EQS 53 savagely powerful
Mercedes has launched the EQS range in New Zealand, and it’s starting with the range-topping AMG 53 model, writes Nile Bijoux.
Mercedes-Benz has kicked off the next phase of its electric roll-out, and it’s starting with a big one. The AMG EQS 53 is the daddy of the range, a mighty fourdoor aiming to take down the likes of the Porsche Taycan and Tesla Model S.
We drove the prototype, so it’ll be interesting to see how Mercedes has tweaked it for production.
Make me an instant expert: what do I need to know?
The EQS 53 is the most powerful variant of the EQS range. Mercedes isn’t planning a 63 model at this stage, and it probably doesn’t need it. There will be a regular Mercedes-Benz EQS 450 soon, which trades a motor for additional comfort and swank, much like the differences between the combustion S-Class models.
But for now, the 53 is the only option for those wanting an all-electric AMG powerhouse. It’s AMG’s first go at a fully electric vehicle, and it represents the debut of a new electric platform, called MEA. Expect to see this more in the future.
The new platform also means the EQS hasn’t had its electricals shoehorned into an existing car, like the EQC or EQA models. This is a ground-up EV.
It’s incredibly aerodynamically efficient, boasting a drag coefficient of 0.23, and the braking system relies mostly on regen, clawing back as much as 300kW of power. Pair those with a fat 108kWh battery pack and the EQS offers a claimed range of around 511km.
Being an AMG, there’s a healthy amount of power on tap. As standard, the two motors make 484kW/950Nm, but adding the AMG Dynamic Plus pack bumps those to 560kW and 1020Nm, broadly the same as the Porsche Taycan Turbo S. That means 0-100kph in 3.4 seconds (down from 3.8s) and a top speed of 250kph.
Where did you drive it?
In Sydney, about five hours before a huge amount of rain was due to fall. The roads were already damp in places but not bad enough to prevent a decent drive.
They also gave a good idea as to how the EQS would handle Kiwi roads, being similarly rough.
It’s interesting, this thing. Being an AMG, it naturally leans towards performance over luxury, but the name indicates it is an electric S-Class. But really, it’s more of an S-Class-sized performance sedan that should really be treated on its own.
There’s a buttload of power, as is now the norm with EVs, enough to rival the Taycan Turbo S, but not enough to be as fast. The EQS does weigh around 300kg more, but I didn’t expect it to be nearly a full second slower.
The sample car had the AMG Dynamic Plus pack fitted, which not only increases the outputs of the motors, but it also adds Race Start – launch control. In other words, this is the sort of thing you do to show off electric torque to your unsuspecting friends, and is never not entertaining, and AMG added some fake rocket booster noises to the experience. Cheesy? Yeah, but this is Elon Musk’s world now, so follow suit or be left behind. At least there aren’t any fart noises. . .
Cooler than the noises is the pulsing effect of the car when the launch is primed. Feels like the whole thing is straining at the leash to rearrange the internal organs of the occupants, which is awesome.
Driving like a normal person reveals it rides well, if a little firm. Makes sense, considering it’s an AMG, but also highlights the fact that this is somewhat outside the typical S-Class realm. You definitely wouldn’t say it’s uncomfortable, though, even with the suspension set to its sportiest.
The chassis is great, well-balanced through the corners without too much understeer in Sport mode, and the power delivery is savage as it punts you out the other side.
I wasn’t a big fan of the AMG noise in Sports Plus, it sounded too much like it was trying to emulate a V8 (just lean into the sci-fi-ness of it all), and the brakes had the mushy initial bite typical of regenerative systems, ironed out in other EVs of the $300,000 type.
Somewhat disappointing was the much-hyped Hyperscreen. Even though I had no reason to expect otherwise – all of the pre-release imagery showed it in full – the fact that it was just three individual screens under one piece of glass was a bit of a bummer.
The bezels between the screens is quite thick, so there’s no illusion of a single seamless screen, it shows fingerprints quite badly, and there’s nowhere to rest or steady your hand when trying to touch the buttons.
The passenger screen is quite cool though, as it can do most of what the central screen can. Plus, you can pair a separate headset to it and listen to your own music if you want. You can also toggle between headset or car audio output if you want to share your tunes.
As a whole the system functions well though, with minimal lag even when stressing both screens with swipes and jabs.
What’s the pick of the range?
While the EQS 53 isn’t perfect, it’s a damn good first showing for AMG. There’s plenty of power, lots of tech and heaps of range. It also, rather menacingly, leaves room for an even more powerful ‘‘63’’ in the future. Officially, there aren’t any plans for one, but if that were true, why not name this one the 63?
It also nails the price:performance ratio at $310,000. The as-powerful-butfaster Porsche Taycan Turbo S starts at $381,900 and the less-powerful Audi RS e-tron GT asks $277,090. Meanwhile, the Tesla Model S Plaid doesn’t have a price listed online but was previously linked to a circa-$230,000 sticker, although that’s not here yet and we’ve no idea when it will be.
Why would I buy it?
You like the idea of an electric AMG, love Mercedes’ EV styling, and don’t want to pay nearly $400,000 for a highperformance EV.
Why wouldn’t I buy it?
You’d prefer the sporty nature of the Taycan, or you’d rather the comfort and luxury approach of the incoming Mercedes-Benz EQS 450.