AMG makes its first stab at sportifying a large, comfortable electric vehicle.
This might have easily turned out to be a disaster. Attempts to turn rolling couches and isolation tanks into sport sedans sometimes end in fish-nor-fowl platypuses, such as a few Lexus F-Sport models. In this situation, AMG will begin with a 2022 Mercedes-Benz EQS. Most judges at the 2022 Car of the Year competition described the full-size luxury electric car as extraordinarily comfortable, silent, secluded, pillowy, and luxurious—significantly more so than its conventionally powered cousin, the S-Class. To make matters even more complicated, this is AMG's first attempt at altering an electric vehicle (not counting those nine electric SLS gullwing supercars it built in 2013). We were concerned that the 2022 Mercedes-AMG EQS 4Matic+ would handle like a hippo in sticky track shoes.
Enhancements to the AMG Powertrain
The first thing to note is that the experts who construct and sign an AMG combustion engine will not be doing so with the EQS motors, although AMG's performance increases are significant. New windings capable of handling greater current are installed in both the front and back motors, with the rear containing two distinct three-phase windings. As befits an AMG vehicle, torque is automatically slanted to the rear whenever the driver asks maximum power. AMG enhancements also allow the engines to spin quicker, resulting in more power.
To manage the higher power, an updated cooling system was necessary, which included "water lances" inside the rotor shafts, more ribs on the stators, and cooling pins on the inverter (which employs high-performance ceramics to handle the increased power). The baseline combined output climbs from 516 horsepower and 631 lb-ft to 649 hp and 700 lb-ft, and utilising the Race Start feature (included in the standard AMG Dynamic Plus package) temporarily boosts those figures to 751 hp and 752 lb-ft. This mode is touted to produce a 3.4-second run to 60 mph (a significant improvement over the 3.7 seconds we recorded in the EQS 580).
The single-speed gear reduction units have a slightly higher (undisclosed) ratio, giving the AMG EQS a faster max speed of 155 mph (the EQS 450 and EQS 580 are limited to 130 mph). The AMG-programmed (and, well, virtual) 4Matic+ system distributes torque by measuring and fine-tuning the front/rear power balance 10,000 times per second. In Sport and Sport+ modes, the rear torque bias is increased. When driving in Comfort mode, the rear drive unit disconnects, idling the rear motor to conserve energy when cruising under light loads.
In terms of energy, the AMG EQS has 108 useable kilowatt-hours onboard, which is the same as in the other EQS models, but the AMG pack has a unique wire layout and a distinct battery management system that allows for quicker discharge and recharge cycles. As a result, it can receive up to 300 kW of regenerative braking energy (up from 290 in the EQS 580).
Spiffs on AMG Chassis
This isn't just a software tweak—the whole AMG Ride Control+ suspension system is supplied from a different manufacturer than the standard EQS Airmatic system. The air lines and valves are routed very differently, as are the bushings. This is an AMG suspension, pure and simple, and it's based on the one found under the hood of the AMG GT 4-Door.
At high speeds, the air springs drop the body by 0.8 inch. AMG-specific components include the rear subframe and engine mounts, as well as the rear control arms and knuckles. The dampers, like those in the AMG GT 4-Door, use separate jounce and rebound pressure-relief valves to fine-tune ride and handling, and they usually increase the range between lowest and maximum damping characteristics, allowing for both more comfort and enhanced dynamics.
The front brakes now have six-piston callipers (up from four), and an optional carbon-ceramic brake kit raises the diameter of the front brake rotors from 15.4 to 17.3 inches. The regenerative braking intensity may be tailored to one of three levels using steering-wheel paddles, with the maximum setting providing 0.3 g of retardation. With so much regenerative braking available, we're curious what kind of consumer thinks they'll need carbon brakes.
The haptic feedback and feel of the i-Booster brake pedal have been completely re-tuned by AMG. AMG EQS versions retain the basic car's dubious approach of shifting the brake pedal to reflect the degree of regenerative braking ongoing.
The standard rear axle steering provides the same maximum 9-degree steering angle (and compact-car turning radius) as previous EQS models, but with slightly changed tune at higher speeds. Finally, there are three styles of 21- or 22-inch wheels shod with Michelin Pilot Sport EV tyres in sizes 275/40R21 or 275/35R22.
So, how does the Mercedes-AMG EQS 4Matic+ drive in 2022?
