Mercedes-Benz EQS 580 Road Test Review | 500 miles on SoCal

LOS ANGELES – “This is the most complex car I’ve ever tested,” I wrote in our 2022 Mercedes-Benz EQS first drive review. In fact, there is so much more to dig around in San Francisco that in half a day of driving, you will never know what your driving life will be like. Also, my usual test playground in the vicinity of Portland, oh, didn’t seem like enough. Very simple. No, EQS needs a bigger, more serious challenge.

Hello Southern California. Within 10 days, with a Mercedes EQS 580 4Matic, I will cross the area from Semi Valley in Ventura County to Monrovia in East LA County (and back), get off at San Diego County’s Enkinitas for the first drive bZ4X and then back. Up to Long Beach for the unveiling of the GR Corolla. All told, about 500 miles. This requires taking advantage of LA’s more powerful fast charging network. It will be necessary to fit trunk staff and a baby seat filled with household luggage. Inputting a new address will require a lot of successful negotiations with the Hey Mercedes Voice Recognition System… until the Fancy Navy is completely destroyed.

Other than that hiccup, my extended time with EQS makes it look like a bigger masterpiece than it seemed during those half-days in San Francisco. Here’s what I learned.

Autoblog Mercedes EQS shows a real light. And this is just scratching the surface, really. #mercedes #benz #EQS ♬ Original Word – Autoblog

Highway comfort, performance and technology

As luck would have it, I plan to spend as little as I can on those 500 miles of traffic jams in Southern California. Yet, even when walking, the Los Angeles highways are not pleasant. These are almost always patched with concrete and randomly, resulting in a generally cloudy ride and noise. Not at EQS, which is a colorful cocoon of smooth tranquility. When you do 80 in grooved concrete you think you can quickly calm down, continue the conversation around the house. When alone, listening to the exceptional Burmester sound system is like wearing noise-canceling headphones on an airplane.

If anything, the ride is sometimes a little too smooth, as there are lots of sudden bumps on the LA Highway that can make things a bit nautical at EQS. Putting the car in dynamic mode was enough to stabilize things, and the fine-tuned steering is not a bad thing either. Finally, I’ll set a separate drive mode for dialing on the Tata suspension and steering, but leaving the more range-friendly general powertrain settings intact.

Compared to the base, rear-drive EQS 450+, the EQS 580 4Matic powertrain has an extra motor at the front and an upgraded rear motor. It is good for 516 horsepower and 631 pound-feet of torque. Although I conclude from San Francisco that I would be perfectly happy with the 329-hp 450+, I must admit that I do not hate having all the extra thrust in hand. Anyone have to pass? Gun The Go Paddle, and Buh-Bye. My wife wasn’t exactly ready for the plus serene cocoon of serenity that would suddenly feel like it had been shot from a cannon. And like a proper automobile-oriented Mercedes-Benz, the EQS only wants to go 80 miles per hour. Or 90. Using the excellent version of the dystronic adaptive cruise control is therefore a good idea.

As has been the case for a long time, dystronic can be almost a little more aggressive in the way it operates or at least brakes. It obviously stopped every time without incident (remember the title of this article is not “Mercedes EQS crashed itself”), but I still had to increase the distance setting several times so that it could behave like me. The system’s lane-centering steering assist works most wheels for you, including well-performed automatic lane changes. Like some other systems, though, it struggled to detect that my hand was actually on the wheel and created lots of unnecessary caution.

ব The autoblog Mercedes EQS has a rear wheel steering wheel that accents like 10 degrees… which is much higher. And am I almost stuck in this sand? Yes, yes I did. #EQS #mercedes #benz #rearwheelsteering ♬ Original Word – Autoblog

Driving around the city (turning circle, regenerative braking)

Like most EVs, the Mercedes EQS features different levels of regenerative braking, selected by the wheel pedals. The default mode is general recovery, which mimics the off-throttle behavior of a gas-powered vehicle. A no recuperation mode is best described as coastal. Heavy recovery allows for the closest thing to one-pedal driving, but may use some more calibration. On the outskirts of the city and on the highway, I found it difficult to give the throttle enough time and feathers to slow down the car as smoothly as in other EVs, including the Toyota BZ4X with EQS.

Worse, the EQS brake moves the pedal uniquely because regenerative braking is engaged, mimicking where the pedal will be if you start braking. You can literally see the brakes move automatically. Although I can see the logic in this and remember to keep it open during the first drive event, I have never been accustomed to my extended time with the car. Keeping the pedal steady, where you expect it to be, and having it in every other car with regenerative braking, is even better. This setup made it even harder to stop the car smoothly when using both heavy fitness and my own legs. Emphasis on “smoothly” – I don’t think it’s a security issue.

A better innovation around town is the rear-wheel steering of the EQS. Although this feature is increasingly found in countless vehicles, the 10-degree range of speeds contrasts with the 3-5 standard found elsewhere. Although increased mobility and highway stability are generally considered RWS advantages, a tight turning circle you will probably enjoy most of the time. Despite the EQS being a huge 17 feet tall, the 35.7-foot turning circle is basically the same as the Honda Civic. It’s weirdly funny. I was actually looking for an excuse to make a U-turn.

The EQS, on the other hand, is still a huge car in length and breadth, which makes parking in narrow spots a challenge (you know, like everywhere else in LA).

