2024 Mercedes-Benz EQS Sedan

The volume 2024 EQS 450 4MATIC makes 355 hp (265 kW) combined from its dual motors, the same as the RWD 450+. The 580 4MATIC and AMG EQS cover the upper end of the range.

The second motor lifts the 450 4MATIC to 590 lb-ft combined, against 419 lb-ft for the RWD 450+. That is far above the sedan norm and arrives instantly.

Mercedes and KBB both quote 5.3 s for the 2024 450 4MATIC. That is brisk for a roughly 5,600-lb luxury sedan, though well behind the 580 and AMG.

The dual-motor drivetrain gives immediate, seamless, near-silent thrust, and the front motor decouples under light load. Reviewers single it out as one of the most hushed powertrains in the luxury-sedan class.

A single-speed reduction gear means there are no shifts. The steering-wheel paddles pick the regen level (D+, D, D–, D Auto), and D Auto's predictive one-pedal mode blends smoothly.

4MATIC dual-motor AWD comes on three of the four 2024 US trims (450 4MATIC, 580 4MATIC and AMG EQS); only the base 450+ is rear-drive. It is widely available but not standard, and there are no terrain modes beyond torque-split management.

The EQS is electric only, with no gas, hybrid or PHEV option. It does come in four output tiers from 355 to 751 hp, and buyers who want combustion are pointed to the S-Class.

This is the EPA combined figure for the volume 2024 EQS 450 4MATIC. The 450+ and 580 4MATIC rate 96. That is middling for an EV sedan despite the 0.20 Cd body, because the car weighs about 2.6 tons.

This is the EPA city figure for the volume 450 4MATIC. The car's mass blunts the city advantage most EVs get from regenerative braking.

This is the EPA highway figure for the volume 450 4MATIC. The very low-drag body helps it more on the highway than in the city.

This is the EPA range for the volume 450 4MATIC on the 108.4 kWh pack. The larger 118 kWh pack from the April 2024 facelift reached US cars for MY2025, not 2024. The range is strong for the class but trails the Lucid Air and Model S.

Mercedes quotes a 200 kW DC peak on the 400-volt architecture. That is mid-pack among EV sedans; the 800V/350 kW system only arrives with the 2026 facelift.

Mercedes quotes 31 minutes for 10–80% on the 108.4 kWh pack. That is respectable for one of the largest batteries in the class, but slower than 800V rivals.

This is the EPA estimated annual electricity cost at 15k mi/yr for the volume 450 4MATIC, and it is the same for every non-AMG trim.

It uses no gasoline, and the 9.6 kW onboard charger refills the big pack overnight on home Level 2. It scores below 80 because the 2024 car is a 400V CCS1 model with no bundled NACS adapter (Mercedes started including one with MY26 cars), so Supercharger access means buying an adapter, and DC sessions run longer than on 800V rivals.

NHTSA has not crash-tested the 2024 EQS Sedan. Both the RWD and AWD entries read 'Not Rated' for overall, frontal, side and rollover. Per the framework, an unrated vehicle takes 0 rather than an inferred star count.

IIHS has never tested the EQS Sedan, so it has no TSP/TSP+ award and no US crashworthiness results. It sits mid-band on its 5-star Euro NCAP result and a robust airbag complement. It falls a touch below the 2025, which added a standard front center airbag, and trails rated rivals such as the S-Class and 7 Series.

Unlike the EQE, the EQS includes Mercedes' full active-assist suite as standard. On the volume 450+ that means Active Brake Assist, DISTRONIC adaptive cruise, Active Steering Assist, Active Lane Change Assist, Active Blind Spot Assist, cross-traffic functions and a 360° camera. NHTSA also lists forward-collision and lane-departure warning as standard for 2024.

Standard Active Brake Assist covers vehicles, pedestrians and cyclists, with cross-traffic and turning functions. IIHS has not run front-crash-prevention tests on the EQS, so the score rests on Euro NCAP's strong safety-assist and vulnerable-road-user results.

The standard suite includes Active Blind Spot Assist with corrective braking, an exit warning for approaching cyclists and vehicles, and rear cross-traffic braking. Coverage is active intervention on every trim, not alert-only.

Standard Active Steering Assist uses map data for curves and pairs with Active Lane Change Assist. Reviewers find it smooth and confident hands-on, in line with the S-Class implementation.

Standard DISTRONIC is full-speed-range with stop-and-go. It also slows for curves, roundabouts and speed limits using route data. Combined with Active Steering Assist, this is among the most refined highway assists in the class.

