Atmosphere electric Mercedes-Benz EQS sedan v SUV road test

In the world of cars, at least, it feels like the label of ‘luxury’ is up in the air. Multiple screens, ambient lighting, massage seats, semi-autonomous driving – these features are fairly commonplace in inexpensive economy cars now. And, thanks to electric vehicles, those who associate silent commuting with luxury can now get that experience in a 46-grand MG hatchback.

To make matters even more confusing, the world’s most quintessential luxury car – the Mercedes-Benz S-Class – is now … three cars. Technically, there is just the one and only ‘S-Class’, a slick petrol-fuelled sedan that’s starting to get a little long in the tooth.

But, recently, the three-pointed star added two other S-badged models to the fray. Both aim to cover the same uncompromised luxury ground, but with a fully electric twist.

Having launched its EQS AMG 53 a few years ago, Mercedes-Benz has now brought the more suave, more sedate regular EQS 450 sedan to our shores. At the same time, it’s also introduced a whole new model called the EQS SUV; grafting a larger SUV body-shell and two more seats on to the same ‘MEA’ architecture.

Having recently driven both sedan and SUV (in the same 450 spec), it felt right to pose the question; which is the better luxury car? Neither can claim to be cheap, although there is one interesting anomaly. The bigger, more seat-laden SUV is cheaper than its sedan counterpart – $196,500 to $218,700.

Given that they share the same platform and name, inevitably the EQS twins have plenty in common: the same 265kW/800Nm powertrain, the same 4Matic all-wheel drive, and the same dashboard set-up, punctuated by a cascading portrait 12.8-inch touchscreen and 12.3-inch digital cluster.

They also sport the same 120kWh (108kWh usable) battery pack, with WLTPrated range of 592km in the SUV and 631km in the extra slippery sedan. Peak DC fastcharging speed is rated at 200kW. Based on

The EQS has been on sale in New Zealand in AMG trim for a few years. The ‘entry level’ (big air quotes) 450 model joined the range late last year. the figures we saw, both should comfortably do more than 500km to a charge.

Both are also huge 5-metre behemoths, with the sedan a smidge longer than the SUV. They share a 3210mm wheelbase, good for a commodious second row. The sedan has a touch more space, with the SUV’s slightly compromised by its three-row hardware. And they both have the same sort of amorphous, shape-less, aerodynamics-led design language as we’ve seen on other EVs, like Tesla’s Model 3 and Model Y.

Third-row space in the SUV is fairly compromised. The aperture for entry is tight and, once you’re in, leg room and knee room are not ideal for most adults. This is fairly standard for a 7-seater SUV. Other than that, both EQS can claim to be among the most comfortable cars I’ve had the pleasure of sitting in over the last 12 months.

The MBUX menu structure does make features like seat massaging occasionally difficult to locate, but the capable ‘Hey Mercedes’ voice controls fill that gap nicely. I’m less sold on the touch and haptic functions on the steering wheel. I’m still yet to meet anyone who prefers these to normal, regular physical buttons.

While talking comfort, I want to note that my experience driving the EQS 450 sedan was much more satisfying than the EQS AMG I sampled a few years ago. Its air suspension tune is noticeably more forgiving than its AMG stablemate, most likely also helped by its slightly smaller wheels and more sympathetic rubber.

And it’s no slouch, either. It doesn’t match the AMG’s 3.8 second 0-100kph time, of course, but 5.6 seconds still feels brisk in a big, 2.5-tonne luxo-sedan. The SUV isn’t far behind, either, clocking 100kph in a claimed 6.0 seconds. It’s noticeably less capable in the corners, mind.

The sedan’s single-pedal-driving was difficult to predict, and smooth stops – via the system or via a soft right foot – were a constant challenge. Things were even worse in the SUV, which for some reason had a rock-hard brake pedal. I’ll chalk this up to our tester having some form of issue, as the EQS SUV I drove at the model’s launch last September wasn’t nearly as bad.

Braking quirks and touchy steering wheels aside, I think the EQS twins have two big problems. The first is that they now have a competitive sibling underneath them, in the form of the EQE sedan and SUV. They look similar inside and out, and are quite a bit cheaper. It takes some of the ‘exclusivity’ shine off both models when you can get almost identical levels of luxury, tech and refinement in a cheaper package.

Perhaps an even bigger problem, for the EQS sedan at least, is the fabulous BMW i7. It’s the i7 that serves up a more refined drive, more distinctive styling and a more special and unique interior experience these days.

Between the two EQS twins, it’s the EQS sedan that wins preference. More resolved, less compromised, and a fraction more bespoke than the SUV, it was the more enjoyable drive. But, given its shortcomings, the title of quintessential luxury car appears to be firmly up for grabs.