2024 Mercedes-Benz EQS SUV

The volume 2024 EQS 450 4MATIC SUV makes 355 hp from its dual motors (the RWD 450+ is also 355 hp); the 580 4MATIC steps up to 536 hp and the Maybach EQS 680 SUV tops the range at 649 hp.

590 lb-ft (800 Nm) is available instantly from the dual-motor 450 4MATIC. The 580 4MATIC makes 633 lb-ft and the Maybach 680 about 700 lb-ft.

Mercedes quotes 5.8 s to 60 mph for the 450 4MATIC. The RWD 450+ is slower, at about 6.5 s, while the 580 4MATIC (~4.5 s) and Maybach 680 (~4.1 s) are quicker.

Reviewers call the EQS SUV's electric delivery near-silent, immediate and perfectly linear, with S-Class-grade isolation. The main criticism is that the 450 trims feel merely adequate rather than quick for a ~6,000-lb SUV.

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, which reviewers find intuitive.

Rated to tow 3,500 lbs with the hitch. That is well short of gas full-size luxury rivals (GLS, X7, Escalade at 7,500+ lbs) and typical of luxury EV SUVs.

4MATIC dual-motor AWD comes on the volume 450 4MATIC, the 580 and the Maybach 680, with a fully variable torque split and an Offroad drive program. The entry 450+ is RWD only, and there is no low range.

This is a pavement-oriented luxury EV. AIRMATIC can raise the ride height about 1 in for rough tracks and there is an Offroad drive mode, but there is no low range, no lockers, no skid plates and no off-road trim.

The nameplate is EV-only, but 2024 offers four distinct tunes: the RWD 450+, the dual-motor 450 4MATIC, the 536-hp 580 4MATIC and the Maybach 680. That gives reasonable choice within the electric range, though there is no gas or hybrid option (that role belongs to the GLS).

EPA rates the volume 2024 EQS 450 4MATIC SUV at 83 MPGe combined (41 kWh/100 mi). The RWD 450+ manages 86 MPGe, the 580 83 and the Maybach 680 76.

This is the EPA city rating for the 2024 450 4MATIC SUV. Like other heavy luxury EVs, it gives up much of the city-driving efficiency advantage that lighter EVs show.

This is the EPA highway rating for the 2024 450 4MATIC SUV. The slippery body keeps highway efficiency close to the city figure.

EPA rates the 2024 450 4MATIC at 330 miles on its 108.4-kWh usable pack. The 450+ reaches 339 mi, the 580 matches 330 mi, and the Maybach 680 manages 280 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 (Lucid Gravity, Escalade IQ) that accept 300 kW or more.

Mercedes quotes 31 minutes for 10–80% on a 200 kW charger with the 2023–2024 108.4-kWh pack. That is middling: 800V rivals finish in 18–25 minutes.

EPA estimates $900 a year to power the 450 4MATIC. That is far cheaper than any gas full-size luxury SUV, but only mid-pack among EVs.

As a full BEV it has no fuel-grade requirement, and Level 2 home charging is practical (EPA lists about 14 h on 240V). However, the 2024 car uses a CCS1 port, so Tesla Supercharger access needs an adapter, and a 200 kW peak is only average for public fast charging.

NHTSA has published no 5-Star Safety Ratings for the 2024 EQS SUV, and none for any year of this first-generation (2023–) model. The 4-star figure is an estimate from Mercedes' crash-structure record and the EVA2 siblings' 5-star Euro NCAP/ANCAP results, not a measured US rating.

IIHS has not crash-tested the 2024 EQS SUV, so it holds no award and has no individual results. The score is set mid-band on the strength of Mercedes' generally Good crashworthiness record and the EVA2 platform's 5-star ANCAP/Euro NCAP results (EQS sedan: 96% adult occupant).

For 2024 the RWD 450+ was dropped, leaving the EQS 450 4MATIC as the volume trim. It comes standard with 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 is in the optional Driver Assistance Package on the 450.

IIHS has not run front-crash-prevention tests on this model. Mercedes' Active Brake Assist with day/night pedestrian and cyclist detection is well regarded, and Euro NCAP/ANCAP AEB results for the EVA2 siblings are strong. 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 automatically 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, with no false alarms.

Full-speed-range Active Distance Assist DISTRONIC with Active Steering Assist and route-based speed adaptation gives refined stop-and-go and highway assist. It loses points because the package is optional on the volume 450 4MATIC.

No hands-free system is offered on the 2024 EQS SUV in the US. DRIVE PILOT (Level 3) launched on the MY2024 EQS Sedan and S-Class only, and Active Steering Assist is hands-on Level 2. The score is low-band, lifted slightly by Active Lane Change Assist; rivals with Super Cruise or BlueCruise outclass it here.

MULTIBEAM LED adaptive headlamps with Adaptive Highbeam Assist are standard, with DIGITAL LIGHT available. The hardware is excellent, but IIHS has not published a headlight rating.

