2023 Mercedes-Benz EQS SUV

The volume 2023 EQS 450 4MATIC SUV makes 355 hp from dual motors, as does the RWD 450+. The 580 4MATIC makes 536 hp, and the Maybach EQS 680 SUV did not arrive until the 2024 model year.

The dual-motor 450 4MATIC produces 800 Nm (590 lb-ft), available instantly. The RWD 450+ makes 419 lb-ft and the 580 4MATIC 633 lb-ft.

Mercedes quotes 5.8 s to 60 mph for the 450 4MATIC, which is adequate rather than quick for a roughly 6,000-lb SUV. The 580 4MATIC cuts that to about 4.5 s, and the RWD 450+ is slower.

Reviewers describe the electric drive as near-silent, immediate and linear, with S-Class-grade isolation. The only common criticism is that the 450 trims feel merely adequate for the vehicle's mass.

The single-speed direct drive has no shifts and never hunts. Steering-wheel paddles select regen levels, including an adaptive D Auto mode and strong one-pedal-style recuperation.

With the optional hitch the EQS SUV is rated to tow 3,500 lbs across all trims. That is well short of gas full-size luxury rivals (GLS, X7, Escalade at 7,500+ lbs).

Dual-motor 4MATIC AWD with a fully variable torque split comes on the volume 450 4MATIC and the 580, along with an Offroad drive program. The entry 450+ is RWD, and there is no low range.

This is a pavement-oriented luxury EV. AIRMATIC can raise the body for rough tracks and there is an Offroad mode, but there is no low range, no lockers, no skid plates and no off-road trim.

The nameplate is EV-only, and 2023 offers three tunes: the RWD 450+, the dual-motor 450 4MATIC and the 536-hp 580 4MATIC. There is no gas or hybrid option (that role belongs to the GLS), and the Maybach 680 came only for 2024.

EPA rates the volume 2023 EQS 450 4MATIC SUV at 78 MPGe combined (about 43 kWh/100 mi). The RWD 450+ manages 85 MPGe and the 580 4MATIC 77 MPGe, putting all trims below the 2024 cars, which gained a larger pack and better efficiency.

This is the EPA city rating for the 2023 450 4MATIC SUV, which is low for an EV given its roughly 6,000-lb curb weight.

This is the EPA highway rating for the 2023 450 4MATIC SUV. The slippery body keeps it close to the city figure.

EPA rates the 2023 450 4MATIC at 285 miles on the launch 108.4-kWh usable pack, as it does the 580 4MATIC; the RWD 450+ reaches 305 mi. That is well below the 2024 car's 330 mi.

Mercedes quotes up to 200 kW DC through a CCS1 inlet on the 400-volt EVA2 platform. That is competent, but behind 800V rivals that accept 300 kW or more.

Mercedes quotes 31 minutes for 10–80% on a 200 kW charger. That is middling: 800V rivals finish in roughly 18–25 minutes.

EPA estimates $950 a year to power the 450 4MATIC. That is far cheaper than any gas full-size luxury SUV, but only mid-to-low among EVs.

As a full BEV it has no fuel-grade requirement, and Level 2 home charging is practical (EPA lists about 12.75 h on 240V). However, the 2023 car's CCS1 port predates NACS, so Tesla Supercharger access arrived only later via an adapter.

NHTSA has not crash-tested the 2023 EQS SUV, its first US model year, so it has no 5-Star Safety Rating. The framework scores an unrated vehicle as 0.

IIHS has not crash-tested the 2023 EQS SUV, so it has no award and no individual results. The score sits mid-band on the strength of Mercedes' crash-structure record and the EVA2 platform's 5-star Euro NCAP/ANCAP results.

