2025 Mercedes-Benz EQS SUV

The volume 2025 EQS 450 4MATIC's dual motors make 355 hp (the RWD 450+ is also 355 hp); the 580 4MATIC steps to 536 hp and the Maybach EQS 680 SUV tops the range at 649 hp.

590 lb-ft available instantly from the dual-motor 450 4MATIC; the 580 4MATIC makes 633 lb-ft and the Maybach 680 roughly 700 lb-ft.

Mercedes quotes 5.8 s 0–60 for the 2025 450 4MATIC; the RWD 450+ is slower (~6.5 s) and the 580 4MATIC (~4.5 s) and Maybach 680 (~4.1 s) are quicker.

Reviewers describe the EQS SUV's electric delivery as near-silent, immediate and perfectly linear, with S-Class-grade isolation; the one critique is that the 450 trims feel merely adequate rather than quick for a ~6,000-lb vehicle.

Single-speed direct drive: no shifts, no hunting. Steering-wheel paddles select regen levels including an adaptive 'D Auto' mode and one-pedal-style strong recuperation, which reviewers find intuitive.

Rated for 3,500 lbs with the trailer hitch — 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 is on the volume 450 4MATIC, 580 and Maybach 680, with fully variable torque split and an Offroad drive program; the entry 2025 450+ is RWD only, and there is no low range.

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

EV-only nameplate, but with four distinct tunes in 2025 — RWD 450+, dual-motor 450 4MATIC, 536-hp 580 4MATIC and the Maybach 680 — so choice within the electric range is reasonable even with no gas or hybrid option (that role belongs to the GLS).

EPA rates the volume 2025 EQS 450 4MATIC SUV at 79 MPGe combined (43 kWh/100 mi). The RWD 450+ manages 82 MPGe and the Maybach 680 76 MPGe — low for an EV, as the big pack moves a ~6,000-lb SUV.

EPA city rating for the 2025 450 4MATIC SUV; heavy luxury EVs give up the low-speed efficiency advantage lighter EVs show in city driving.

EPA highway rating for the 2025 450 4MATIC SUV; the slippery body keeps highway efficiency close to the city figure.

For 2025 the EQS SUV moved to a larger 118-kWh pack (from 108.4 kWh), lifting the volume 450 4MATIC to 312 mi EPA from 285 mi. The 450+ reaches 323 mi, the 580 317 mi and the Maybach 680 302 mi.

Mercedes quotes up to 200 kW DC on the 400-volt EVA2 platform — competent, but behind 800V rivals (Lucid Gravity, Escalade IQ) that accept 300 kW or more.

Manufacturer-quoted 31 minutes 10–80% on a 200 kW charger; third-party tests land at 32–33 min (~150–153 kW average). Middling — 800V rivals do the job in 18–25 minutes.

EPA estimates $950 a year to power the 450 4MATIC — far cheaper than any gas full-size luxury SUV, but only mid-pack among EVs given 43 kWh/100 mi.

Full BEV with no fuel-grade obligation; the 9.6 kW onboard charger makes overnight Level 2 charging practical. For 2025 the car still uses a CCS1 port, so Tesla Supercharger access requires an adapter, and 200 kW peak is only average for public fast charging.

NHTSA has published no 5-Star Safety Ratings for any year of the EQS SUV, 2025 included. The 4-star figure is an estimate from Mercedes' crash-structure record and the EVA2 platform's Euro NCAP results, not a measured US rating.

IIHS has not crash-tested the 2025 EQS SUV, so it holds no award and has no published individual results. The score is set mid-band on the strength of Mercedes' generally Good crashworthiness results elsewhere and the EVA2 siblings' 5-star Euro NCAP results.

The volume EQS 450 4MATIC 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 adaptive cruise with Active Steering Assist sits in the Driver Assistance Package on the lower trims.

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 reviewers cite strong emergency braking. Without a formal rating it is not scored 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 this luxury segment.

Active Lane Keeping Assist is standard, and 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 it is optional (Driver Assistance Package) on the volume trim.

