PALM SPRINGS, Calif. – What makes a AMG? For many, it’s a badge affixed to their gold C300. That is extremely inaccurate. For most, it’s bad acceleration punctuated by a growl, an angry discharge. It’s all a bit naughty and uncomfortable, like turning a delicate woman into (avoid sexist metaphors). So the question is, how do you do? an electric sedan that’s quieter than a whisper and has packed 516 hp and 4.1 seconds 0-60 time which is faster, more ferocious and growl in any way? That is indeed the mission of the Mercedes-AMG EQS 2022, the first one tram solved by Mercedes‘former in-house tuning company and current sub-brand, AMG.
For a bit of quickness, there are AMG-specific electric motors on the front and rear axles. If you’re used to reading and/or understanding internal combustion engines, get ready for some new knowledge. According to AMG, there are “new windings, more current and new drive through the frequency converter with specially designed software (that) allowing for higher rotational speeds and therefore more power.” ” The rear motor is particularly powerful thanks to its “six-phase design based on two windings with three phases each. The stators with moving coils ensure an exceptionally strong magnetic field.” There was also a much greater cooling capacity added, a requirement for higher speeds maintained as expected of an AMG, through “rotor shaft water pipes” and special elements. AMG signatures include “distinctive veins on the stator and needle – a pin-fin construction on the inverter, made of high-performance ceramic.”
If you haven’t passed your eye by this point, congratulations. Either way, the end result is 649 horsepower and 700 pound-feet of torque, plus a boost function that rapidly boosts output to 751 hp and 752 lb-ft when using the Race Start function. comes with the AMG Dynamic Plus package as standard on the AMG EQS for the US market. When it is activated, the 0-60 time is reduced to 3.4 seconds. That’s basically the same thing as Porsche Taycan GTS.
Its acceleration can certainly be described as swift, and the way it draws you into the more encapsulating AMG front seats is truly malice. However, you can really tell the difference in half a second between EQS 580 and AMG EQS? Unfortunately, a 580 isn’t available to make that point of comparison and it’s been two months since I’ve driven one. It doesn’t seem that different, this will match such 0-60 difference of internal combustion cars. We’re talking spectacular levels here. Really, the biggest difference seems to be the increased cooling capacity when you actually push it on the mountain road, trail, or Autobahn.
Ah, but what to do with the noise? While regular EQS offers a menu of “acoustic scans” of artificial noise, keeping them seems appropriate in a vehicle where “quiet” is a defining characteristic. On the other hand, a quiet AMG is an oxymoron. Even AMG seems to agree, as its press materials and presentations effectively lead the way with the description of the “AMG Audio Experience” created for the EQS. It features a “new, powerful sound” created using additional speakers and other hardware that matches the “tone and intensity” of the selected driving mode or driver preferences.
Our preference is to turn it off immediately. Not because this EQS is still better for silence, but because the noise is terrible. The louder sound of the two, “Performance”, emanates from all around you, like you’ve projected onto the vertical core of the spacecraft Enterprise. It gets louder as you hit the gas, but even in flight, it’s this deep, electronic, sci-fi ambient noise that draws too much attention to itself. Going from start to finish is amazing, like turning on your noise canceling headphones in the middle of a flight. And the noise isn’t just man-made in its creation; it’s artificial in its sound and location. Opposite, Porsche Taycan’s The noises in the pipes sounded as if they were coming from the approximate position of the rear engine and were literally based on recordings from that engine in action. The other EQS setting, incorrectly named “Authentic”, is quieter but still affected by the car’s audio system. Thankfully, if there’s one key element of the driving experience that can be easily fixed with an OTA update, it’s the fake Jetsons noise generator.
Of course, quick acceleration and silly noises are only part of the modern AMG experience. While the regular EQS oscillates with a smooth ride that keeps you away from the impact of some other cars, the AMG EQS has a more direct, connected feel that allows you to feel more of the road while you still help you avoid the most unpleasant terrain features. . Selecting Sport Plus mode will even make it bobbing and jostling like other max attack settings.