@autoblog calls for a thorough test of car seat- and luggage-stuffing capabilities by tow-in with family to spend a week with Mercedes-Benz EQS 580 4Matic. #mercedes #EQS #benz ♬ Original Word – Autoblog

Trunk and rear seat space

Although I brought with me two of the largest bags from the luggage test lorry, I could not test a completely comparable cargo with EQS. Still, the Audi A7-style hatchback trunk can consume those two bags and the same size stroller carrier bag. I also stuffed a Graco Pack ‘N Play and a duffle bag under the SUV-style roller cargo cover and a few odds and finishes.

The EQS also has a large under-floor storage area which is perfect for keeping groceries safe. Both this and the small “hooch bin” on the back of the wheel are deep enough to hold a bottle of wine (I know how!) Both pictured in the bottom left.

As for human space, the back seat may not have an S-Class headroom, but its legroom is similarly large. My son had no idea to scoot the passenger seat to accommodate the baby seat on the back. If anything, there was almost too much space in the rows because it was almost impossible to give my son anything without just shaking him.

Oh, and the cupholder / phone bin buggy is the right size for a Starbucks to-go tray, so is it, ah, neat?

Living with hyperscreen

A hyperscreen infotainment system consisting of three screens behind a single curved glass comes standard on the EQS 580 and optional on the 450+ (it still comes standard with the next-gen MBUX system found in the S-Class and SL). In general, I think it’s easier to use than the MBUX and didn’t miss an unnecessary control knob or touchpad – just make sure to have a microfiber cloth in hand, because oh boy does it get a fingerprint.

The main 17.7-inch central screen has a unique “Zero Layer” layout (top, bottom left) that differs from the MBUX in that it keeps the navigation screen in place with the small tiles that are always present for audio and communication. I always appreciate split-screen functionality, and it’s a different take. I can only keep a detailed audio screen that simultaneously shows radio preset and song information.

I put the instrument panel in the classic view because many others are just stupid or meaningless. The passenger screen remains mostly unused, but my wife finds it easy to control the features of her favorite car: seat massage. He can do this without taking the main screen, and even worked as my spa wallet (that’s one thing, isn’t it?) By choosing one of the many messaging functions for me. Such services.

Now, on the system. I don’t usually drive with the map up, but giant screens and satellite images are great for self-navigating unfamiliar places. Then, when an address needs to be set on the system, “Hey Mercedes” natural voice commands work flawlessly every time.

Once an address was assigned, though, there would be choices. I’m actually starting to like augmented reality arrows that appear on the head-up display (pictured above left; I found them confusing and quickly turned them off during a test drive). However, I quickly jumped into the live camera view with a similar augmented reality arrow that rises to the top of the navigation map when a turn comes to the front (top right). With head-up displays it’s completely unnecessary, and even worse, I’ve missed turning repeatedly because, tell me weird, I find it helpful to look at the map while navigating. Fortunately, you can close that video feed and go live with the map

Speaking of closing, though, the navigation system has been cut during my longest drive from Simi Valley to Enkinitas. I entered the destination and, bam, blacked out with a warning “The data on this map does not match your system. Please insert a medium with data from the corresponding map. “I tried the usual car-off, get-out, car-lock reboot method, but no. I could still use Apple CarPlay and Google Maps to get to where I wanted to go. But there will be no augmented reality head-up displays, and despite that hyperscreen beauty, Apple CarPlay just looks cheap and lame. This problem does not recur.


Although I’ve been testing EVs for over a decade now, I’ve been doing all my charging at home or in the office until very recently. Which means it’s about to be the most delusional time of the year, as well as the most delusional As such, I’ll keep it simple and avoid getting caught up in geek-level minitas.

In short, the EQS 580 is rated by the EPA to go 340 miles on a single charge, but it does better than that. I have repeatedly seen a range of 360 miles with 90-95% battery remaining. Theoretically, I only needed to charge once, but because of the trip logistics, it’s best to do it twice.

The EQS is one of the fastest charging EVs, capable of drawing at 200 kilowatts of electricity. This means it could take advantage of new 350-kilowatt charging stations and maximize more common 150-kilowatt stations. I used both speeds, but my long stop happened at a 350-kilowatt electrified America station which was only 150.21 kilowatts at maximum speed. It delivers 83 kWh of electricity in 45 minutes and brings the charge from 19% to 92%. And, naturally, that final 70-92% slowed down the charging process considerably. I didn’t really need that much extra juice to get from Encinitas to Long Beach so I really should have left it early.

Overall, this was a good experience for me a few weeks ago with the Audi RS E-Tron GT – it can be similarly fast charging, but its range is less than 100 miles, which means you’re more likely to wait in the vicinity of the Walmart parking lot. Do not like to do. Even if most EV charging happens at home, the range is absolutely crucial and EQS delivers it well enough. The 266-mile round trip from Simi Valley to Enkinitas is a typical weekend road trip that people take often and for that, there was no need to recharge the EQS at all.

The latest thought

More time with EQS has made me appreciate it more. It’s easily in my top 5 favorite cars, and if there were no price issues, I’d own one as a family transport. Of course, pricing is usually a problem, and the EQS 580 starts at $ 120,160, with options up to $ 133,655. Yeah Al that sounds pretty crap to me, Looks like BT aint for me either.

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