• Two electric drivetrains to choose from
• Performance is robust rather than ultra-rapid
• Both versions offer similar performance

Electric motors

There are two drivetrains available to UK buyers (check out our separate review of the AMG version). Known as the EQS 350 and 450+, both feature a single electric motor driving the rear wheels via a single-speed transmission. Power for the former is rated at 292hp, with the latter offering 360hp (which is up from 333hp for the pre-update models).

The use of a single speed gearbox is similar to most other electric vehicles, but means the EQS lacks the sophistication of the two-speed Porsche Taycan and Audi E-Tron GT, impacting performance and efficiency. If you’re used to electric vehicles punching that bit harder than conventional cars, given the way they can instantly access their maximum torque, the EQS may come as a slight disappointment.

Neither version is exactly slow – 0-62mph takes 6.7 seconds in the 350 and 6.2 for the 450+, officially – but nor are they warp-drive rapid in the manner of rival prestige electric cars from the likes of Tesla, BMW, Porsche and Audi. And yes, they do feel very similar on the road. The EQS weighs a chunky 2,480kg minimum, and there is only so much 565Nm can do to shift this. if you do want more muscular performance, the AMG 53 is the only way to go.

19

What’s it like to drive?

• It’s a good motorway cruiser
• Rear-wheel steering adds agility
• Ride comfort is good, body control less so

Much as the performance is a little blunted versus expectations, there are still many interesting things about the way the EQS drives. This is a car that’s built for long-distance driving – and on the whole, it’s very good on the motorway, tracking accurately and riding well. Refinement is a bit of a disappointment, with more road noise than expected. Although the ride is soft, there’s more body movement at speed than expected, with noticeable rocking from side to side on some surfaces.

It’s a large car, but you’ll only really be conscious of this if suddenly presented with a width restrictor – thanks to the rear-wheel steering, it feels nimble. In fact, these almost feel too lively at low speeds, turning much more swiftly into corners and roundabouts than you’re initially anticipating. You do quickly get used to it. But it’s not helped by the somewhat wallowy body control in bends.

Brake energy regeneration – the amount the car slows when you lift off the accelerator, returning energy to the battery – is controlled by paddles on the steering wheel, although it can manage a lot of this itself, aided by sensors in the front of the car and sat-nav data. So you might find it’s most efficient to leave it to its own devices.

What’s less common is the way the brake pedal physically moves away from you when the EQS is slowing itself. It’s an unusual sensation at first, but then you come to recognise it as the car’s means of saying to the driver ‘I’ve got this’. It’s not something BMW feels the need to do, however, and if you really need to stand on the brakes for any reason the initial softness of the pedal can be disconcerting.

19