On the volume EQS 450+ (RWD, offered only for 2023 in this generation) and the 450 4MATIC, standard equipment covers Active Brake Assist (pedestrian, cyclist and cross-traffic functions), Active Blind Spot Assist, Active Lane Keeping Assist, ATTENTION ASSIST and PRE-SAFE. Full-range DISTRONIC with Active Steering Assist comes in the Driver Assistance Package, which is optional on the 450 trims and standard on the 580.

IIHS has not run front-crash-prevention tests on this model. Mercedes' Active Brake Assist, with day/night pedestrian and cyclist detection, scores strongly in Euro NCAP/ANCAP for the EVA2 siblings, but without a US rating it is not placed at the top of the band.

Active Blind Spot Assist with brake intervention and Exit Warning is standard, and Active Brake Assist's cross-traffic function can brake for crossing traffic. Coverage is complete for the segment.

Active Lane Keeping Assist is standard. Active Steering Assist (lane centering, in the Driver Assistance Package) is reviewed as smooth and trustworthy.

Full-speed-range Active Distance Assist DISTRONIC with Active Steering Assist and route-based speed adaptation gives refined stop-and-go driving and highway assist. It loses points because the package is optional on the volume 450+.

The 2023 EQS SUV offers no hands-free system in the US. DRIVE PILOT (Level 3) reached the US only on the MY2024 EQS Sedan and S-Class, and Active Steering Assist is a hands-on Level 2 system. Active Lane Change Assist lifts the score slightly, but rivals with Super Cruise or BlueCruise outclass it.

LED headlamps with Adaptive Highbeam Assist are standard, and DIGITAL LIGHT is available. The hardware is strong, but IIHS has published no headlight rating.

Reviewers praise the large glass area, high seating position and crisp surround-view camera. The sloping rear glass and thick D-pillars slightly limit rearward sightlines.

There are two full LATCH sets on the second-row outboard seats plus a center tether, and the large rear doors and power-adjustable second row help. The optional third row is too tight to be practical for car seats.

The 2023 launch-year EQS SUV seats 5 as standard, and an optional third row raises that to 7. It is scored at the available maximum because a third row is a defining full-size luxury SUV feature.

Front headroom is generous under the upright roofline, even with the standard panoramic roof.

Front legroom trails full-size luxury SUV rivals. The dash-forward EV packaging limits how far the seat travels, though the cabin still feels open.

Second-row headroom is a highlight. Unlike the coupe-like EQE SUV, the upright roofline gives adults plenty of clearance.

The 126.4-in wheelbase gives limousine-grade second-row legroom, competitive with the GLS and BMW X7 despite the battery floor.

The optional third row seats two but is tight (35.4 in of headroom, roughly 32 in of legroom), and you reach it through the second row. It suits children on short trips and cramps teens and adults, well short of a GLS or Escalade. It is an extra-cost option on the 2023 450 4MATIC.

Cargo space behind the second row is modest for a full-size SUV: the short rear overhang and sloping tailgate cap the volume, and there is no frunk. Published figures range from about 23 to 31 cu ft depending on the measuring method, so the higher, US-style figure is used.

Maximum cargo space is mid-pack for SUVs but below full-size luxury rivals (GLS, X7, Escalade), and the sloped rear glass limits usable height.

Everyday storage is competitive, with a two-level center console that has a large open bin underneath, a front wireless charging pad, decent door pockets and seat-back pockets. But there is nothing inventive for a $105K+ EV: there is no frunk (the HEPA filter module takes the space under the hood), no rear wireless pad and no onboard AC power.

The heated power front seats with memory are well cushioned, and the roomy, well-padded second row is praised for long-haul comfort. Massaging front seats come with the Exclusive trim rather than as standard on the base Premium trim for 2023, and Nappa leather and massage only became standard on the 580 for 2024.

AIRMATIC air suspension with adaptive damping is standard on every 2023 EQS SUV and soaks up broken pavement with near-limousine isolation. The only quibble is some float in Comfort mode. Its ride is a segment benchmark alongside the Range Rover and Escalade.

