Mercedes-Benz unveils new EQS with 926 km range, 800V charging, steer-by-wire
Mercedes-Benz has unveiled a heavily overhauled EQS electric sedan with a WLTP range of up to 926 km (575 miles), a 13% improvement over the outgoing model. The update represents the biggest upgrade to the flagship EV since it launched in 2021.
The new EQS gets an entirely new 800-volt electrical architecture, up to 350 kW DC charging, steer-by-wire technology — a first for any German automaker in a production car — and the new MB.OS operating system. Orders open in Germany starting at €94,403 (~$103,000).
Mercedes says more than a quarter of the vehicle’s components have been newly developed, reworked, or refined for this update. That’s far beyond a typical mid-cycle refresh — this is essentially a new car wearing the same skin.
New 800V architecture and bigger battery
The headline number is that 926 km WLTP range on the EQS 450+, which translates to roughly 575 miles. In EPA terms, that will likely land somewhere around 400+ miles, which would make it one of the longest-range luxury EVs on the market.
At the core of this improvement is the shift to 800-volt technology. The new architecture enables charging at up to 350 kW, which Mercedes says delivers up to 320 km (199 miles) of WLTP range in just 10 minutes. At 400-volt charging stations, the battery intelligently splits into two virtual halves, each charging at up to 175 kW — a clever workaround that keeps charging fast even on older infrastructure.
The battery pack itself grows from 118 kWh to 122 kWh of usable capacity while maintaining the same physical dimensions. Mercedes achieved this by switching to silicon oxide-graphit composite anodes, which increase both gravimetric and volumetric energy density. The cobalt content has also been further reduced.
New electric drive units (EDUs) represent what Mercedes calls a “generational leap.” The front EDU on all-wheel-drive models functions as a dedicated boost motor with an integrated disconnect unit that can instantly engage or disengage. A two-speed gearbox on the rear axle pairs a short first gear for launch performance with a long second gear optimized for highway efficiency.
Regenerative braking has been bumped to 385 kW — a 33% increase — which Mercedes says is strong enough to handle virtually all everyday deceleration without touching the friction brakes.
Mercedes also introduces a new entry-level EQS 400 variant with 270 kW output and a 112 kWh battery, starting at €79,330 net in Germany (~€94,403 with VAT). That positions it more aggressively against the BMW i7, which starts at $107,250 in the US with a significantly shorter 311-mile EPA range.
Steer-by-wire: a first for a German automaker
As we reported earlier this month, Mercedes confirmed steer-by-wire for the new EQS. The technology eliminates the physical connection between the steering wheel and the front wheels, replacing it with electronic signals. Mercedes says the system enables a flatter steering wheel that opens up the cabin, improves the view of the driver display, and makes getting in and out easier.
The steer-by-wire system won’t be available at launch — Mercedes says it arrives “a few months after market introduction.” It works in combination with the EQS’s 10-degree rear-axle steering and features redundant signal paths for safety. Even in the extremely unlikely event of a complete system failure, the rear-axle steering and individual wheel braking via ESP can maintain directional control.
MB.OS and AI-powered MBUX
The new EQS runs on the Mercedes-Benz Operating System (MB.OS), the same platform debuting in the CLA. MB.OS integrates and controls every aspect of the vehicle and connects to the Mercedes-Benz Intelligent Cloud for over-the-air updates.
The MBUX Virtual Assistant now incorporates AI from Microsoft and can handle complex, multi-turn conversations. Three avatar options — the classic star, a humanoid figure, and a character nicknamed “LittleBenz” — provide different interaction styles. The 141 cm-wide MBUX Hyperscreen remains standard, and a revamped MBUX Zero Layer interface makes the home screen customizable with app folders, similar to a smartphone.
A new MBUX Surround Navigation feature uses the car’s cameras and sensors to display a real-time 3D map of the surroundings on the driver display, showing other vehicles, cyclists, and pedestrians — essentially letting you see what the car’s sensors see.
Vehicle-to-grid, new lighting, and comfort features
Mercedes confirms bidirectional charging capability for the new EQS — both vehicle-to-grid (V2G) and vehicle-to-home (V2H). However, this feature will arrive via an over-the-air update after launch, not at delivery.
The standard DIGITAL LIGHT system moves to micro-LED technology, producing a 40% larger high-resolution light field while consuming 50% less energy than the previous system. The ULTRA RANGE high beam reaches up to 600 meters.
A cloud-based damper control system for the AIRMATIC air suspension uses Car-to-X data shared by other Mercedes vehicles to pre-adjust damping before the car hits speed bumps — particularly useful in southern Europe and the US, where such road features are common.
Other notable additions include a heated seatbelt (warming up to 44°C for faster cabin comfort on cold days), a HEPA filter capturing 99.65% of particles, doubled towing capacity to 1,600 kg for rear-wheel-drive models, and a leather-free interior option available for the first time.
The MANUFAKTUR Made to Measure program now offers roughly 125 paint colors, and the parking assist system is 60% faster than before with new angle-parking capability.
Electrek’s Take
This is a substantial update, and Mercedes clearly heard the criticism that the original EQS, while impressive aerodynamically, was falling behind on charging speed and electrical architecture. The move to 800V was essential, and the numbers are competitive: 350 kW peak charging and 320 km added in 10 minutes put the EQS squarely in the conversation with Porsche, Hyundai, and the best of the Chinese competition.
The 926 km WLTP range figure will obviously shrink significantly when the EPA gets its hands on it, but even a conservative conversion suggests 400+ miles, which would still position itself nicely in the luxury sedan segment.
Steer-by-wire is the headline innovation, and it’s notable that Mercedes is beating BMW and Audi to market with this technology in a production car. That said, we’ll reserve judgment until we can actually test it, the gap between “eliminates road vibration” and “feels disconnected” can be razor-thin.
As I reported when they first announced the adoption of the new steering tech earlier this month, I’m not sure about this steering design.
In fact, I have issues with the EQS sedan’s overall design. It just doesn’t work for me.
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