Mercedes S-Class: can it match the hype?
The new S looks much the same from the outside, but debuts radically revised tech. Has it kept the same old magic?
The driver’s seat uses 19 motors to get adjusted and ventilated just so, and to power 10 massage programmes
Never mind the wrapper – what makes this S-Class new is the totally fresh interior. It’s digital, multi-functional and interactive, making excellent use of artificial intelligence and virtual reality, but merging all this with traditional S-Class qualities.
The MBUX-based Interior Assistant identifies the user via PIN, fingerprint, face or voice recognition, it takes gesture control and eye-tracking to the next level, and its voiceactivated communication is as sophisticated as Alexa. The cabin design is contemporary and daring in places, and beautifully executed.
And of course the S-Class still cossets. In its most elaborate form, the driver’s seat uses 19 motors to get adjusted and ventilated just so, and to power 10 massage programmes, not to mention moving the monitor on the back of the head restraint into position. Surface heating can be extended from the seat to the centre armrest, door panel, steering wheel and slumber pillow.
All of which would be irrelevant if the S-Class didn’t also drive well. When it’s up against rivals as good as the Bentley Flying Spur, Audi A8, Porsche Panamera, BMW 7-series and Maserati Quattroporte, it needs to be a car you enjoy driving, not simply a very posh taxi.
The first versions available are powered by six-cylinder petrol and diesel engines. We drove the more powerful petrol, the S500 4Matic, good for 429bhp and 384lb ft, plus an extra on-demand 22bhp and 184lb ft from the EQ mild-hybrid system. It sprints from zero to 62mph in 4.9sec, and averages 31.7-34.9mpg.
Impressive numbers, but even though the 3.0-litre straight-six is willing to rev while extending peak torque from 1800 to 5500rpm, its refinement fails to impress when pushed. How come? Because the drivetrain is geared for low-rev eciency. Sport+ in particular is at odds with the car’s character and disturbs the ⊲
flow. At the other end of the spectrum, Comfort pampers and relaxes. Even without the active E-ABC suspension that will come on stream next June, the S-Class chassis excels with a rare blend of composure, compliance and cosseting comfort. The ride is cushy without indulging in excessive amplitudes on undulating terrain, the chassis soaks up transverse irritations like a huge pillow, the standard Airmatic air suspension neutralises low-speed obstacles in magic-carpet fashion, without inducing undue floating and rolling motions.
Add to this the well suppressed wind and road noise, the quiet drivetrain at low to medium revs as well as the world-class seats, and it’s clear why W223 is the new synonym for the ultimate in splendid isolation on wheels, even if the 500 is probably not the best version.
We’ve driven a couple of other versions, and in their different ways they are even more impressive. Featuring all-wheel drive, the S580 is powered by a 4.0-litre twin-turbo V8 with an opulent 518bhp including the EQ Boost bonus (21bhp/184lb ft). This is the real McCoy, the definitive big-daddy edition that clears the fast lane by its sheer presence, the future darling of those who crave status but reject ostentatious bling. The eight is not only more potent than the six, it’s also quieter, more refined, torquier and thus more desirable overall.
Or perhaps you’d prefer to wait another year for the most advanced plug-in hybrid on the market. The S580e connects the 353bhp/369lb ft petrol six to a 148bhp/325lb ft e-motor fed by a 28.6kWh battery. The main attractions are combined torque of 553lb ft and an unrivalled zero-emissions range of over 60 miles. Unlike previous efforts, the latest PHEV can be locked in e-mode to 88mph, automatically switches power sources when entering a restricted metro area, and is compatible with all AC and DC chargers from 11 to 60kW. Boosting the battery from empty to full takes only 30 minutes. On the debit side, the energy pack reduces boot volume by roughly 30 litres, adds approximately 250kg to the already substantial kerbweight, and it will be pricier than the S580. Dynamically, the PHEV has only one systemic flaw: under braking, it prioritises recuperation over deceleration. It’s irritating rather than dangerous, and you learn to adjust your pedal action.
The combined WLTP fuel consumption is an intriguing 223.2mpg – unlikely, yes, but if you tend to do short trips and you can keep the battery topped up, you’ll rarely need petrol.
We have also tested the optional rear-wheel steering, which is so well integrated that you barely notice it, but the benefits are there in the form of both high-speed directional stability and low-speed manoeuvring agility.
You do notice the tech upgrade in the cabin, packed with new features that may seem inessential but which can definitely make driving safer, easier and more comfortable. For instance, it can automatically lower the rear sunshade as soon as the driver turns round, to help with reversing. The augmented reality paves the route with moving arrows, virtual road markings and short video close-ups, all projected in 3D via the multi-tasking head-up display, in conjunction with relevant warning symbols. And the Digital Light headlights make it easier to not only see cyclists and pedestrians, but also to communicate with them.
Not everything is successful: the optional four-spoke steering wheel covered in black-onblack touch-sliders and capacitive buttons, for instance, or the shallow, hard-to-reach touch bar that runs along the bottom of the main monitor. Losing 27 physical switches may seem like a good idea, but they’ve been replaced by the new haptic challenge of hitting the correct touch zone and getting the adjustment right.
Quibbles aside, though, the S-Class once again sets the benchmark in the luxury segment, with technology, comfort, driving ability and e¥ciency all posting sizeable gains over its excellent predecessor.
The chassis excels with a rare blend of composure, compliance and comfort. It soaks up irritations like a huge pillow
First verdict
Big spenders will struggle to find a more comfortable, clever and competent luxury saloon. It begs to be driven – or be driven in #####