2025 Mercedes-Benz EQS Sedan

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

The second motor lifts the 450 4MATIC's combined torque to 590 lb-ft against the RWD 450+'s 419 lb-ft. That is far above the sedan-segment norm and delivered instantly.

KBB's 2025 trim listing gives 5.4 s for the 450 4MATIC; MBUSA has quoted 5.3 s on the trim page. Quick for a 5,600-lb luxury sedan, but the volume trim is not the rocket the 580 and AMG are.

The dual-motor drivetrain delivers immediate, seamless, near-silent thrust, and the front motor decouples when it is not needed. It is one of the most hushed powertrains in the luxury-sedan class, and reviewers single out its serene character.

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

4MATIC dual-motor AWD comes on three of the four 2025 US trims (450 4MATIC, 580 4MATIC and AMG EQS), and only the base 450+ is rear-drive. It is widely available but not standard and has no terrain modes beyond torque-split management.

The EQS is electric only, with no gas, hybrid or PHEV option, so buyers get a single powertrain type. It does come in four output tiers from 355 to 751 hp. Buyers who want combustion are sent to the S-Class.

This is the EPA combined MPGe for the volume EQS 450 4MATIC. The RWD 450+ rates 98 and the 580 4MATIC 93. For 2025 every non-AMG sedan got the larger 118 kWh pack, which raised range but left efficiency mid-pack for EV sedans.

This is the EPA city MPGe for the volume 450 4MATIC. The car's roughly 2.6-ton curb weight blunts the city advantage most EVs get from regen.

This is the EPA highway MPGe for the volume 450 4MATIC. The 0.20 Cd body is why the car holds up better on the highway than in the city.

This is the EPA range for the volume 450 4MATIC on the 118 kWh pack that became standard on the non-AMG sedans for 2025. It rose from 2024 (MBUSA's older 108.4 kWh spec quoted 340 mi). It is strong for the class but behind 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, and the 350 kW 800V system only arrives with the 2026-unveiled facelift (a later US model year).

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

This is the EPA estimated annual electricity cost for the volume 450 4MATIC at 15k mi/yr. The 450+ costs $750, the 580 4MATIC $800 and the AMG $950.

It uses no gasoline, and the 9.6 kW onboard AC charger refills the large pack overnight on a home Level 2 circuit. It sits below 80 because it is a 400V CCS1 car: Tesla Supercharger access depends on an adapter, which Mercedes only began bundling with MY26 cars, and DC sessions run longer than on 800V rivals.

NHTSA has never crash-tested the V297 EQS Sedan: the 2022, 2023 and 2024 EQS 4-door RWD/AWD entries are all 'Not Rated' in every frontal, side and rollover category, and no 2025 EQS entry exists. Per the framework, an unrated vehicle takes 0 rather than an inferred star count.

IIHS has not tested the EQS Sedan in any year, so it holds no TSP/TSP+ and has no published US crashworthiness results. It sits mid-band on the strength of its 5-star Euro NCAP result and the MY2025 addition of a standard front center airbag, the same treatment as the untested EQE SUV, but it trails rated rivals.

Unlike the EQE, where the Driver Assistance Package costs extra, the EQS includes Mercedes' full active-assist suite as standard. 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 on the volume 450+. NHTSA also lists forward-collision and lane-departure warning as standard.

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 VRU results and on IIHS results for other Mercedes models with the same sensor suite.

Active Blind Spot Assist with corrective braking intervention, exit warning for approaching cyclists and vehicles, and rear cross-traffic braking are part of the standard suite, so coverage is active rather than alert-only on every trim.

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, though it is hands-on only outside DRIVE PILOT's narrow envelope.

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 2025 EQS Sedan is one of only two US Mercedes models offering DRIVE PILOT, a certified SAE Level 3 eyes-off system. Its envelope is narrow: approved California and Nevada highways, at up to about 40 mph behind a lead vehicle, in daylight and dry weather. So real-world coverage trails Super Cruise or BlueCruise, but the capability is unique.

Adaptive MULTIBEAM/DIGITAL LIGHT LED headlamps with Adaptive Highbeam Assist are fitted, with the Digital Light micromirror projection on upper configurations. 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 that gives the EQS its low drag also 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.

Standard 2+3 seating for five on every 2025 EQS Sedan trim, including the volume EQS 450 4MATIC.