Acoustic glass, heavy insulation and the silent EV powertrain make this one of the quietest cabins on sale, with almost no wind or road noise at highway speed.

Heated front seats, remote pre-entry climate and HEPA cabin filtration are standard, and four-zone climate and ventilated/massaging seats arrive with the Exclusive trim. The heat pump was not standard until 2024, and heated rear seats, armrests and the heated wheel sit in packages.

The launch-year rear-drive 450+ already starts above $100k, well past the SUV band ceiling. It is priced against the GLS 580 and the Model X, not mainstream SUVs.

The dual-motor 450 4MATIC is the volume configuration, since AWD dominates US three-row luxury demand. The 580 4MATIC sells in lower volume.

There is no engine to service, but Mercedes dealer labor rates, 21-inch tires on a ~6,000-lb vehicle, and AIRMATIC air-suspension wear keep projected upkeep above the SUV band ceiling.

Full-size luxury EVs depreciate fastest of any segment, and the launch-year EQS SUV is hit harder still by later-year price cuts and battery/efficiency upgrades. A ~60% loss in three years projects to roughly a third retained at five.

This is the standard Mercedes-Benz USA new-vehicle limited warranty: a year longer than the 3/36 mainstream norm, and on par with BMW, Audi and Cadillac.

For an EV the meaningful powertrain coverage is the traction battery, and 10 yr / 155k mi is among the longest in the market, well beyond the 8 yr / 100k federal minimum.

Mercedes paired the 2023 EQS SUV with two years of unlimited 30-minute Electrify America sessions, plus roadside assistance and a short included-maintenance window. That bundle is meaningful, but shorter than BMW's 3 yr/36k maintenance.

$108,550 volume-trim price minus its estimated resale value after 5 years (33% retained, or about $35,822) leaves about $72,729 in depreciation. Add the projected $10,000 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $82,728 in total.

2023 is the launch year of the first-generation EQS SUV (unveiled April 2022, built in Tuscaloosa on EVA2). A first-year model of a new EV architecture carries the most risk, and owner complaints centre on software, electronics, 12V/48V faults and charging. That puts it slightly below average and in the lower half of its peer group: behind the BMW X7, Lexus LX and GLS, ahead of the Range Rover and Rivian R1S.

Mercedes-Benz sits mid-pack to below average in J.D. Power's Vehicle Dependability Study and in the lower tier of Consumer Reports' brand rankings. It trails Lexus and BMW, and electronics and infotainment complaints recur across the lineup.

Three NHTSA campaigns cover the 2023 EQS SUV: a battery-management software fault that can shut down the high-voltage battery and cut drive power, a botched fuse-box re-repair on the 580 that carries loss-of-drive-power and fire risk, and a pedestrian-alert software fix. None is systemic hardware, but two loss-of-drive-power campaigns put the launch year a notch below the 2024 model.

The volume EQS 450+/450 4MATIC uses Mercedes' first dedicated EV architecture (EVA2): a roughly 108 kWh lithium-ion pack with permanent-magnet motors. There is no high-mileage durability record yet. Reported problems involve BMS software and 12V/48V ancillaries rather than failed cells or drive units, so there are no hard red flags, but the design is unproven.

For a price above $100K the cabin delivers Nappa leather, open-pore wood, metal accents, extensive ambient lighting and the optional 56-inch MBUX Hyperscreen. Reviewers rate the materials top-tier even when they criticise some glossy surfaces and the software.

Tuscaloosa assembly is generally tight, with consistent panel gaps and a very quiet cabin. First-year units drew scattered screen glitches, HVAC quirks, electrical faults and occasional trim rattles, and Mercedes' initial-quality scores trail the premium average.

Mercedes-Benz USA has about 380 franchised dealers. Coverage is strong in metro areas and thinner in rural ones, EV-certified technicians are not at every store, and service satisfaction is mid-pack among luxury brands.

