2025 Mercedes-Benz EQS 450+ Review: Real-World Range Meets Touchscreen Friction

The Mercedes-Benz EQS 450+ looks more like a high-speed train carriage than a traditional German executive saloon. Mercedes launched the EQS as an electric flagship in 2021. Early models drew criticism for awkward frontal styling, an unusual brake pedal feel, and a cabin that lacked traditional executive presence. For the 2025 model year, the manufacturer updated the saloon with a classic chrome grille, a standing three-pointed star on the hood, a larger traction battery, and recalibrated brake software.

This car sits squarely in the full-size electric luxury segment in Germany. Its rivals take different paths to attract executive buyers. The BMW i7 eDrive50 relies on a conventional upright three-box shape and carries a German base price of 115,900 euros. The Porsche Taycan 4S prioritizes sports car dynamics with a base price of 120,900 euros. Audi targets a similar grand touring brief with the refreshed Audi S e-tron GT, which begins at 126,000 euros.

In Germany, the updated EQS 450+ carries a base list price of 109,551 euros for the Electric Art trim. Selecting the AMG Line exterior package raises the invoice to roughly 116,290 euros before individual options. That entry figure undercuts its primary German peers, though optional equipment bundles quickly eliminate the initial cost gap.

The manufacturer claims the updated EQS 450+ achieves an official combined WLTP range of up to 816 kilometers on a single charge. Laboratory figures suggest an average energy consumption of approximately 16.5 kilowatt-hours per 100 kilometers under European testing cycles. Mercedes attributes this benchmark figure to a usable battery capacity that grew to 118 kilowatt-hours, combined with refined underbody aero covers. These WLTP ratings represent laboratory estimates under controlled conditions rather than guaranteed real-world figures.

Real-world driving range typically falls 15 to 30 percent below WLTP figures depending on driving style, weather conditions, and cruising speed. Sustained motorway driving at a pace of 130 km/h in mild weather yields an estimated highway range of roughly 580 to 620 kilometers based on independent testing data. In city driving, low speeds and frequent regenerative energy recovery can extend practical range past 700 kilometers. In a winter evaluation conducted by the ADAC at zero degrees Celsius, the updated EQS 450+ completed an uninterrupted 582-kilometer highway journey between Munich and Berlin, recording an average winter consumption of 20.4 kilowatt-hours per 100 kilometers. Real journeys will always reduce laboratory claims, but the large pack keeps stops infrequent.

The traction battery uses an NMC 811 cell chemistry. This label means the cathode consists of eight parts nickel to one part manganese and one part cobalt. High nickel content delivers superior energy density, which allows Mercedes to pack 118 kilowatt-hours of usable electricity into the floorpan without overloading the chassis structure.

This chemistry involves clear operational trade-offs. Nickel-rich cells generate noticeable heat under stress and require aggressive liquid cooling during high-speed travel and rapid charging. Cell degradation accelerates when the pack sits fully charged in summer heat or charges rapidly in sub-zero ambient temperatures. Mercedes counters cold-weather slowdowns by including a standard heat pump and an automated preconditioning routine linked into the navigation route planner. The EQS uses a 400-volt electrical system instead of the 800-volt architecture chosen by Porsche and Audi. Peak direct-current fast charging maxes out at 200 kilowatts. The vehicle maintains a steady charging plateau across the session, moving from 10 to 80 percent charge in approximately 31 minutes.

The EQS 450+ sits on the EVA2 platform, an architecture dedicated exclusively to large battery-electric vehicles. The structure uses high-strength hot-formed steel around the passenger cabin and combines it with cast aluminum subframes and body panels. The exterior shape follows a cab-forward teardrop profile known as the one-bow design. This continuous curve achieves a drag coefficient of 0.20, which matches the lowest aerodynamic drag figure of any modern four-door production car.

Propulsion comes from a single permanently excited synchronous motor positioned on the rear axle. It produces 265 kilowatts, equal to 360 metric horsepower, alongside 568 Newton-meters of torque. A permanently excited synchronous motor uses permanent magnets embedded in the rotor for high energy efficiency and sustained torque delivery. Choosing the rear-drive model avoids the weight and parasitic drag of a second front motor, keeping vehicle mass at approximately 2,545 kilograms and saving roughly 100 kilograms over dual-motor variants.