The 2024 EQS Sedan was one of the first two US models, alongside the S-Class, to offer DRIVE PILOT, a certified SAE Level 3 eyes-off system. Its envelope is narrow: approved California and Nevada highways, up to about 40 mph behind a lead vehicle, in daylight and dry weather. Real-world coverage therefore trails Super Cruise or BlueCruise, but the capability is unique.

Adaptive LED headlamps with Adaptive Highbeam Assist are fitted, with DIGITAL LIGHT micromirror projection available. IIHS has never rated the EQS headlights, so the score rests on the hardware rather than a test result.

The one-bow, cab-forward liftback shape brings thick A- and C-pillars, a high beltline and a small, steeply raked rear window. The standard 360° camera and parking sensors compensate at low speed, but rear three-quarter sightlines remain a recurring reviewer complaint.

Outboard lower LATCH anchors and top tethers sit in a roomy full-size rear bench with large rear doors, which suits rear-facing seats. The anchors are tucked into the bolstered cushions, and the sloping roofline narrows the opening slightly for loading a seat.

Every 2024 EQS Sedan trim, including the volume EQS 450 4MATIC, seats five in a 2+3 layout.

Front headroom is generous for a fastback sedan. The body is the unchanged V297 (2022 generation) shell, so the 2024 cabin dimensions match the launch car.

Front legroom is adequate but not class-leading. The cabin packaging favors the long rear compartment.

Rear headroom is good despite the arching roofline, though a little short of three-box rivals such as the S-Class and 7 Series.

The flat EV floor and 126.4-in wheelbase give limousine-like rear room, though it trails long-wheelbase S-Class and 7 Series rivals. KBB's lone con for the 2024 car is less rear seat space than the S-Class.

A liftback hatch instead of a trunk lid gives an unusually large, versatile cargo hold for a full-size luxury sedan.

There is a two-level floating center console with wireless charging, and for 2024 the rear armrest gains a wireless charging pad. Door bins are usable and there is an underfloor well under the hatch. The hood is sealed, so there is no frunk.

For 2024 the rear seats become heated and power-adjustable with extendable cushions. The front seats are flagship-grade, with multicontour massage and ENERGIZING Comfort programs available on the 450 and standard on the 580.

AIRMATIC air suspension with adaptive damping is standard. Reviewers describe S-Class-grade isolation, with only mild firmness on the largest wheels.

A near-silent EV drive, acoustic glazing, heavy insulation and a Cd 0.20 body make this one of the quietest cabins on sale.

Four-zone climate, HEPA ENERGIZING Air Control, a heated wheel and remote preconditioning are standard. For 2024 heated rear seats and a heat pump are also standard. Ventilated and massage front seats are mostly packaged on the 450 trims.

The entry 2024 EQS 450+ costs nearly twice the sedan band's $55k ceiling, which is normal for a flagship full-size luxury EV.

The AWD EQS 450 4MATIC is the volume US configuration. It starts at $108,550 with destination, and common option packages push typical stickers to around $114k. The 580 4MATIC starts at $128,500.

With no oil service, scheduled maintenance is modest. Year 5 falls outside the 4-yr/50k basic warranty, though, and AIRMATIC air suspension, large tires and complex electronics are costly to repair at Mercedes flagship labor rates.

The EQS sedan is one of the steepest-depreciating luxury cars. A 2024 580 that cost $128,500 new was worth about $69k on KBB after roughly two years (~54%), and the decline continues, so a ~37% 5-year residual is realistic. CarEdge's 47%-loss model looks optimistic against those observed prices.

This is the standard Mercedes-Benz new-vehicle limited warranty, mid-pack among luxury brands.

The EQS high-voltage battery is warranted for 10 years/155,000 miles, top of the band and longer than the 8-yr/100k most rivals offer.

2024 buyers got two years of unlimited 30-minute Electrify America DC fast-charging sessions via Mercedes me Charge, a Mercedes me connect trial and standard roadside assistance. That is a meaningful package, but the charging is capped per session and non-transferable, and no multi-year free scheduled maintenance is included.

$114,000 volume-trim price minus its estimated resale value after 5 years (37% retained, or about $42,180) leaves about $71,820 in depreciation. Add the projected $7,500 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $79,320 in total.

Consumer Reports has too little survey data to publish a 2024-specific EQS Sedan score. Its EQS outlook, built from the Mercedes-Benz brand score and limited EQS data, is worse than the average new car. Owner complaints centre on electronics and software, charging and the battery-management system, and body hardware. The 2024 model year is mid-generation V297 (the facelift was revealed in April 2024), so the outlook is the generation's, which puts the car in the lower half of its peer group but above the Lucid Air and Model S.

