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Palo Alto, California-Every electric car is quiet. This happens when you remove a metal box containing tiny explosives from the car.​​ However, the new 2022 Mercedes-Benz EQS is quiet. For example, while driving at 65 miles an hour on the rugged sidewalks of San Francisco, we talk while whispering. Road noise? Do not. Wind noise? Not really. Cars and trucks push air at you from opposite directions? It's just a slight exhalation, like someone exhaling from across the room.

This is largely the result of improved seals, sound-insulating foam and glass, and other noise reduction methods that Mercedes has perfected over decades. However, this is no different from the new S-Class sedan. In addition, EQS not only has one or two electric motors instead of internal combustion engines, Mercedes has designed electric motor components to reduce vibration and noise...and then wrap the motors in a special foam cushion...then separate them from the engine body. Therefore, in the rear-wheel drive EQS 450, the inherent whine of the electric motor can hardly be detected, and when the front motor is added to the all-wheel drive EQS 580, it can only be vaguely noticed. As in other electric cars, you can choose from the artificial "soundscape" menu to inject when accelerating, but the silence is so amazing that it becomes part of the character.

Efforts to eliminate noise also extend to the design. The cab of the car moves forward, and the teardrop shape passes through the air with a drag coefficient of 0.20 Cd. This figure makes it the most aerodynamic production car and contributes to a quiet interior. Obviously, its efficiency and EQS 450's 350 miles and EQS 580 4Matic's 340 miles.

The design achieves another important goal: it will not be mistaken for other Mercedes. Compared with traditional power cars, this differentiation is a common element within the brand and traditional power cars, from Toyota Prius to Tesla Model S. Those models from the 1990s used a forward-leaning cab design and a round profile. In the picture, if there is no benefit of scale, one might be able to compare it with a compact car with front-wheel drive. Individuals are not like this.

This is indeed a huge car with a total length of 207.3 inches and a wheelbase of 126.4 inches, slightly lower than the Mercedes-Benz S-Class. It is also a hatchback, and the trunk is reminiscent of the Audi A7. It weighs at least 5,600 pounds, which is about 900 pounds heavier than the S 580. Most of the weight comes from the battery, which is clamped under the cabin and flat bottom, leading to expectations that the center of gravity of electric cars is low. Once it starts, EQS will be a real brainstorm here.

Its standard air suspension with adaptive dampers provides a smooth, soft ride experience that perfectly isolates you from shocks, especially with smaller 20-inch wheels. Combining a silent cab and single-pedal driving, this is a solemn way to travel in the city. Once you venture beyond the city limits, you will expect the floating suspension to rise into the first corner of the winding mountain road. Do not. All battery weight and adaptive dampers seem to resist gravity by keeping the car at an abnormal level.

You also expect that longer lengths and wheelbases will be troublesome in narrow corners. Do not. The standard rear axle steering can be rotated up to 10 degrees (as shown in the picture above), which matches some versions of the S-class, but greatly exceeds the standard of 3 or 4 degrees. As a result, the back end slides on its own with amazing agility, once again reacting to situations that are very different from what your body expects. On the passenger seat, when you get rid of the feeling of passing through the steering wheel, you will pay more attention to all these uncoordinated dynamics. It almost feels like the "imaginary" cars of certain Disney rides, such as "Test Track" or "Indiana Jones Adventure", they also have extreme rear wheel steering and play tricks on your balance. almost. It's still very subtle, if at all, a way to marvel at the magic of EQS technology.

A more obvious dynamic peculiarity is regenerative braking, which allows single-pedal driving at the strongest setting. This is not strange. In EQS, the brake pedal moves as the system decelerates, which is different from the old cruise control that pulls the throttle off the foot. If you need to intervene and add additional braking force, you will find that the pedal is in the position where you have been working. Maybe this makes more sense than the way every other single-pedal car works? Maybe it's just weird? To be determined.

Currently, two versions share an internally developed universal battery pack with a usable capacity of 107.8 kWh. The EQS 450 has a 245 kW electric motor to power the rear axle, which produces 329 horsepower and 419 pound-feet of torque. With it, you won't get the amazing and ridiculous acceleration of various high-performance electric vehicles. Oops, in the impromptu rally on the freeway in San Francisco with a new E 63 S sedan, we were completely smoked, and the 0-60 time of 5.9 seconds definitely shows this. However, this is not a slow car. You can still get the instantaneous torque and silent propulsion that EVs expect. We will be very happy. An EQS 450 4Matic will be added next year, so an additional motor should further increase the output, but we don’t know how much.

