We Drive The EQS SUV To See If It Measures Up To The S-Class Legacy

It was never going to be easy to create an S-Class-like experience for the all-electric market. The Sonderklasse has long been the king of the hill when it comes to full-sized executive sedans, so Mercedes thought better than to slap an electric badge on the back of the ICE version and chuck in a couple of motors.

Instead, they opted to craft two new, distinct, high-end offerings. Confusingly, both live under the EQS banner, with the “Sedan” and “SUV” tags thrown on the end almost as an afterthought. They may live in the same league as the S-Class and GLS, but the electric luxobarges are built on an entirely different platform, tailor-made for battery-electric vehicles.

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However bespoke it may be, though, the EQS has large shoes to fill – and we’re not talking about the 22-inch AMG rims it rolls on. Not only is it the much-preferred body style that more and more luxury car buyers seem to be gravitating to, but the EQS SUV is here some way before Bentley and Range Rover have their turn in the electric SUV spotlight. It’s also available as a seven-seater for those needing the practicality. Thus, it has many roles to fill while not bringing shame upon the EV aspirations of the three-pointed star (does anyone remember the Mercedes B-Class Electric Drive?).

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The S Factor

Unlike their arch rival in Bavaria, Mercedes decided to distinguish their EVs from the combustion fleet models, with most of the EQ range looking markedly different from the rest. The EQS SUV shares much of its design language with the closely related Sedan, with smooth surfaces that have been chamfered in a stone-like fashion – almost like those Pebble phones of the ’00s.

It’s inoffensive and, dare we say, borderline handsome. And, with its grille-less front facia, it is pretty easily identified as an electric car. But conversely, the design language is so far removed from its GLS cousin that the EQS SUV lacks the road presence afforded by the comparatively brutish luxury off-roader. You could argue that those who wanted an imposing-looking EV from Merc would be best served going with the EQG, which is all well and good. But when onlookers can’t tell the difference between the much pricier EQS SUV and the EQE SUV, then you know there’s a problem.

But then, this has been the way for Mercedes lately, with the C-Class blending into the E-Class and the E-Class adopting some very S-Class design qualities. Perhaps it’s less of a problem for those on the lower rungs of the ladder, but when you’re spending upwards of $105,250 on an EQS SUV, I’d imagine most people would like it to be known.

An Interior, And Then Some

One thing the EQS has in common with the rest of its Sonderklasse brethren is the way it makes you feel inside. Mercedes knew they had to knock this one out of the park, and just being refined wasn’t going to cut it.

The EQS doesn’t just cocoon you from the outside world. It seemingly isolates the elements that are usually highlighted once you delete all the noise from a combustion engine. Enemy number one for most EVs is wind noise, followed closely by tire roar. There are no such problems in the EQS SUV, with the engineers packing every space possible with as much insulation as they could.

The dual motors in our 4Matic test model are well-insulated — virtually imperceptible unless you listen very, very intently. Of course, there’s a range of sound effects on offer, too, most of which seem to mimic the noises from the pod racers in Star Wars.

Our test car was loaded to the rafters with all the juicy tech you’d need, including the standout Hyper Screen, which gives you a trio of displays under a single 56-inch panel of curved glass. I’m staunchly pro-button when it comes to basic controls, but using the central screen is undeniably impressive and does make anything else feel rather old hat.

The graphics are clear and crisp, and the functions are fairly intuitive, if a bit distracting to keep track of while on the move. We suspect the massive expanse of pixels will mainly be used at recharge stops, with the Burmester sound system capable of enveloping the cabin with 3D surround sound.

There’s a rear entertainment system with a tablet, too, although the last row of seats may feel a little left out—and not just because they don’t get direct access to any screen real estate but also because the back end is rather claustrophobic. It’s unsurprising that the two seats in the back are more for occasional use only, but at least you can get in and out of the rear reasonably quickly thanks to the electrically folding second row.

The seats are trimmed in Napa leather and, of course, have the obligatory heating, ventilation, and massage functions. There are pillowy soft headrests that can offer to cosette your head after a weary drive, with the only surface complaint being the glossy plastic on the dash. Other neat functions include HEPA air filtration and air ionization, lots of ambient lighting options, and a full-length panoramic sunroof.

