Mercedes-Benz EQS: Late, but powerful

A record drag coefficient of 0.20, an MBUX touchscreen across the entire dashboard, and over-the-air updates. For the Daimler Group, the new EQS is nothing less than the definitive "start of a new era for the company." This 5.2-meter-long luxury liner is the first to use a purely electric architecture, internally called "EVA," which in this case is scaled down from the top. Why begin with the EQS? "Because the S-Class has always been the flagship and innovation carrier at Daimler," explains Schäfer, stating that Mercedes-Benz should from now on stand more than ever for luxury and quality.

Top values in drag coefficient and range according to WLTP

The top drag coefficient is also expected to lead to a range of up to 770 kilometers according to WLTP, of which about 500 kilometers should remain in real-world use - still impressive. This means that with one charging stop, one could cover most long-distance routes worldwide. But why 5.2 meters in length with a 3.2-meter wheelbase? Could it not have been a bit smaller to make the EQS even more efficient? According to Schäfer, 5.2 meters is an international standard in the luxury class, and the generous dimensions fully benefit the passengers, as the EQS can naturally offer much more space than the standard S-Class. Thanks to rear-wheel steering, the new luxury liner also drives very compactly, according to Schäfer. And for those who find it too large, he points to the EQE on the same basis, which is significantly more compact (at least under five meters in length) and will also bring higher quantities. Of course, SUVs can also be realized on "EVA," but between the lines, it is clear that GLS and Co. have two disadvantages for Schäfer, even if he would not admit it outright: First, an SUV can never be as efficient as a sedan, and second, the S-Class as a technology carrier always trumps the still young G-models, which even as GLS can never fully offer the luxury of the "real" S-Class.

However, as mentioned, according to Daimler CEO Ola Källenius, the group is striving for nothing less than "the leading position" in electric drives and vehicle software, which is why four models will be based on "EVA" by 2024. This is why the company has also massively upgraded the MBUX multimedia system: Several displays seamlessly merge and form a curved screen band over 141 centimeters wide. The accessible area for passengers is a generous 2,432.11 cm². The large cover glass of the MBUX Hyperscreen is three-dimensionally curved in a mold process at temperatures of about 650°C. This process allows for a distortion-free view of the display unit across the vehicle's width, regardless of the glass curvature. Depending on the equipment, up to 350 sensors monitor the EQS's functions or scan the vehicle's surroundings - not counting antennas.

Easy operation, with no menus for essential applications - thank you!

The sensors measure distances, speeds, accelerations, light conditions, precipitation and temperatures, seat occupancy as well as the driver's blinking or the passengers' speech. The optional driving sound of the EQS is interactive and responds to more than a dozen parameters like pedal position, speed, or recuperation. But what is much more important: To access the main MBUX applications, the user has to scroll through zero(!) menu levels. Hence the term Zero Layer, and also a relatively "old-fashioned" look: many functions in MBUX have simply been transferred from switch to touch, which is ergonomically less critical than nested submenus. For haptic feedback during operation, 12 actuators are placed under the MBUX Hyperscreen's touch surfaces. When the finger touches certain spots, they trigger a noticeable vibration of the cover glass.

Safety also in the head-up display: The display area of the optionally available larger head-up display corresponds to a monitor with a diagonal of 77 inches. The imaging unit consists of a high-resolution matrix of 1.3 million individual mirrors.

But even in terms of air conditioning, new standards are set to be established: The so-called Hepa filter (High Efficiency Particulate Air) as part of the optional "Energizing Air Control Plus" package cleans the incoming outside air with a volume of 9.82 dm³ at a very high filtration level. Over 99.65 percent of particles of all sizes are expected to be filtered out. To neutralize odors, around 600 grams of activated carbon are used. According to Daimler, the adsorption area is approximately equal to 150 football fields.

More than 50 functions are already available as an over-the-air update; the "Drive Pilot" for autonomous driving in traffic jams will soon be available for the electric S-Class EQS. An 800-volt architecture and a new control unit system have not yet been finalized. But Schäfer can counter critical questions here as well: Firstly, sufficient computing power is available for future applications, and secondly, the EQS can recharge up to 300 kilometers within 15 minutes or go from ten to eighty percent SOC within 31 minutes.

And what about sustainability? According to Schäfer, there are plans to improve here as well: the batteries offer a benchmark guarantee of ten years or up to 250,000 kilometers, and there have already been significant advances in chemistry and longevity. The status and "health" of the battery can also be checked continuously. The EQS also stands for longevity, which could benefit from over-the-air updates in the future. Schäfer believes that the individual evolution steps will be shorter in the future. EVA will "definitely live more dynamically" than any Daimler platform before. As mentioned, Daimler doesn't settle for less than superlatives—at least not when it's about a new S-Class!

What does that mean?

Even in the seventies, Daimler always maintained a respectful distance from current trends and instead planned cars for eternity. It's similar now with the EQS: It's coming late but is supposed to set new standards. And since the EQS floats quieter and more serenely than the combustion S-Class and is also more practical thanks to the large rear hatch, it could very well outshine the standard S-Class. This makes the sales figures all the more eagerly anticipated.