For those who want to listen to their car in the car, The automaker has created two sound experiences that are electronically generated. Experiences are Silver Waves and Vibrant Flux that utilize sound systems to fill your interior with engine sounds.
Silver Wave sounds sort of like the deep-throated V8, and Vivid Flux sounds like a louder sci-fi sound. The sound generated reacts to the EQS and its performance, increasing in volume as pedal pressure increases and increasing in octave as speed. The two models also come with distinct “engine braking” sounds when rapidly accelerating. The Sound Experiences may seem extravagant, but if, like me, you were raised driving using your ears hearing the sounds from the engine to monitor the speed and shift points addition of the audio feedback feature to the EQS sounds quite natural. Mercedes will eventually launch the third concept, Roaring Pulse, that recreates the athletic AMG audio style via an over-the-air download. Of course, you could completely disable the Sound Experiences feature and enjoy the extremely silent journey.
Regenerative braking is impressive due to its up to 300 kW of recuperation power on the twin motor EQS580. (The single motor of the EQS450 tops at an impressive regen power of 186 kW.) Three regen types can be selected using the EQS paddle shifters, which range from almost free-coasting up to high deceleration upon lift. The Fourth Auto Regen mode — activated by holding the paddle shifter in place for just a few seconds continuously adjusts the regeneration depending on the chosen route. When you’re on the highway, it will coast more smoothly, while in slower traffic, it will recoup more energy from the lift.
The EQS is set to creep ahead from a stop whenever you press the brake pedal for all regen modes however this can be changed in the on-screen menu. With the highest level of regen and zero creep, the sedan is close to the single-pedal feel that I’ve come to enjoy in other EVs however, it’s not quite able to make it happen. It’s still necessary to press the left pedal to bring the EQS up to the full stop. I’m not sure if I’m comfortable with the EQS’s brake pedal’s feel in more vigorous backroad driving. The pedal is quite responsive when you are lifting it into high regeneration, and it pre-pressurizes it to prepare for the transition between regen and friction braking. The concept is that your foot and pedal will be in the proper position for a more precise deceleration in town, this can work well enough. However, when driving at speed this produces the opposite effect and makes it difficult to determine the amount of stop you’ll experience for a specific amount of pressure on your toes. Reduced regen levels help by relieving more on friction brakes and the energy is wasted (and distance.)
I realize that I shouldn’t be capable of driving a luxury barge as a sports car but the barge is “the S-Class of EVs,” so a little quality and consistency across different modes is a nice touch. This isn’t to say that brakes aren’t good but they certainly are capable of the job. I had a truly emergency stop at 45 mph to keep a deer out from the forest couple of car lengths away. And the EQS transported all five 888 pounds to a halt in a flash without incident or drama.
Steering With Rear Wheels
Each EQS is equipped with Mercedes-Benz’s rear-wheel steering that can turn the rear wheels by up to 10-degrees, which reduces the radius of turning. This is an incredible amount of rear-countersteer which allows for precise U-turns and increases low-speed agility. It’s also enjoyable to watch the rear wheels spin when parking parallels to each other. When you accelerate, the rear wheels rotate in tandem with the front wheels, increasing the stability of the vehicle during lane changes. A suspension with air is available that adjusts the levels of firmness and ride height based on the mode of driving selected. In general, EQS feels like a heavier S-Class, offering superbly against bumps and imperfections on the road with its Comfort setting. It also provides plenty of feedback from the steering wheel when it is set to Sport. It’s equally content to glide along like a magical road over potholes and speed down curvy roads.
But, the additional 800 pounds of weight can be difficult to overlook when you are cornering, especially during downhill sections. So, despite the acceleration of railguns that electric motors can achieve on straights, the EQS overall performance is more toward comfort than its counterpart powered by combustion and offers the driver a more slack driving style.
I’m not a big fan of the EQS design on the outside. I find it to be more solitary and the sleek cab-forward style makes it appear like an average car from all angles. (That’s likely the reason why designers decided to feel the need to put the “EQS” badges onto the sail panels before the mirrors on the sides.) However, I cannot recommend the interior design enough. It’s a great choice to sport the 12.8-inch Mercedes-Benz User Experience (MBUX) display that’s the same size as the S-Class model that is currently in use for the basic EQS450 models or sporting the 56-inch Hyperscreen which comes with the EQS580 4Matic (also available with the EQS450) The EQS cabin is a wonderful place to be, with premium materials, lavish creature amenities and nearly too much tech to learn about.
The Hyperscreen has three OLED displays that are joined together to form a curving glass panel that ran across the dashboard from pillar to pillar. The center of the screen is the 17.7-inch display that is surrounded by a pair of smaller screens, one of which is used as a digital instrument panel, and the other screen is used as a screen for the front passenger. Its 12.3-inch instruments cluster appears almost exactly like the traditional S-Class. It’s controlled by the left-hand bank of buttons on the steering wheel that is capacitive and can be tapped to switch between the map and various themes. This is also where you can interact with the EQS’s huge head-up display in augmented reality.