Generous front headroom for a fastback sedan. The 2025 model is carried over from the 2024 facelift (V297, 2022 generation), so the body and cabin dimensions are unchanged.

Adequate, though not class-leading. The EQS gives up some front stretch-out room in favour of its very long rear cabin.

Good rear headroom despite the arching roofline, and close to traditional three-box rivals. The panoramic roof costs roughly an inch.

The flat dedicated-EV floor and 126.4-in wheelbase give limousine-like rear legroom, though it still falls short of long-wheelbase S-Class and 7 Series rivals.

A liftback hatch rather than a trunk lid gives the EQS a very large cargo hold for a sedan. With the 40/20/40 rear seats folded it expands to 63 cu ft.

Everyday storage is competent: a two-level floating center console with a wireless-charging tray, usable door bins and an underfloor well beneath the hatch. There is no frunk, though, because the hood is sealed and service-only, and nothing here is as clever as the Lucid Air's dual trunks.

Heated, power-adjustable front seats come standard, with multicontour massage seats and ENERGIZING Comfort front/rear programs available (these programs were discontinued for MY26, so 2025 still offers them). Reviewers consistently rate long-haul comfort as flagship grade.

AIRMATIC air suspension with adaptive damping and 10-degree rear-axle steering are standard on the 2025 car. The result is S-Class-grade isolation over broken pavement, with only mild firmness on the optional 21-in wheels.

A silent EV powertrain, acoustic glass, extensive sound deadening and the most aerodynamic production body of its launch era (Cd 0.20) make it one of the quietest cabins on sale.

Standard four-zone climate, ENERGIZING Air Control with HEPA filtration, a heated steering wheel, remote preconditioning and heated front seats. Ventilated and massage seats and heated rear seats are mostly package content on the volume 450 4MATIC rather than standard as on the 580.

The entry 2025 EQS 450+ costs nearly twice the sedan band's $55k ceiling, as flagship full-size luxury EVs do.

The EQS 450 4MATIC is the volume US configuration. It starts at $108,550 with destination, and typical option packages (Pinnacle, Driver Assistance, Executive Rear Seat) push dealer stickers into the $114k–$116k range.

The EV drivetrain avoids oil service, but Mercedes flagship labor rates, AIRMATIC air suspension, large tires and expensive out-of-warranty electronics put projected 5-year maintenance and repair at the top of the sedan band.

EQS depreciation has been among the steepest in the market: early EQS sedans lost well over half their value within 2–3 years, and heavy new-car incentives keep pressing used prices down. A ~35% 5-year residual sits at the floor of the sedan band.

Standard Mercedes-Benz new-vehicle limited warranty, mid-pack for luxury brands.

The EQS high-voltage battery carries a 10-year/155,000-mile warranty, top of the band and longer than most rivals' 8-year/100k coverage.

Mercedes me Charge gives two years of complimentary 30-minute Electrify America sessions from activation, a Mercedes me connect trial is included, and Mercedes roadside assistance is standard. Mercedes EQ models also include early scheduled maintenance. That is a meaningful package versus most luxury rivals, though the charging perk is capped per session and not transferable.

$114,000 volume-trim price minus its estimated resale value after 5 years (35% retained, or about $39,900) leaves about $74,100 in depreciation. Add the projected $9,000 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $83,100 in total.

Consumer Reports projects the EQS Sedan as less reliable than the average new car, based on the Mercedes-Benz brand score and limited EQS survey data, with complaints concentrated in in-car electronics/software, charging/BMS and body hardware. The 2025 model year, the first full year after the April 2024 facelift, carries the same V297 architecture, so the below-average outlook carries over. That puts it in the lower half of its peer group, above the Lucid Air and Model S.

In US dependability studies Mercedes-Benz sits in the lower half among premium brands, well behind Lexus (140 PP100, first in J.D. Power's 2025 VDS) and behind Cadillac and Porsche. Consumer Reports' brand rankings put it in the lower third of luxury makes. That makes it mid-pack to below average, but not among the very worst brands.

Over its life, the V297 generation has had a heavy recall load: about 14 campaigns on the 2022 launch year and 7 on 2023. Later years have tapered to about 4 on 2024, and 2025 has a similar or smaller count, mostly software campaigns. Examples include the pedestrian-warning sound recall (25V366) covering 2022–2025 EQS units. There is no fire or drivetrain-failure campaign, but the generation's overall record is still busier than the segment norm.