Mercedes parts pricing is among the highest of the luxury brands. EQS SUV-specific EV components (high-voltage pack, drive units, Hyperscreen, air suspension, rear-axle steering) are dealer-only, and aftermarket support is minimal.

For 2023 the volume 450 4MATIC uses a 12.8-in portrait OLED center touchscreen with a 12.3-in driver display. The 56-in Hyperscreen, with its 17.7-in center screen, is standard only on the 580 and became standard across the lineup for 2024.

Second-generation MBUX on the 12.8-in OLED is fast, sharp and highly personalizable, with 'zero layer' shortcuts. But reviewers criticize the dense menus and the touch-heavy climate and capacitive steering-wheel controls, and the base screen lacks the Hyperscreen's wow factor.

Wireless Apple CarPlay and Android Auto are standard on every 2023 EQS SUV trim.

'Hey Mercedes' natural-language voice control is among the best in the segment. MBUX Navigation with Electric Intelligence plans charging stops and preconditions the battery, and augmented-reality navigation is included.

A 15-speaker Burmester 3D surround system with Dolby Atmos is standard, one of the strongest standard premium audio systems in the class.

A 12.3-in configurable driver display with multiple layouts is standard, crisp and smooth, though some layouts are busy.

The EVA2 platform receives OTA updates for MBUX, navigation, EV routing and selected vehicle functions, and Mercedes sells feature unlocks over the air. Core chassis and powertrain updates are less frequent than Tesla's or Rivian's.

The Mercedes me app covers remote lock and unlock, locating the car, preconditioning, charge scheduling and Send2Car, but several services move to paid subscriptions after the trial.

USB-C ports in both rows and a front wireless charging pad are standard. There is no rear wireless pad (added only for 2026) and no 120V outlet or V2L.

KEYLESS-GO proximity entry, push-button start and a power liftgate are standard, and HANDS-FREE ACCESS is available.

A 360-degree Surround View camera and PARKTRONIC sensors with Active Parking Assist are standard, and the camera image quality is praised.

The large Augmented Reality Head-Up Display is optional on the volume 450 4MATIC rather than standard, but it is excellent when fitted. The 2023 option packaging is carried from 2024 sources because no 2023 source confirmed it.

Wide rear doors, a roomy second row (40.6 in of headroom, 41.3 in of legroom) and full LATCH anchors on both outboard seats make car seats easy to fit. But the third row is optional and kid-only, and the space behind it is tiny, so family duty involves compromises a GLS or Escalade avoids.

The standard suite is strong: Active Brake Assist with pedestrian detection, blind-spot monitoring with exit warning, lane support and adaptive cruise. But NHTSA and IIHS never crash-tested the EQS SUV, and the 2024 additions (automatic lane change, the revised brake system) are absent.

Air suspension, a library-quiet cabin and limousine-like second-row space make long drives easy for four or five. But luggage room with every seat occupied is limited, and the launch pack's 285-mile range means more charging stops than in the 2024 car.

Standard rear-axle steering, air suspension, smooth instant torque and adjustable regen (including D Auto) make traffic effortless. Its sheer size and the 2023 car's inconsistent brake-pedal feel are the main friction.

At 78 MPGe combined, the 2023 450 4MATIC costs far less per mile than any gas full-size luxury SUV, though it uses more energy than the 2024 car (83 MPGe) and carries high insurance and tire costs.

At about 202 in long and around 6,000 lb it is big, but standard rear-axle steering gives a turning circle of about 36 ft, tighter than a GLS or X7. The standard 360-degree camera and sensors also help in tight garages.

A 3,500-lb tow rating is far below traditional full-size SUVs, and towing cuts deep into the 285-mile range. With no bed and a luxury cabin, it is a poor work vehicle.

Light leather, piano-black and glass surfaces, and delicate trim are the opposite of work-ready, and there is no fleet or commercial variant.

It has no 120V outlets or V2L, no upfitter provisions, no rubberized cargo floor and only limited towing, so it is not designed for jobsite use.