Reviewers praise the large glass area, commanding 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 and 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 volume 2024 EQS 450 4MATIC seats 5 as standard, and an optional power-folding 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 (the Maybach EQS 680 SUV seats 4 or 5 only).

Front headroom is generous under the tall roofline, even with the standard panoramic roof. The 2024 body is unchanged from the 2023 launch year.

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

Second-row headroom is a highlight. The upright roofline, unlike the coupe-like EQE SUV, gives adults plenty of clearance. 2024 carries over the first-generation body.

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 (about 35.4 in headroom and 32.0 in legroom), and you get to it through the second row. It suits children on short trips and cramps teens and adults, well short of the GLS or Escalade. It is also an option rather than standard on the 2024 450 4MATIC.

Cargo space behind the second row is modest for a full-size SUV: the short rear overhang and sloping tailgate cap volume, and there is no frunk. It handles groceries and weekend bags but is tight next to a GLS or Escalade.

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, a front wireless charging pad, decent door pockets and seat-back pockets, but nothing inventive for a $105K+ EV. There is no frunk (the HEPA filter takes the space under the hood), no rear wireless pad (added only for 2026) and no onboard AC power.

Heated and ventilated power front seats with memory are well cushioned. Multicontour massage seats come standard on the 580 for 2024 (Nappa leather, heated massaging fronts) and in packages on the 450 4MATIC. The roomy, well-padded second row draws consistent praise for long-haul comfort.

AIRMATIC air suspension with Adaptive Damping is standard on every EQS SUV and absorbs broken pavement with near-limousine isolation. The only quibble is some float in Comfort mode. It 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; wind and road noise are almost absent at highway speed.

Four-zone automatic climate, heated and ventilated front seats, a heat pump (standard for 2024) and remote pre-entry climate are all standard. Heated rear seats, heated armrests, the heated steering wheel and HEPA filtration sit in packages on the 450 4MATIC; heated rear seats became standard only for 2026 and HEPA reached the Exclusive/Pinnacle trims for 2025.

Even the rear-drive entry 450+ starts above $100k, well past the SUV band ceiling. It is priced against the GLS 580 and Escalade IQ, not mainstream SUVs.

The dual-motor 450 4MATIC is the volume configuration, since AWD dominates US three-row luxury demand. The 580 4MATIC and Maybach EQS 680 SUV sell in lower volumes.

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. The 2024 EQS SUV had already lost 54% of its value in about two years, though KBB rates that 'about average for the segment'.

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 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 (35% retained, or about $37,993) leaves about $70,558 in depreciation. Add the projected $9,750 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $80,308 in total.

The 2024 EQS SUV is the second model year of the first-generation (2023-onward) EVA2 model and a carry-over year. Third-party assessments place it average to slightly below average among luxury EVs, with complaints concentrated in software, driver-assist and charging rather than the battery or motors. That sits just below the peer-group median: behind the BMW X7 and Lexus LX, ahead of the Range Rover and Rivian R1S.

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

Two NHTSA campaigns cover the 2024 model year, and both are software remedies. The more serious is a battery-management fault that can shut down the high-voltage battery and cut drive power. The other fixes a non-compliant pedestrian-alert sound. There are no fire campaigns, but a loss-of-drive-power recall keeps this at typical rather than clean. The 48V fuse-box re-repair recall (25V255) affects the 2023 model only.

The EVA2 drivetrain (a large lithium-ion pack with permanent-magnet motors) is Mercedes' first dedicated EV architecture, and high-mileage durability data is limited. Reported problems involve battery-management software and 12V/48V ancillaries rather than failed drive units or cells, so there are no hard red flags, but the design is still unproven long-term.

With a price above $100K, the cabin delivers Nappa leather, open-pore wood or high-gloss trim, metal accents and the optional MBUX Hyperscreen. Reviewers consistently rate the materials top-tier, even when they criticize the software and some glossy surfaces.

Assembly at the Tuscaloosa plant is generally tight, with consistent panel gaps and a very quiet cabin. There are scattered problems: screen glitches, HVAC quirks and occasional trim rattles. Early-generation units drew more of these software and electronics complaints, and Mercedes' initial-quality scores trail the premium average.

Mercedes-Benz USA has roughly 380 franchised dealers. Coverage is strong in metro areas and thinner in rural ones, and EV-certified technicians are not at every store. 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 battery, drive units, Hyperscreen, air suspension) are dealer-only, and aftermarket support is minimal.

For 2024 the dash-spanning 56-in MBUX Hyperscreen became standard on every EQS SUV, putting a 17.7-in OLED center touchscreen in the volume EQS 450 4MATIC. That is above the SUV band ceiling; in 2023 the 450 trims had a 12.8-in OLED screen instead.

Second-generation MBUX on the Hyperscreen is fast, graphically rich and deeply personalisable with 'zero layer' shortcuts, but reviewers note glare/reflections on the glass, dense menus and touch-heavy climate and steering-wheel controls.