The volume EQS 450+ uses Mercedes' EVA2 permanent-magnet rear drive unit, which has been in service since 2022 across the EQS and EQE. For the 2024 facelift its battery grew to about 118 kWh usable. There is no widespread motor or pack failure pattern, but early BMS/charging software fixes and 12V-related incidents mean the powertrain is newer and less proven than Tesla's long-running Model S hardware.

The EQS 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. The 2024 facelift added chrome B-pillar vent accents and Nappa-piped rear pillows. The MBUX Hyperscreen is optional on the 450+ and standard on the 580. Reviewers rank the cabin's tactile quality with the S-Class and ahead of the Model S and Air.

The Sindelfingen-built EQS delivers S-Class-grade panel gaps, isolation and a solid door feel. Mercedes' quality complaints tend to be about infotainment and software glitches rather than assembly defects, which holds the score just short of the S-Class and i7.

Mercedes-Benz has about 380 US dealers, a denser network than BMW or Audi, and most are EQ-certified for high-voltage service. Its service satisfaction ranks 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, active air suspension, rear-axle steering and large display assemblies, with little aftermarket support for EV-specific parts. Out-of-warranty repairs are costly, in line with other flagship EVs.

The volume EQS 450 4MATIC's standard layout pairs a 12.3-in driver display with a 12.8-in portrait OLED touchscreen. The full-width Hyperscreen, with its 17.7-in center screen, is an option on the 450 trims and standard on the 580.

MBUX runs quickly with crisp OLED graphics and a 'zero layer' contextual home screen. Reviewers still fault its deep menus and touch-only shortcuts, and the standard 12.8-in screen gives up the Hyperscreen's passenger display.

Wireless Apple CarPlay and wireless Android Auto are standard on every 2025 EQS Sedan trim.

The 'Hey Mercedes' natural-language assistant handles conversational climate, navigation and vehicle commands, with a ChatGPT-backed knowledge feature rolled out to MBUX in the US. Native navigation includes Electric Intelligence route planning with charging stops and battery preconditioning.

A 15-speaker, 710-W Burmester 3D surround system with Dolby Atmos is standard, a premium branded system on the volume trim. The 4D upgrade with seat transducers is available.

A 12.3-in OLED driver display is standard, with multiple configurable views and high-resolution graphics.

The 2025 EQS supports over-the-air updates to MBUX and several vehicle functions, plus purchasable OTA features such as rear-steer upgrades and drive programs. It predates MB.OS, so whole-vehicle update scope and cadence trail Tesla and Lucid.

The Mercedes me connect app offers remote preconditioning, lock/unlock, vehicle location, charge scheduling and digital key support. Some services move to paid subscriptions after the trial period.

There are front wireless charging and multiple USB-C ports front and rear, with rear wireless charging available. The car still uses a CCS1 inlet, and the NACS adapter only became standard equipment for MY26.

KEYLESS-GO proximity entry with flush pop-out handles and push-button start are standard, and a phone-as-key digital key is supported via Mercedes me.

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

A large augmented-reality head-up display with AR navigation arrows is available as a package option on the 450 trims, not standard. When fitted, it is among the best in the segment.

The long wheelbase gives generous rear legroom and accessible LATCH anchors in both outboard seats. The low seat height and sloping roofline make leaning in to buckle a child more awkward than in an SUV or a three-box sedan.

The full Driver Assistance suite is standard (DISTRONIC, Active Steering Assist, Active Blind Spot Assist with exit warning, PRE-SAFE, 360° camera), and a center airbag is new for MY25. However, there is no NHTSA or IIHS crash rating for the US car, and the entry price is far above family territory.

Class-leading cabin quiet, four-zone climate, a roomy rear bench with available heated and massage rear seats, and a hatch that swallows family luggage far better than a trunk. EPA range is 367 miles on the 450 4MATIC.

Standard 10-degree rear-axle steering shrinks the car's effective size at low speed. Smooth EV torque, selectable regen with D Auto, adaptive cruise and air suspension make daily traffic effortless despite the car's 207-in length.

