The Mercedes EQS 580 4MATIC Edition One at a glance
Mercedes EQS 580 starts at 135,529.10 euros
With the new Mercedes EQS, driven here as the 580 4MATIC engine variant that costs at least 135,529.10 euros (combined power consumption: 18.5 kWh/100 km; combined CO2 emissions: 0 g/km)², Daimler is entering the field of purely electric vehicles for the first time powered luxury sedan. The disgrace of the EQC is forgotten, the days of short ranges should be over. According to the WLTP, the Stromer can travel up to 670 kilometers, but it carries a huge battery with 107.8 kWh of usable energy around in the underbody. The weight of the battery pack? Around 700 kilograms. The total weight of the Mercedes EQS? Approximately 2.7 tons.
Powerful propulsion up to top speed
But what should we harp on about the curb weight, it is simply not (or at least hardly) existent when driving. The two electric motors catapult the Benz forward with great ease, deliver a powerful 385 kW/523 hp and drive all four wheels. 880 Newton meters scrape around the bet with the early intervention control systems and in just 4.3 seconds the speedometer shows 100 km/h from a standing start. Incidentally, it is not limited at 160 or 180 kilometers per hour, as is usual with many other electric cars, but only at 210 km/h.
Winter power consumption by 29.1 kWh per 100 kilometers
The EQS 580 reaches that limit with equal ease, but with hardly any energy savings. That is why it is appropriate for the electric flagship from Sindelfingen to aim for a speed range of up to 130 km/h on long-haul routes. In winter operation, of course, the WLTP standard consumption is not far off. 18.5 kWh per 100 kilometers are in the data sheet, but after 1,000 test kilometers the on-board computer showed us 29.1 kilowatt hours (before any charging losses) and thus reduced the operating radius to a good 370 kilometers. The star cruiser thus joins the ranks of already well-known premium electric vehicles and shows that even Daimler only cooks with water at this point.
Real 200 kW at the DC charger
The decisive difference, however, is the charging power. They promise a maximum of 200 kW ex works on the DC charger, and the EQS also achieved a maximum of 203 kW during our test drives. It is also surprising how long this value was maintained with a battery that was not preconditioned before it gradually fell to 80 kW as the charging process progressed. Power for around 100 kilometers in winter operation is recharged after 10 minutes, in summer the promised five minutes for that reference route are within reach.
Tired of the information overload
However, if you drive the EQS almost empty for the first time, the tense warning intensity in the 12.3-inch driver’s display is surprising. Yellow and red messages urgently warn you to charge soon, a turtle symbol announces reduced drive power. Overall, the flood of information in the direction of the passengers is too intense for our taste. The driver is informed at regular intervals that the steering wheel is in the wrong position, and the 17.7-inch central display constantly shows messages about possible thermal comfort measures. If the sun shines unfavorably on the displays, you will be severely blinded.
Like on clouds…
All in all, the combination of up to three huge OLED screens called Hyperscreen at Mercedes looks a bit oversized for a car and takes away a lot of the EQS’s relaxation. With a bit of confusion in the operating menu, the displays can of course also be deactivated, but in most cases the digital instrument cluster is sufficient for driving anyway. Reduced to the essentials, the strengths of the electric S-Class can be savored: suspension comfort like on clouds, a very low interior noise up to medium motorway speeds, the predominantly high-quality materials and the airy feeling of space invite you to a long journey.
Enormous dimensions, poor clarity
With the standard rear-axle steering (with a steering angle of up to 10 degrees for an extra charge), inner-city car parks also largely lose their fright, although clarity is severely limited, especially due to the very wide A-pillars to the front and the roof that slopes down early to the rear. The optional 360-degree camera system often helps here and is supplemented by a remote park pilot – for particularly tricky parking manoeuvres. With a length of 5.22 meters and a width of 2.13 meters, it is still easy to find the EQS early in the busy airport car park thanks to the strong overhang.
Strange brake feel, unruly doors
However, it takes much longer to get used to the braking feel of the EQS. The recuperation system, which can be set in three stages (from off, through normal to too strong), intervenes in the braking process and significantly reduces the pedal travel in the strong stage. The result is a constantly changing braking point. The servo doors of the flagship also take some getting used to. For a surcharge, the portals can be opened and closed by finger time or just by approaching them, but without that function upgrade, the doors open with noticeable resistance in preset areas – if you’re not careful, you will find unwanted sheet metal contact with the person parked next door. The outer door handles also resemble a gamble. Only the responsible control unit knows exactly when they extend and retract.
Conclusion
Decoupled from all worldly problems and as if bedded on springs, the Mercedes EQS 580 4MATIC moves gently through the traffic, at the same time offers endless power and can be quickly recharged with electricity using a real 200 kW charging capacity. In the interior, however, all that glitters is not gold, the hyperscreen overwhelms you with the information it offers and handling the doors can also be a game of patience. In addition, the recuperation function intervenes too much in the braking process and provides an imprecise braking point. If you want something more classic, you can still go for the regular S-Class and at least have the choice of a far-reaching plug-in hybrid. (Text and image: Thomas Vogelhuber)