In US dependability studies Mercedes-Benz sits in the lower half of premium brands, well behind Lexus and behind Cadillac and Porsche. Consumer Reports' brand rankings put it in the lower tier of luxury makes. That is mid-pack to below average, but not among the very worst brands.

The 2024 EQS Sedan has 4 NHTSA recalls, fewer than the 2022 launch year (about 14) or 2023 (about 7). One of them is safety-relevant: battery-management software could shut down the high-voltage battery and cause a sudden loss of drive power. Another is the AVAS pedestrian-sound software recall. All are software fixes and none is a fire or hardware campaign, but the generation's record is still busier than the segment norm.

The volume EQS 450+ uses Mercedes' EVA2 permanent-magnet rear drive unit, in service since 2022 across the EQS and EQE. There is no widespread motor or pack hardware failure pattern. However, the 2024 BMS-software recall for loss of drive power, plus 12V and charging glitches, mark it as a newer and less proven powertrain than Tesla's long-running Model S hardware.

The cabin is among the best for materials in the full-size luxury EV class: Nappa leather, open-pore wood, backlit trim and extensive ambient lighting, with the MBUX Hyperscreen optional on the 450+. Reviewers rank its tactile quality alongside the S-Class and ahead of the Model S and Lucid Air.

The Sindelfingen-built EQS delivers S-Class-grade panel gaps, isolation and a solid door feel. Mercedes' quality complaints centre on infotainment and software glitches rather than assembly defects, which keeps it just short of the S-Class and BMW i7.

Mercedes-Benz has about 380 US dealers, a denser network than BMW or Audi, and most are certified for high-voltage EQ service. Its service satisfaction is mid-pack among luxury brands, behind Lexus and Genesis.

Mercedes parts are among the industry's most expensive and are mostly dealer-sourced. The EQS adds a large high-voltage pack, air suspension, rear-axle steering and large display assemblies, with little aftermarket support for EV-specific parts. Out-of-warranty repairs are costly.

From the 2024 model year the MBUX Hyperscreen is standard on every US EQS Sedan, so the volume 450 4MATIC has the 17.7-in OLED center display. It is no longer the 12.8-in portrait screen.

The Hyperscreen's MBUX is fast and crisp, with a contextual 'zero layer' home screen and a front-passenger display. Reviewers still fault its deep menus and touch-only shortcuts.

Wireless Apple CarPlay and Android Auto are standard on every 2024 EQS Sedan trim.

The 'Hey Mercedes' assistant understands natural language, and a ChatGPT beta reached US MBUX cars in mid-2023. Native navigation with Electric Intelligence plans charging stops and preconditions the battery.

A 15-speaker, 710-W Burmester 3D surround system with Dolby Atmos is standard. A 4D upgrade with seat transducers is available.

A 12.3-in OLED driver display is standard and offers multiple configurable views.

MBUX and some vehicle functions update over the air, and features such as drive programs can be bought OTA. It predates MB.OS, so whole-vehicle update scope trails Tesla and Lucid.

The Mercedes me connect app covers remote preconditioning, lock and locate, charge scheduling and digital key. Some services become paid after the trial.

There is wireless charging front and, new for 2024, in the rear armrest, plus USB-C ports in both rows. There is no household AC outlet.

KEYLESS-GO proximity entry with flush pop-out handles and push-button start are standard. A digital phone key is supported through Mercedes me, and a power charge-port flap is new for 2024.

A 360-degree camera, PARKTRONIC and Active Parking Assist are standard, with a transparent-hood view.

For 2024 the augmented-reality head-up display is available on every variant, including the volume 450 4MATIC, but it is an option rather than standard.

There is generous rear legroom, outboard LATCH anchors, and a hatch that takes a stroller easily. The low seat height and sloping roofline make buckling a child in more awkward than in an SUV.

The full driver-assistance suite, PRE-SAFE and a 360° camera are standard, and rear side airbags are new for 2024. However, the US car carries no NHTSA or IIHS crash rating, and its price is far above family territory.

The cabin is class-leading for quiet, with four-zone climate and newly heated, power rear seats with a wireless-charging armrest. Optional rear entertainment gained wireless headsets for 2024. EPA range is 345 mi on the 450 4MATIC, and the hatch holds plenty of luggage.

Smooth EV torque, selectable regen with D Auto, adaptive cruise, air suspension and standard rear-axle steering make traffic effortless despite the car's 207-in length. KBB notes that the 2024 regen/brake blend was overhauled for a more natural pedal.