The 450 4MATIC is rated at 92 MPGe combined (37 kWh/100 mi) with an EPA estimate of $850/yr to power, far cheaper per mile than a gas S-Class. Expensive tires and insurance blunt the savings.

At 207 in long and nearly 5,600 lb it is a big car, but 10-degree rear-axle steering cuts the turning circle to about 35.7 ft. A standard 360° camera and Active Parking Assist help in tight spaces, though rear visibility is poor.

The EQS is not rated for towing in the US and has no bed. Its cargo hold is shaped for luggage, not tools or materials.

Nappa or MB-Tex leather, open-pore wood and glossy display surfaces are not built for abuse, and the EQS has no fleet or work-vehicle heritage.

The US car has no vehicle-to-load outlets and no work-oriented cargo provisions, and there is no upfit ecosystem.

With 367 miles of EPA range (390 on the 450+), superb seats, a near-silent cabin and polished DISTRONIC/Active Steering Assist, it is an excellent mile-eater. Its 200-kW, 400-V charging (31 min for 10–80%) trails the 800-V Lucid Air and the 2026 EQS update.

Standard 4MATIC on the volume trim and AIRMATIC's lift function help on snowy or gravel roads. Ground clearance is low, though, and there is no factory roof-rail provision or US tow rating, so it is unsuited to trailheads.

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

The car weighs about 5,600 lb but feels composed, thanks to standard 10-degree rear-axle steering and adaptive air suspension. Reviewers call it secure and surprisingly nimble at low speed, but comfort-first: a step behind the BMW i7 for body control and the Lucid Air for grip.

Precise and light, but consistently criticized as numb and synthetic, with little road feedback even in Sport mode.

Stopping power suits the mass. Regen blending is generally smooth, with paddle-selectable levels and an adaptive D Auto mode, though some testers note the occasional transition between regen and friction braking.

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

Motor operation is near silent with virtually no vibration, and the car is regularly benchmarked among the quietest production cars.

10-degree rear-axle steering was standard on the 450 trims through MY25 (MY26 dropped them to 4.5° standard), giving a compact-car turning circle on a 126.4-in wheelbase. With 4.5° it would be about 36.1 ft (11.0 m).

The power seat and wheel adjust over a wide range and the seats are excellent. The low seating, thick A-pillars and small rear window limit sightlines, and many functions sit in touch menus or on haptic steering-wheel pads.

Deliberately isolating and serene. Even in Sport mode with synthetic sound, the volume 450 4MATIC rewards relaxed driving rather than enthusiast driving; the AMG EQS is the engaging one.

The 2025 EQS 450+ comes loaded at base: AIRMATIC air suspension, the large MBUX central touchscreen, panoramic roof, heated and ventilated power front seats, Burmester audio and a broad driver-assist suite. The MBUX Hyperscreen and some assistance and rear-seat packages are still extra-cost on the 450 trims.

About $105k buys class-leading EPA range (the facelift's larger 118 kWh battery) and full flagship luxury. However, the Lucid Air beats it on range and performance per dollar, and the Tesla Model S on acceleration per dollar. That makes it fair value, not a bargain.

The lineup is 450+ RWD, 450 4MATIC, 580 4MATIC and AMG EQS, spanning roughly $105k to $150k+ with real drivetrain and performance steps and rich option packages. There is no lower-cost entry rung.

The EQS Sedan is a soft seller. Luxury EV demand cooled, Mercedes scaled back its EQ targets, and the sedan trails both the EQS SUV and the gasoline S-Class in US volume.

Mercedes-Benz remains a top-tier aspirational luxury brand. The EQ sub-brand's divisive styling has dulled the halo somewhat, which the 2025 facelift's grille and hood star aim to fix.

It is among the most heavily discounted luxury cars: large lease cash, MB Financial rate specials and five-figure dealer discounts have been common on EQS inventory. That is a big buyer benefit, even though it reflects weak demand.

2025 is the facelift year, bringing a new grille and hood star, a larger battery and interior updates. The EVA2 platform dates to 2022, and a second facelift with 800-volt architecture followed for 2026, so the 2025 car was current but soon superseded.

Reviewers praise its range, ride refinement and quietness but criticize the styling, a cabin that feels less special than the S-Class, and the pricing. It rarely beats the BMW i7 or Lucid Air in comparisons and has no major 10Best or NACTOY-tier wins.