No hands-free system is offered on the EQS SUV in the US. Mercedes' Level 3 DRIVE PILOT launched only on the EQS Sedan and S-Class, and Active Steering Assist is hands-on Level 2. The score is in the low band, lifted slightly by Active Lane Change Assist and the strong hands-on Level 2 stack, which rivals with Super Cruise or BlueCruise outclass 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 for the EQS SUV.

Reviewers praise the large glass area, commanding driving 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 tether at the center, 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 EQS 450 4MATIC is a 5-seater as standard with an optional third row raising capacity to 7; scored at the available maximum because the third row is a defining full-size luxury SUV feature (the Maybach EQS 680 is 4/5-seat only).

Generous front headroom under the tall, upright EQS SUV roofline even with the standard panoramic roof.

Front legroom trails full-size luxury SUV rivals — the dash-forward EV packaging and the deep Hyperscreen dash limit fore/aft seat travel, though the cabin still feels open.

Second-row headroom is a highlight; the boxy roofline (unlike the coupe-ish EQE SUV) gives adults ample clearance. Carry-over first-generation body for 2025.

The 126.4-in wheelbase delivers 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, 32.0 in legroom) with access through the second row — fine for children on short trips, cramped for teens and adults, and well short of the GLS or Escalade. It is also an option rather than standard on the volume trim.

Cargo 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. Fine for groceries and weekend bags, tight next to a GLS or Escalade.

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

Competitive everyday storage — a two-level center console with front wireless charging pad, decent door pockets and seat-back pockets — but nothing inventive for a $108K EV. There is no frunk (the under-hood space houses the HEPA filter), the rear wireless charger only arrived for 2026, and there is no onboard AC power.

Heated, power front seats with memory and supportive cushioning; multicontour seats with massage and ventilation are available via the Exclusive/Pinnacle packages, and the second row is roomy and well padded. Long-haul comfort is consistently praised, though the best seats cost extra on the 450 4MATIC.

AIRMATIC adaptive air suspension is standard on every EQS SUV and soaks up broken pavement with near-limousine isolation; some float in Comfort mode is the only quibble. 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 front seats, standard heat pump and remote pre-entry climate are standard; ventilated/massage seats, heated rear seats, heated armrests and the heated steering wheel/windshield sit in packages on the 450 4MATIC (heated power rear seats became standard only for 2026), and HEPA filtration is on Exclusive/Pinnacle for 2025.

Even the entry rear-drive 450+ starts well above $100k, far beyond the SUV normalization ceiling. This is a flagship three-row luxury EV, priced against the GLS 580 and Escalade IQ rather than mainstream SUVs.

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

There is no engine to service, but Mercedes dealer labor rates, large 21-inch tires on a heavy 6,000-lb chassis, and air-suspension service keep projected upkeep above the SUV band ceiling. Two years of included maintenance offsets only the cheapest early visits.

Full-size luxury EVs are the worst-depreciating segment in the market. The EQS line's collapsing US demand and the 2026 price cuts of up to ~16% put further pressure on used values.

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

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

Two years of included scheduled maintenance, two years of unlimited 30-minute Electrify America DC fast-charging sessions, and roadside assistance make a meaningful bundle. However, the maintenance window is short against BMW's 3 yr/36k and Cadillac's charging credits, which keeps it in the upper-mid band.

$109,300 volume-trim price minus its estimated resale value after 5 years (30% retained, or about $32,790) leaves about $76,510 in depreciation. Add the projected $10,045 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $86,555 in total.

The 2025 EQS SUV is a carry-over year of the first-generation (2023-onward) EVA2 model, and third-party assessments put it at average to slightly below average among luxury EVs, with owner complaints concentrated in software, sensors and control modules rather than the battery or motors. That sits near the peer-group median, below the BMW X7 and Lexus LX but ahead of the Range Rover and Rivian R1S.

Mercedes-Benz has spent recent years 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 its electronics and infotainment complaints recur across the lineup.