The thermal management system uses multi-way valves to shift liquid coolant between the motor, power electronics, and battery. The standard heat pump extracts residual drivetrain heat to warm the interior in winter rather than relying on high-voltage resistance heaters. These engineering decisions produce a quiet cruiser that moves through air with minimal resistance and consumes modest amounts of electricity at sustained highway speeds.

The chassis relies on a standard AIRMATIC four-corner air suspension system paired with ADS+ adaptive electronic damping. The front axle uses a four-link independent suspension, while the rear features a multi-link arrangement. Rear-axle steering is standard equipment, turning the rear wheels up to 4.5 degrees opposite the front wheels at low speeds. Buyers can pay an extra fee to unlock a 10-degree steering angle through software.

Over rough roads and expansion joints, the air bladders and adaptive dampers cushion sharp pavement imperfections with impressive isolation. Acoustic foam injected into structural cavities isolates tire roar and wind noise. The saloon remains level and calm across gentle dips on the Autobahn at high speeds.

The chassis cannot conceal the vehicle’s considerable curb weight in sharp turns. At two and a half tonnes, the car rolls into tight corners with noticeable lean. Steering response is stable on straight highways, but the rack filters out pavement textures before they reach the driver’s hands. Rear-axle steering turns the back wheels slightly opposite the fronts at low speeds to shrink the turning circle, allowing a 5.2-meter car to maneuver easily through narrow parking structures.

The updated interior now includes the MBUX Hyperscreen as standard equipment across all trim grades. A curved glass panel spanning 141 centimeters houses a 12.3-inch instrument cluster, a 17.7-inch central OLED screen, and a 12.3-inch passenger display. Material choices feature plush leather upholstery, open-pore wood accents, and padded microfiber cushions on the headrests.

The control layout creates persistent operational friction. Mercedes eliminated nearly all physical buttons from the dashboard and center console. Temperature adjustments, fan speed, airflow distribution, seat heating, and drive mode selection require navigating menus on the center display. Audio volume is adjusted through a touch-sensitive slider bar beneath the screen or capacitive touchpads on the steering wheel spokes.

Operating touchscreens while driving forces the driver to pull their eyes away from the road surface. Flat glass panels provide no physical feedback, which prevents blind muscle-memory adjustments during highway travel. The steering wheel capacitive touchpads frequently register accidental palm contact during turns, and they occasionally miss light finger swipes over uneven roads. Replacing physical switches with flush glass surfaces reduces driving safety and adds unnecessary annoyance to daily travel.

Storage practicality is a definite strong point. The car uses a five-door liftback configuration with a wide rear hatch that raises the rear glass. Cargo space measures 610 liters with the rear seats in place, expanding to 1,770 liters when the split rear seatbacks are folded flat. This expansive opening easily accepts bulky items that cannot fit through the traditional trunk lids of the BMW i7 or Porsche Taycan. Mercedes omitted a front trunk, keeping the front hood latched for dealer workshop access only.

Rear seating comfort is improved for 2025 with thicker seat cushions and available executive seating packages that include power adjustment and footrests. Legroom is generous across the long wheelbase. The sweeping roofline reduces headroom for passengers over 185 centimeters tall. Driving assistance systems operate smoothly, with active lane centering and adaptive cruise control maintaining steady highway positioning. In Germany, the optional Drive Pilot Level 3 system permits legal automated driving during daytime motorway traffic jams at speeds up to 60 km/h.

Assessing long-term reliability requires separating simple mechanical parts from complex electronic networks. The single rear motor avoids the mechanical wear points of combustion engines, including turbochargers, multi-ratio gearboxes, and exhaust particulate filters. The pneumatic air suspension relies on rubber bladders, air lines, and an electric compressor that degrade with age, creating substantial repair bills once the factory warranty expires.

Data from German TÜV inspection reports and ADAC breakdown statistics indicates that electric Mercedes models have experienced software errors, auxiliary 12-volt battery drain, and premature brake disc rust resulting from low physical brake use. For the 2025 model year, Mercedes programmed an automated maintenance routine that periodically drags the pads against the discs to clean off surface oxidation. The manufacturer previously issued safety recalls to correct battery management software that could cut drive power suddenly, and owners have logged occasional phantom braking alerts from front radar sensors. Mercedes redesigned the brake booster and hydraulic control software for 2025, successfully replacing the squishy and disconnecting pedal travel of earlier models with a firmer, more natural feel. The basic driveline appears robust, but intricate software systems and air suspension hardware demand measured expectations for long-term ownership.