Drive

If the headrests are pillowy soft, then so too is the ride — at least on moderate to broken roads. The EQS SUV rides on air suspension at all four corners, with the ability to raise and lower itself by up to 25mm. Potholes, expansion joints, and all other common surface imperfections are dispatched without the sensation ever threatening to upset occupants.

There are limits, though. Take it to a rutted dirt track, and the body starts to lean on its airbags a tad too much, unsure of how to compensate for sustained changes in the surface. It’s still not harsh, but it could make you a tad seasick as you to and fro across the bumps.

It makes sense that on-road dynamics are the priority with the EQS. Mercedes knows that very few customers will be willing to properly venture off-road. There is an off-road function, and you get things like hill descent control, and we’re told that things like approach and departure angles are impressive for an SUV of this size. But in reality, this wasn’t something we were going to test out — for now art least.

What we can successfully report back on is just how the EQS makes you feel when you’re behind the wheel. Even with the many levels of seating position adjustment, there’s never a time where you’ll be made to feel small — the view out of the window is suitably commanding, and you feel every inch of the SUV’s swollen dimensions.

See Also: Mercedes To Move Away From Egg-Shaped EVs, Drop EQ Names

The turning circle is aided by our test unit having rear-wheel steering optioned in. The main benefit on a day-to-day basis is felt in navigating tight parking lots and making low-speed maneuvers. Low-speed stuff may be its forte, but the rear steer lends itself to speed, too, providing an extra guiding hand to help reassure you that this 6,260 lb behemoth will make that corner at triple-digit speeds.

While the EQS is excellent at insulating you from the outside world, what it can’t do is defy the laws of physics, and you really do feel that weight when you’re hustling along. The dual-motor 450 4Matic comes with 360 hp (365 PS / 265 kW) and 590 lb-ft (800 Nm) of torque on tap, meaning getting up to cruising velocity is no sweat. But Mercedes has clearly sacrificed driver feedback for that wafty ride – but, unlike their “friends” from Munich, that wasn’t their calling card anyway, was it?

It’s a compromise that, in the grand scheme of things, will no doubt be appreciated by the majority of owners. However, the sacrifice means that, even with all the confidence in the world, getting the EQS to talk to you about what’s happening underneath is an exercise in futility. Instead, the car is too busy making sure it stays level and improving passenger quality of life to lend a thought driver engagement.

However, there’s a silver lining. It’s at this point that you realize that the EQS is more like the Mercedes-Benz of old. Rather than juggling a sporty personality, the EQS SUV sticks to what it does best: an air of sophistication, focusing on the luxury that the back seat of any S-tier Merc should almost guarantee. Not only does the EQS feel like a car and not just some space-aged EV, but it also manages to feel like a Mercedes-Benz should.

The all-wheel drive EQS 450 4Matic and the EQS 580 have an EPA-rated range of 285 miles, while the entry-level rear-wheel drive 450+ manages 305 miles down to its single motor. During our test, the EQS seemed well positioned to match those numbers, while Mercedes claims a 200kW maximum charge rate for the EQS SUV. In theory, that’s enough to add 120 miles of range in 15 minutes, with a 5–80 percent recharge taking place in a competitive 33 minutes.

Conclusion

Mercedes has been undeniably late to the EV party, bar a few toe-in-the-water experiments. The EQ range hasn’t necessarily offered the best in class experiences at every level. But the EQS SUV had to be something special – or at least memorable enough to give EV-conscious S-Class buyers a reason to switch.

Read: Mercedes EV Sales Are In Freefall, EQS Down More Than 50%

And that it does well. The EQS SUV feels like a compelling package. Granted, it’s not perfect and as battery tech advances, lightweight cells and solid-state batteries will only benefit porker cars like this. Driver feedback leaves something to be desired, and the off-road credentials (for the very few who really care anyway) may need a bit of beefing up.

But as an all-electric luxury SUV, Mercedes has brought the right amount of tech, refinement, and style to the segment, making the EQS SUV worth a second look long after the forthcoming Range Rover EV or Bentley’s ‘luxury urban SUV.’

Photography by Mohamed Shan for CarScoops | Special thanks to Ryan Gunawardhana

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