NHTSA lists three EQS SUV campaigns for this generation, and two of them reach the 2025 model year. The more serious is a battery-management software fault that can shut down the high-voltage battery and cut drive power. The other is a pedestrian-alert software fix. Both are software remedies, and there are no fire campaigns, but a loss-of-drive-power recall weighs on the score. The earlier 48V fuse-box recall (24V-115 and its re-repair, 25V-255) affects the 2023 model only.

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

With a starting price above $100K, the cabin delivers Nappa leather, open-pore wood or high-gloss trim, metal accents and the optional MBUX Hyperscreen. Reviewers consistently praise how rich the materials are, 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. Owners and reviewers report scattered problems: screen glitches, HVAC quirks and occasional trim rattles. Mercedes' initial-quality scores trail the luxury-segment average.

Mercedes-Benz USA has about 380 franchised dealers. Coverage is strong in metro areas and thinner in rural ones, and EV-certified service techs are not available at every store. Its J.D. Power service satisfaction runs 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.

Edmunds and dealer listings for MY2025 describe the dash-spanning MBUX Hyperscreen as standard on all EQS SUVs, putting a 17.7-in OLED center touchscreen in the volume EQS 450 4MATIC — above the SUV band ceiling. One aggregator (TrueCar) still lists it as optional below the 580, so confidence is MEDIUM.

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; the rear wireless pad only became standard for 2026 (Pinnacle adds it for 2025) and there is 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, bundled into the Pinnacle trim/package rather than standard on the volume 450 4MATIC; 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/cyclist detection, Active Blind Spot Assist with exit warning and lane keeping are strong, but the EQS SUV has never been crash-tested by NHTSA or IIHS, and the Driver Assistance Package (Distronic, steering assist) is optional on the 450 trims.

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.

79 MPGe combined and a $950/yr EPA energy cost make per-mile running far cheaper than any gas full-size luxury SUV, offset partly 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.

312 miles of EPA range from the 118-kWh pack, 200-kW DC charging (10–80% in ~31 min), a hushed cabin and air suspension make it a superb tourer; it still lacks native NACS for 2025 and trails the Lucid Gravity on range.

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 regen-blending software for 2025, but 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.

Even the base 450+ comes with air suspension, rear-axle steering, the MBUX dual-screen setup, Burmester surround audio, a panoramic roof, heated/ventilated front seats and a 360° camera, so the baseline is genuinely loaded. The MBUX Hyperscreen, third row and Driver Assistance Package are still costly extras on the volume trims.

At its 2025 pre-cut pricing of ~$106k–$129k, the EQS SUV delivers less range, performance and space per dollar than a Rivian R1S or Lucid Gravity, and the gas GLS undercuts it on capability. Its case rests on refinement and badge rather than content-per-dollar, so it offers fair-to-weak value at sticker.

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

US demand has collapsed. Combined EQS sedan+SUV sales halved in 2024, EQS SUV shipments fell another ~32% in H1 2025, and Mercedes paused US orders and production for the domestic market from September 2025.

The three-pointed star remains one of the most aspirational badges in the US, and the EQS carries 'S-Class of EVs' positioning. That said, the EQ sub-brand's polarizing styling and weak residuals mean the halo doesn't fully transfer.

Swollen dealer inventory through 2025 meant deep cash discounts on 2025 EQS SUVs. Lease deals passed through the $7,500 federal commercial EV credit until it expired on Sept 30, 2025. That is a strong buyer benefit, though one driven by weak demand.

2025 is the third model year of the first generation (launched 2023) on the dedicated EVA2 platform. It is a carry-over year ahead of the 2026 update, so the SUV is current but mid-cycle, with a refresh coming for the following year.

Reviewers praise its quietness, ride and interior luxury, but criticize its styling, touch-heavy controls, a tight optional third row, and efficiency that trails the Rivian R1S and Lucid Gravity. It has had no 10Best, NACTOY or comparison-test wins for this generation.