Significantly superior over the EQS 580. The riding is significantly more controlled. In Comfort mode, it wallows less and is less abrasive. And the brake pedal feels as though it's directly attached to callipers, pads, and rotors—even if it isn't. And, while you can see the pedal move somewhat when you lift off the accelerator with max regen enabled, the overall system is sturdy enough that we never observed the pedal in an unusual or unexpected position, as we did with the EQS 580. One uncommon option we'd want AMG to reconsider: the EQS 4Matic+ does not regen-brake itself to a stop, as most other EV one-pedal modes do. The presence of creep torque is constant.
Another thing to keep in mind about the regenerative braking modes: when minimum regen is set, the car relies heavily on the friction brakes. In this mode, it functions similarly to a Tesla—pressing the brake pedal activates friction brakes. Although the pedal sensation is carefully handled in higher regen stages, initial pressure on the pedal maxes out the regen before engaging the friction brakes. As a result, the higher the regen mode, the greater the range.
Switching to Sport or Sport+ mode tightens up the ride and roll-control progressively, with the latter feeling brittle enough to urge usage of the Individual mode with everything save the suspension adjusted to maximum sporty. In sport mode, the accelerator reaction becomes faster, but it always remains predictable and absolutely linear. These modes also increase the "AMG Sound Experience," which can be tuned to one of two sound profiles (genuine or performance) and one of three intensity levels (balanced, sport, or powerful). They're all more entertaining than silently whooshing up to speed with nothing but gear whining and wind noise.
During a rare mist and fog episode, our trip led us up into the San Jacinto mountains. The degree of damp-road grip amazed us, as did the amount of pleasure we had driving this almost three-ton car. The steering has little or no road feel, but it precisely steers the car, the acceleration is exciting, and the brakes are classic AMG. Oh, and the Slippery driving mode significantly reduces accelerator response.
How is the cabin of the AMG EQS?
Upgrades such as suede-look materials on the dash top and doors, an AMG steering wheel with perforated Nappa leather grips and a flat bottom, well-bolstered seats (that still offer great massage programmes), and a signature wall-to-wall Hyperscreen reprogrammed to offer sportier displays make it convincingly sporty. There are many instrument cluster views available that are tailored for presenting information such as instantaneous power, torque, efficiency, tyre temperatures and pressures, and so on, while the centre display displays the standard AMG Performance and Track Pace screens. They're ideal for taking your $149,000 5,900-pound sedan bracket racing or to your car-country-club track.
How Do The Range And Efficiency Of The AMG EQS Compare?
The AMG team emphasises that the AMG Line improvements to the standard EQS deliver the model's lowest drag coefficient, 0.20. The front splitter, side sill panels, and bigger rear spoiler on the AMG EQS model all contribute to minimise lift, but together with the wider tyres, they serve to raise drag to 0.23. This, along with the adjustments to the powertrain and gearing, results in a predicted loss in range of nearly a third—from 350 and 340 miles for the rear-drive EQS 450 and AWD EQS 580 to 227 miles. In instance, the most powerful Lucid Air Dream Edition P can go 471 miles, while Tesla's top-performing Model S Plaid can travel 348 miles.
Lucid, how does the AMG EQS compare against Tesla?
A 751-hp automobile will never be able to keep up with a lighter 1,020-hp Tesla Model S Plaid or 1,111-hp Lucid Air Dream Edition P. While the AMG EQS is superb in the twisties, it lacks the Lucid's sense of nimbleness, which is due in part to its lower sitting position and cowl, as well as its aerier greenhouse.
This EQS 4Matic+ is an all-electric alternative aimed straight at AMG performance sedan enthusiasts. As a result, it's designed to seem huge, hefty, solid, and tremendous in ways that those Californians will never understand. It should be perfect for this bunch. It's not a hippo in running shoes. It's more like a blue wildebeest pursuing Tesla and Lucid's quarter horses.
When and how much is it?
Sales will begin in early 2022, with a starting price of "less than $150,000" when fitted with MB-Tex seat upholstery. Options will push that even higher—the US will receive a single specification, but the identical car will be badged Mercedes-AMG EQS 53 in other places. Could this point to future models such as a rear-drive 43 model or a 63 model with more powerful axial-flux motors obtained from newly purchased YASA motors? It may be a Cheetah—or an elephant—that captures the Californians.
Specifications for the Mercedes-AMG EQS 4Matic+ in 2022
THE BASE PRICE
$149,999 (est)
LAYOUT
AWD, front and rear motors, 5-passenger, 4-door hatchback
MOTORS
2 electric permanent magnets, 649-751 hp/700-752 lb-ft (comb)*
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