So if it has to be amazing, the EQS 580 4Matic and its pair of upgraded motors can produce 516 hp and 631 lb-ft of torque. It completes 0-60 times in 4.1 seconds, which definitely feels like. You are properly flattened onto your seat, the surrounding cars disappear, and your passengers will be amused. Now, it’s still slower than Mustang Mach-E GT, let alone Model S Plaid or Taycan Turbo S, but if you just use 0-60 times to measure the performance of the car or determine its popularity, then you missed See the trees. EQS is very different from those cars.

Do you want evidence? Climb in. The quality of materials and manufacturing meets S-level standards, which means it is better than any product on the planet that does not wear a Rolls-Royce or Bentley badge. Of course, this may not be the first thing you will notice. Unfolding in front of you, across the entire dashboard from the center console to the surprisingly high fairing, is the "Hyperscreen". This continuous curved scratch-resistant glass covers three screens: the 12.3-inch instrument panel in front of the driver and the 12.3-inch touch screen in front of the passenger, which can almost accomplish everything that the central 17.7 central display can do.

Please note that Hyperscreen is an optional system that differs from the standard settings shared by the new Mercedes-Benz S-Class. It lacks a screen (no passengers) and a central 12.8-inch vertical screen, which greatly expands the functionality of other Mercedes MBUX interfaces. In contrast, the Hyperscreen's central display adds what Mercedes calls the "zero layer" concept. This is basically a home screen, showing the three most commonly used functions: navigation map, with boxes dedicated to audio and phone calls at the bottom. The artificial intelligence will eventually adapt to you and add additional boxes according to your own preferences (or you can add them yourself). There is still a menu screen full of icons similar to other MBUX cars, but even though it sounds more complicated (it's still very complicated), I find the concept easier to understand, with fewer menu rollovers.

The passenger screen is more or less a redundant MBUX interface, which can use various vehicle functions very interestingly without robbing the driver's screen. Please note: Too much fiddling with the car when making various turns is a good way to vomit on the super screen.

Less successful is the dashboard. It offers a variety of design options, including two analog gauges (ish), a prominent driver assistance system, a navigation screen (you can display three on the dashboard at the same time), and perhaps the strangest and most meaningless I have encountered instrument design: "Sports" display. Technically, it is a G-force gauge, but it looks like a red flying saucer floating in a fjord in the crosshairs of a fighter jet. Because of sports? Coupled with the curiosity and obsession with environmental lighting schemes, I have to admit that many of these things are a bit ridiculous.

Now, despite having the same internal quality (and external dimensions) as the S-Class sedan, the EQS cabin cannot provide comparable internal space. The sleek roofline significantly reduces headroom, so that even a moderately tall person may feel a little squished (I am 6 feet 3 inches tall, my head is placed on the roof, and the speakers are right there. Looming in the ear). The seat also feels a bit low, even though this is a hatchback, the seat back is fixed and upright. The Pinnacle interior level does provide an upgrade to the electrically adjustable rear seats. We did not have the opportunity to sample it, but considering the available space, each EQS must still feel more like a CLS rather than an S-class.

To be honest, this is the most complicated car I have ever tested. The news kit is 63 pages long, and more was discovered during interviews with various experts in Palo Alto. This may quickly become very technological, but as Mercedes CEO Ola Källenius said to the gathered reporters, “Many customers don’t want to fall into the details. Customers only Want to know if it works." We tend to agree, which is why we try to focus on the EQS driving and/or riding feel. There is no doubt that the propaganda of electric vehicles will find many things worthy of attention or annoyance in its battery chemistry (10% less cobalt!) to its energy recovery capacity (up to 290 kilowatts!), but for those who are right For those interested in the behavior of cars, the simple answer is that EQS is not only effective, but also great.

The price is not so outrageous. The EQS 450 starts at $103,360, including destination and three years of free charging at Electrify America stations, which is actually $110,850 cheaper than the basic S 500. Indeed, it has standard all-wheel drive, stronger acceleration and more space, but its equipment and design are similar. This cannot be overemphasized, because "similar to an S-class car" has a lot of weight and proves the rationality of many dollar signs.

Autoblog accepts auto loans from automakers, including a can of gasoline, and sometimes insurance, to evaluate and edit content. Like most automotive news industries, we sometimes accept visits to travel, lodging, and events for vehicle driving and news reporting opportunities. Our opinions and criticisms are still our own-we do not accept sponsored editorials.

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