The 450 4MATIC is rated at 95 MPGe combined (35 kWh/100 mi) and $800/yr to power, far cheaper per mile than a gas flagship. Pricey tires and insurance offset part of that.

At 207 in long it is a big car, but rear-axle steering gives a 35.8-ft turning diameter. A standard 360° camera and Active Parking Assist help, though rear visibility is poor.

There is no US tow rating and no bed. The cargo hold is shaped for luggage rather than tools or materials.

Leather, open-pore wood and the glossy full-width Hyperscreen surface are not built for abuse, and there is no fleet or commercial heritage.

There is no vehicle-to-load outlet, no work-oriented cargo provision and no upfit ecosystem.

Superb seats, a near-silent cabin, polished DISTRONIC with Active Steering Assist and 345 mi of EPA range make it an excellent tourer. Its 200-kW, 400-V charging (31 min for 10–80%) and CCS1 inlet trail the 800-V rivals.

4MATIC on the volume trim and AIRMATIC's lift function help on snow and gravel. Ground clearance is low, with no roof-rail provision and no US tow rating.

The liftback is rare among full-size luxury sedans: 22 cu ft grows to 63 cu ft through the 40/20/40 split-fold. There is no frunk or roof-rack provision.

At about 5,600 lb it is composed rather than sporty. Standard rear-axle steering and adaptive air suspension make it secure and surprisingly nimble at low speed, but it is a step behind the BMW i7 and Lucid Air for body control and grip.

The steering is precise and light but widely described as numb and synthetic, with little feedback even in Sport mode.

Stopping power suits the mass. For 2024 the brakes were upgraded and the regen/friction blend recalibrated for a more natural pedal, with paddle-selectable regen and D Auto.

The 450 4MATIC's dual motors (355 hp, 590 lb-ft) deliver seamless, instant torque with no shift interruptions. Tip-in is smooth, though less urgent than the 580's.

The motors are near silent and transmit virtually no vibration. The EQS is regularly benchmarked among the quietest production cars.

Standard rear-axle steering gives a compact-car turning circle on a 126.4-in wheelbase. Mercedes USA quotes 35.7 ft with the 10° system.

The seat and wheel adjust over a wide range. Thick A-pillars and a small rear window limit sightlines, and many functions sit in touch menus or on haptic wheel pads, though the standard Hyperscreen keeps controls in reach.

The volume 450 4MATIC is deliberately isolating and rewards relaxed driving rather than enthusiast driving. The AMG EQS is the engaging version.

The 2024 EQS 450+ comes loaded at base: AIRMATIC air suspension, a large MBUX central touchscreen, panoramic roof, heated and ventilated power front seats, Burmester audio and a broad safety suite. The MBUX Hyperscreen, rear-axle steering upgrades and Driver Assistance packages still cost extra on the 450 trims.

About $105k buys one of the longest EPA ranges in the class (450+ ~350 mi on the pre-facelift 108 kWh pack) and flagship luxury. The Lucid Air and Tesla Model S deliver more range and performance per dollar, so this is fair value rather than a bargain. Large incentives improved real transaction value.

The lineup runs 450+ RWD, 450 4MATIC, 580 4MATIC and AMG EQS, spanning about $105k to $148k with real drivetrain and performance steps and deep option packages. There is no lower-priced entry rung.

In 2024 the EQS Sedan was a slow and declining seller. Luxury EV demand cooled, Mercedes walked back its EV-share targets, and inventory piled up enough to need $13,500 bonuses. It trails the gasoline S-Class and the EQS SUV in US volume.

Mercedes-Benz is a top-tier aspirational luxury brand. The pre-facelift EQS's grille-less 'jellybean' styling dulled the halo, which Mercedes acknowledged by adding a grille and hood star in the 2024 facelift.

The 2024 EQS Sedan was one of the most heavily incentivized luxury cars: $13,500 electric bonuses on MBFS lease or finance, $7,500 lease bonus cash and further dealer discounting. That is a large buyer benefit, even though it reflects weak demand.

MY2024 is the third year of a generation launched for MY2022 and the last before the facelift. The facelift was revealed in April 2024, during this model year's sales, bringing a grille, a larger battery and interior updates, so 2024 buyers faced an imminent refresh.

Reviewers praise its range, ride and silence but fault the styling, a cabin less special than the S-Class and the steep pricing. It generally loses head-to-heads with the BMW i7 and Lucid Air and has no recent major awards.