Both the regular AMG EQS and AMG models share the same suspension design, with a four-link front, multi-link rear, air springs and adaptive dampers, electronically controlled. However, the components are unique to AMG, including other rear axle beams, subframe and engine mounts, horizontal stabilizers and control arms. The air suspension also uses two pressure reducing valves, as above AMG GT 4-door coupe, allowing for a bigger difference in the on and down stroke. In other words, it can be even stiffer for handling purposes without sacrificing ride comfort.
We’d say how it all made a difference, but road conditions weren’t on our side. A thick layer of fog wets the road and limits visibility on the designated driving route of California Highway 243 which rises more than 6,000 feet from the desert toward Mount San Jacinto and Idyllwild, California. We can at least report that the more connected the overall feel, the less it offers the same sense of cognitive dissonance, whereby it’s amazing how the car is just passing by for a second. forward could swerve suddenly through corners with amazing agility rather than rush to starboard. The AMG EQS gets the same set of tricks, including standard rear-wheel steering (it moves up 9 degrees compared to 10 due to the larger wheels), variable all-wheel drive, a low center of gravity and effort. adaptive vehicle anti-roll force. air suspension, but thanks to suspension upgrades, that beautiful agility lends a sense of coherence to the car’s overall demeanor.
The brake upgraded to AMG . high performance compound brake system there are six-piston calipers at the front and a single-piston rear (as in other electric vehicles, regenerative braking reduces size requirements at the rear). You can also get AMG ceramic high-performance brakes for increased size and heat resistance, but even if we couldn’t push the AMG EQS all the way up the mountain, we’re sure you never will. really want to push it very hard in a way that requires ceramic brakes. It’s not a Taycan, and that’s okay.
To the naked eye, the AMG EQS is most easily recognized by the vertical chrome slats on its glossy black front apron, mimicking the Panamerica grille style found on other AMGs. There are also changes made to the car’s aerodynamics to improve stability at high speeds, including a front splitter and deck spoiler, which increases the drag coefficient to 0.23 compared to the best 0.20 in the industry. This, together with the greater engine power, will certainly reduce the estimated range by 107.8 kilowatt hours the battery shared by every EQS. While the base EQS 450+ is estimated to be 350 miles, these EQS 580 4Matic and AMG EQS are yet to be announced.
The interior is upholstered in standard MB-Tex imitation leather (real leather is optional) with red stitching and microfiber inserts that match the surface of the lower surfaces of the dashboard. Its upper surface, plus the doors, has a unique MB-Tex gray space with a special surface called “Neotex.” Of course, it’s hard to notice anything when the standard Hyperscreen and its three giant screens are beaming at you (not to mention Tron ambient light show). They’re essentially the same ones offered in the regular EQS, but the dashboard displays get AMG’s signature gauged design. Mercedes’ new augmented reality head-up display is standard.
Pricing won’t be announced until closer to the on-sale date early next year, and it’s hard to tell how much of a premium AMG will command. We’re guessing it’s close to the $10,000 increase you’ll see between the various Mercedes 450 and AMG 53 models, as opposed to the huge $42,000 gap that separates the old S 560 and S 63 Coupe. That would put the Mercedes-AMG EQS on the ballpark for $130,000, or the equivalent of Porsche Taycan GTS. That seems appropriate because its level of comfort, space and luxury are balanced by Porsche’s dynamic talent is far superior. What about the Tesla Model WILL Striped? It also started in that ballpark, and though Tesla Pricing seems to change with the weather, its assumed superior range and performance advantage countered by Mercedes’ overall quality and chassis engineering. In other words, if it’s really $130,000, that looks fine.
In the end, however, the real monster is the EQS 580 and whether the AMG EQS is really much better or rather, a more serious performance machine. It just doesn’t seem to be. The more connected driving feel is good, but the regular car is still capable of shocking in corners. No one will complain about more power, but the gains are a matter of piling up in excess. And don’t make any noise. It looks like an electric AMG would push the envelope further.