The screen in the center is the home of the MBUX Zero layer. MBUX Zero layer infotainment concept. The simplified interface is populated with an all-time-visible map, with floating shortcuts for different functions on the lower edges. Three of these shortcuts are AI-selected and conditional which are displayed according to the habits of the driver and the location of the GPS on the car as well as whether the EQS has been moved or parked and the timing of the day. For example, if you regularly contact your spouse at 5 pm after leaving work on days off, the EQS will detect that and display a shortcut for that contact once you begin the car at the time. If you tend to increase the ride height when you drive on the bottom of your driveway, that notification will be displayed when you get home. Park in the driveway and an option to open your trunk might be displayed. This is the thought that with time, you’ll never be required to leave the home screen to access any functionality you need.
The suggestions are linked to the Mercedes Me driver profile and up to seven profiles may be saved onboard at any time. Drivers can sign into their account using the key fob they carry, or secure their account using the use of a PIN, or speed up security by using the combination of biometric fingerprints, facial or voice recognition. Mercedes says the majority of their AI suggestions are generated by the software that’s built into the EQS dashboard, and that no data is stored in the cloud. This means that if you’re fortunate enough to have two EQSes, the recommendations could differ between the two models. People who prefer to work with no machine learning preferences can choose the Classic interface that uses fixed shortcuts. Because I had only just one driving session for each trim level I didn’t have the time to make the most of the AI’s suggestions, however, I did find the basic Hyperscreen interface extremely easy to use. Moving down from the top displays additional quick switches for the most common options and a customized list of static shortcuts. Clicking the Home button opens you to the familiar MBUX main menu, which has large icons for the various options of comfort such as navigation, navigation, vehicle charging information, and additional submenus. In the Apps menu, some games keep the driver amused as they wait for their EQS’s battery to charge with a variety of games, including a variant of Tetris which can be played even while parking with the steering wheel’s or thumb controls. Additionally, wireless standard Android Auto and Apple CarPlay work well with Hyperscreen’s interface.
In the front of the passenger is an even smaller 12.3-inch screen that shows an image that can be customized if the seat is not being used. If the sensors detect a person sitting the screen becomes active and can be logged in via a different Mercedes I profile to access an entirely separate version in the MBUX interface, which has its navigation, applications, comfort settings, and other features. The passenger can select their music source and listen to a paired pair of Bluetooth headphones, or even play music to the rest of the interior. In addition to entertaining the passengers The second screen also makes the shotgun rider an actual copilot. For instance, I can have my passengers search for a charging or destination station, and they can return what they have found onto the screen, while I concentrate on the crucial task of driving. The user can also control the temperature of the car, alter the comfort settings in the cabin, or access other infotainment functions without disrupting the driver or altering their display. I could indeed accomplish most of this by myself using “Hey Mercedes” voice commands that allow me to talk into the car and request it to alter the temperature, play the satellite radio station or locate the nearest charging station in a flash, However, sometimes humans can be more effective than a machine and any advantage you can achieve to minimize driver distractedness is a great one.
2022 Mercedes-Benz EQS 4Matic Pricing
The 2022 Mercedes-Benz EQS450 Plus starts at $103,360 and includes an additional $1,050 for the destination fee to get the Premium trim, which already comes with the complete Mercedes chauffeur assistance package including wood and leather trims as well as Burmester audio as well as rear-wheel steering. The upgrade to the dual-motor EQS580 4Matic Premium model with Hyperscreen, which starts at $120,160. Then you can choose the Exclusive specification which is priced at $106,760 for EQS450 as well as $123,560 on the EQS580 — which comes with upgraded front seats, massage, and 4-zone temperature control. The most expensive end is the $109,560 EQS450 model and $126,360 EQS580 Pinnacle models which ramp up the rear seating experience with heating, power adjustment, ventilation, as well as a fully-equipped central armrest. The EQS is expected to be available at US dealerships in autumn 2021.
It is evident that the EQS is not a car that can be described as an electric car is likely to draw comparisons with Tesla Model S. Tesla Model S which boasts more power and performance, both on paper and in reality. If range and 0-60 mph are the only things you’re interested in and you’re looking for 0-60, then the Tesla is a better deal. It’s far more of a vehicle for those who are environmentally conscious, instead of Benz’s answer for the high-end Model S proletariat — there is some overlap, however, this is a different type of electric car that is designed for a completely different type of driver. The EQS offers a level of quality and technological innovation that, regardless of the numbers or specs puts it above the rest of the pack. For now, it isn’t going to be beaten by any of its rivals.