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

'Hey Mercedes' natural-language voice control is among the best in the segment, and MBUX Navigation with Electric Intelligence plans charging stops and preconditions the battery; AR navigation overlays are available.

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

A 12.3-in configurable OLED driver display with multiple layouts is standard as part of the Hyperscreen; 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/powertrain updates are less frequent than Tesla's or Rivian's.

Mercedes me app covers remote lock/unlock, locate, preconditioning, charge scheduling and Send2Car; Digital Vehicle Key support exists, but several services move to paid subscriptions after the trial.

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

KEYLESS-GO proximity entry, push-button start and a power liftgate are standard, with HANDS-FREE ACCESS and Digital Vehicle Key phone-as-key available.

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

The large Augmented Reality Head-Up Display is optional on the volume 450 4MATIC (in the Pinnacle package) rather than standard. It is excellent when fitted.

Wide rear doors, a roomy second row and two full LATCH sets make car seats easy, but the third row is optional and kid-only, and cargo behind it is tiny — family duty works with compromises compared with a GLS or Escalade.

Standard Active Brake Assist with pedestrian and cyclist detection, Active Blind Spot Assist with exit warning, lane keeping and, new for 2024, automatic lane change are strong. But NHTSA and IIHS have never crash-tested the EQS SUV, and full DISTRONIC with steering assist sits in the optional Driver Assistance Package on the 450.

Air suspension, a library-quiet cabin, four-zone climate and limo-like second-row space make long drives easy for four or five; luggage room with all seats occupied is limited and rear entertainment is optional.

Standard 10-degree rear-axle steering, air suspension, smooth instant torque and adjustable regen (including one-pedal-style D Auto) make traffic effortless; sheer size is the main friction.

At 83 MPGe combined and a $900/yr EPA energy cost, running costs per mile are far below any gas full-size luxury SUV, partly offset by high insurance and tire costs.

At about 202 in long and 6,300 lb it is big, but rear-axle steering gives a ~36-ft turning circle — tighter than the GLS or X7 — and the standard 360-degree camera and sensors help in tight garages.

A 3,500-lb tow rating is far below traditional full-size SUVs and towing slashes range; no bed and a luxury cabin make it a poor work vehicle.

Glass Hyperscreen, light leather and delicate trim are the opposite of work-ready, and there is no fleet or commercial variant.

No 120V outlets or V2L, no upfitter provisions, no rubberized cargo floor and limited towing — not designed for jobsite use.

An EPA range of 330 miles, 200-kW DC charging (10-80% in about 31 minutes), a hushed cabin and air suspension make it a superb tourer. It uses a CCS1 port with no native NACS for 2024 and trails the Lucid Gravity on range and charging speed.

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

Seats fold nearly flat to 74 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 6,300-lb EQS SUV surprisingly wieldy with little body roll, but it feels soft and floaty in Comfort mode and is secure rather than engaging.

Steering is accurate with reasonable heft and some road texture, aided by rear-steer, but lightens in Comfort and is not as communicative as the best rivals.

Stopping power is strong and fade-free, and Mercedes revised the braking software for 2024 to improve pedal feel and regen blending. Even so, the pedal position still shifts with the selected recuperation level, which unsettles new drivers.

The 355-hp dual-motor drive delivers seamless, instant torque with well-judged tip-in and smooth regen transitions across modes.

Motor whine is barely audible and vibration through the controls is essentially nil — serene even by luxury-EV standards.

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

Wide seat and wheel adjustment and a commanding view, but the deep Hyperscreen dash pushes some drivers to sit high, glass reflections are distracting, and touch-only controls (including capacitive wheel buttons) bury common functions.

Quick (5.8 s to 60) and effortless, but deliberately serene — a fast lounge rather than a driver's SUV, well behind the Lucid Gravity or Model X Plaid for engagement.

The 2024 base spec is genuinely loaded: AIRMATIC air suspension, rear-axle steering, a heat pump, Burmester 3D audio and a panoramic roof are all standard. KBB also lists the 56-inch MBUX Hyperscreen and Driver Assistance Package as standard, though the third row remains an option.

At ~$106k–$129k, 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 its rapid depreciation shows the market judged the sticker too high.

The ladder runs from the EQS 450+ RWD through the 450 4MATIC and 580 4MATIC to the new Maybach EQS 680 SUV, with an optional third row. Powertrain and battery choice is narrower than the gas GLS family offers.

US demand collapsed during calendar 2024, when most 2024 models were sold: combined EQS sedan and SUV sales roughly halved year over year.

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 styling and weak residuals mean the halo doesn't fully transfer.

High dealer inventory through 2024 brought sizeable cash discounts, and leases passed through the $7,500 federal commercial EV credit. Purchases didn't qualify for the consumer credit. The buyer benefit is strong, though driven by weak demand.

2024 is the second model year of the first generation (launched 2023) on the dedicated EVA2 platform. It is a change year: a larger ~118 kWh battery, a standard heat pump and a front-motor disconnect on 4MATIC models, which keeps it current.

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