A hushed cabin, air suspension and 200-kW DC charging (10–80% in about 31 minutes) make it a fine tourer. But the 2023 launch pack's 285-mile EPA range is modest for a $110K EV, trails the 2024 car's 330 miles, and it uses a CCS1 port.

4MATIC all-wheel drive, an Offroad drive mode and AIRMATIC lift handle gravel roads and snow. Modest ground clearance, street tires and a 3,500-lb tow limit cap real adventure duty.

The seats fold nearly flat for 74.2 cu ft and roof rails are available, but there is no frunk, and space behind the second row is small for the class.

Standard rear-axle steering and air suspension make the roughly 6,000-lb EQS SUV surprisingly wieldy with little body roll. It feels soft and floaty in Comfort mode and is secure rather than engaging.

The steering is accurate, with reasonable heft and some road texture, and rear-steer helps. It lightens in Comfort mode and is less communicative than the best rivals'.

Stopping power is ample, but the 2023 brake pedal is long in travel and mushy, and blending between regen and the friction brakes is imprecise near a stop. Mercedes fitted an all-new braking system for 2024 to fix this.

The 355-hp, 590-lb-ft dual-motor drive delivers seamless, instant torque with well-judged tip-in. Regen transitions are smooth across modes, though D Auto can be inconsistent.

Motor whine is barely audible, and there is essentially no vibration through the controls. It is serene even by luxury-EV standards.

Standard rear-axle steering cuts the turning diameter to about 36 ft, remarkable for a 202-in SUV on a 126.4-in wheelbase. Edmunds lists 39.0 ft, so the manufacturer figure is used with MEDIUM confidence.

There is wide seat and wheel adjustment and a commanding view, but the deep dashboard pushes some drivers to sit high. Touch-only controls, including capacitive steering-wheel buttons and the touchscreen climate controls, bury common functions.

It is quick (5.2 s to 60 mph in testing) and effortless, but deliberately serene: a fast lounge rather than a driver's SUV, and well behind the Lucid Gravity or Model X Plaid for engagement.

The 2023 base spec includes AIRMATIC air suspension, a twin-pane panoramic roof, a 15-speaker Burmester system, HEPA filtration and a full driver-assist suite. But the 56-inch MBUX Hyperscreen and the third row were extra-cost options in the launch year (the Hyperscreen became standard for 2024).

At ~$106k–$132k, the EQS SUV trails a Rivian R1S on capability, and a Tesla Model X on performance, per dollar. Its case rests on refinement and badge, and the ~60% three-year value loss shows the market judged the sticker too high.

There are three powertrains (450+ RWD, 450 4MATIC, 580 4MATIC), each in Premium, Exclusive and Pinnacle packaging, with an optional third row. There is a single battery, and the Maybach EQS 680 SUV did not arrive until the following model year.

Launch-year 2023 was the nameplate's best US sales year, but combined EQS sedan and SUV volume was still a small fraction of the gas GLS. Demand softened through the year as inventory built, ahead of a ~52% drop in 2024.

The three-pointed star is among the most aspirational US badges, and the EQS carries 'S-Class of EVs' positioning. But the EQ sub-brand's polarizing jellybean styling and weak residuals mean the halo doesn't fully transfer.

From January 2023, leases passed through the $7,500 federal commercial EV credit, and dealer discounts grew through the year as EQ inventory built. Purchases didn't qualify for the consumer credit, because every trim is over the $80,000 SUV MSRP cap, even though it is built in Tuscaloosa, Alabama.

2023 is the launch year of the first generation, on the dedicated EVA2 platform. It is all-new, though the larger battery and the standard heat pump arrived a year later.

Reviewers praise its quietness, ride and cabin luxury, but criticize its styling, touch-heavy controls, a tight optional third row, and efficiency that trails rivals. It has no 10Best, NACTOY or comparison-test wins.