We are in the scenario now with electric cars as we were when, in 2015, Samsung introduced Wi-Fi in its washing machines. So in love was the tech company with the mere ability to add Internet connectivity to a device you had to physically interact with, thus denying any need for remote control, which put it anyway and praised such a move. questionable as the true beginning. of the “smart home”.
In fact, he was anything but smart. Samsung didn’t even turn it into a washer-dryer, so when its unstable app sometimes plugged into your machine and sent you a decidedly useless message that your little ones were now clean, there was nothing you could do about it. apart from getting upset because they were sitting there in the tub in a static lump.
Just because you can do something technically doesn’t mean you have to. The design of electric vehicles these days would do well to heed this maxim, especially when it comes to car technology. Which brings us directly to Mercedes ’flagship, all-electric, luxury car, the EQS. So much technology has been thrown at this car that frankly I don’t know where to start, so let’s get to the digital overload later and start with the specs.
Destined to take on Audi’s e-tron GT, Tesla Model S and Porsche Taycan, the EQS is Mercedes ’statement of intent for future electric cars. After all, it has confirmed that it will offer an electric vehicle in all segments by 2025, and then make its entire range fully electric by the end of the decade.
Designed more like an executive limousine rather than a sports car, it has the largest battery ever installed in a production car (107.8 kWh), meaning it offers a 484 mile WLTP range. of Tesla. This range is helped by the fact that it is rear-wheel drive, not all-wheel drive, and a drag coefficient of 0.20 (which, according to Merc, makes it the most aerodynamic car in the world). Despite having only two propelled wheels, the 5.2-meter-long, 2.5-ton giant with 333 hp can reach 62 mph in 6.2 seconds and then reach 130 mph.
The deluxe driving element is most evident at low speeds, where the EQS is impressive, almost silent, with only the slightest hint of wind noise when you exceed 80 mph. The driving experience is conveniently enjoyable, with refined bags and a serene ride. Shocks to the road surface are easily absorbed. The seams of the concrete will look instead of felt. Multiple levels of regenerative braking, including a “smart recovery” setting that uses the various EQS cameras and computers to decide when to return power to the battery, make the brakes barely touch. . This is doubly fortunate, as the brake sensation here is not the best.
Interestingly, despite the weight of this huge battery, the EQS is agile and light in direction, with little body roll thanks to the low center of gravity. But the overall feeling is to be transported instead of an overly attractive unit, which is the point of this EV, in all fairness.
When it comes to battery management, if you find a 200 kW charger, the car will charge from 10 to 80 percent in just 32 minutes. Useful note: on long journeys it is faster to do this with this car two 80 percent charge more than one to 100 percent. This doesn’t come close to Kia’s EV6, nor does it match the Taycan or the Audi e-tron GT, mind you. And then consider that this $ 100,000 car costs $ 41,500 more than that Kia. At this price level, and given that the EQS is based on Merc’s first electric vehicle architecture, you should rightly expect your charging capacity to be better than that of Kia or Hyundai. Recharging via a 7 kW home wallbox takes a little over 17 hours, but if you can take advantage of the EQS ‘built-in 22 kW charger, this will be reduced to five hours and 45 minutes.