The automotive world is in a transition that commonly is being referred to as one of the biggest impacting changes ever to the world surrounding cars and transportation. The industry has embarked on a change from the production of vehicles with internal combustion engines (ICEs) to the production of electric vehicles (EVs). This immediate alteration of the type of vehicle in which we transport ourselves will lead to the restructuring of the existing automotive industry across the globe. Many words have been spoken about the impact of EV production and the availability of EV vehicles in the market space. However, this next story shares my understanding of where we currently stand in the world of electric mobility. This time we won’t focus on Europe, where countries are making decent process on the transition and its deadline of 2035, but in a country which its economy is heavily reliant on revenues from petroleum and natural gas and which ranks eighth globally in readiness for electric mobility; the United Arab Emirates (UAE), a country which is among the world’s ten largest oil producers.

Before touching on the experience itself, it is good to know that the UAE established in 2015 their EV Green Charger Initiative, which is an initiative helping to achieve the Dubai Green Mobility Strategy 2030, promoting green transportation. Additionally under the UAE Vision 2021, the local Arab government plans to install around 175 charging stations to accommodate the rising need for electrification, which is expected to propel the growth of the electric vehicle charging infrastructure market.

More and more market players are investing to find innovative electric vehicle charging solutions across the country, while also upgrading the existing infrastructure to enhance the convenience for drivers. All of this is of course meant to push the growth of the UAE electric vehicle charging infrastructure market forward at an annual rate of 30 per cent between 2022 and 2028, similar to what we read elsewhere across the globe. The aims are therefore similar, the timelines the same. However like many of these stories the reality showcases challenges which seem to be untouched by many and this is where my experience comes in, and it starts even before my trip to the UAE and in particular the emirate of Dubai.

Those familiar with the world of electric vehicles know that it still requires current specific arrangements and in-depth planning. You ask yourself the question where do I charge, what kind of charging speeds are available and do I have the option to charge at home or in my case at my hotel. These are legitimate questions in the current time and age, and also where the challenges start and confusion arose.

The New 2022 Audi RS e-tron GT

To accommodate my trip to the UAE and support the requirements of being able to move myself around, the team at Audi ME offered me the option to experience the new 2022 RS E-Tron GT. Without starting a long fletch review of the vehicle, I will say that the E-Tron GT is simply fantastic. It is flawed across a number of little aspects, especially noticeable in the UAE market, but pure as a car it might well be one of the best cars on the road today. In Dubai traffic, the vehicle feels like a spaceship ready to take off. At any speed with no time wasted waiting for downshifts, the E-Tron GT catapults you forward with a level of comfort and smoothness not often seen. It is so quick and nippy that any traffic around you feels like it is standing still while you fly past in your silent shuttle.

In the UAE market, Audi fully aims at EV vehicles for the future, especially across its press fleet. The RS E-Tron GT is therefore the car of choice when you want to experience the local electric vehicle infrastructure, which immediately brings me to the first point of note connected directly to the car. The wonderful design of the GT comes with one major downfall which are its front and rear overhangs. Extremely beneficial to its looks and efficient design, the E-tron GT requires you as a driver to raise the car every single time when you park it. This is due to the fact that at the end of almost every single parking space in Dubai you will find a bollard. If you don’t raise the car, you will run into problems completely ripping off the underbody with ease on either side of the GT. Therefore raising it is a must, and valet parking – which seems to be the standard at local hotels and restaurants – is an absolute no-go when you drive the E-Tron GT.

With having the RS GT arranged, let’s step back to the moment of booking the hotel and investigating the local charging infrastructure. I initially asked my legitimate questions in the direction of local contacts, and the answers were almost as expected. “Charging EVs in Dubai is a challenge”, “The infrastructure is not sufficient”, “Hardly any hotels have charging”, “You can only charge in the malls”, “Most chargers don’t even work”. The standard answers which I could have copied from almost every other country across the world right now. Nothing I had not heard before, and the immediate confirmation of what to expect.

Visiting Dubai

A pleasant surprise came however from the hotel where I stayed in the Dubai Creek Harbour area. Surrounded by numerous commercial developments and a wildlife reserve, the area is the example of a place where you would expect the charging infrastructure to be top notch, since it is so newly build. The booking agent of the hotel confirmed to me that EV charging was on site, he could however not tell me what the charging speed in kW was or how many spaces were available. Also the local mobile apps covering Dubai’s EV infrastructure weren’t able to answer me these questions. Not a huge problem, because as a EV driver you need to be flexible and you are used to crossing your fingers hopping for the best when it comes to filling up your electric car.

With the booking placed, the travel plan set, and a transport arranged, the trip to the UAE could commence allowing for a new experience in a country which runs on oil production. After having arrived on site and with the RS E-Tron GT handed over, the experience started…. in a rather surprising way. First of all, all the hotel employees were completely oblivious when it came to the topic of EV charging. The valets thought they saw water burning when I touched on the topic of charging a car in their parking. Add to this, that hotel’s garage had no lift to bring you up and down, which meant that the valets begged you to have them park your car. But wait a second? If they don’t know what EV charging is and the car needs to be raised every single time you park it, then valet parking isn’t going to be a good idea!

Self-parking became one of thé topics of the total driving experience in the UAE. The sheer amount of times I had to tell valets that they could not park the car became a running gag on its own. In the end, in many instances I required charging (or at least wanted to find out the charging situation in a parking) and since none of them knew what that meant, you as the driver had to park yourself. The hotel garage surprised me however by offering EV charging even though nobody had a fainting clue what this was. The booking agent had been right! Two spots on the 2nd floor were available offering four different charging sockets and three different types of sockets. Luckily the car came with the right plug & cables, and one of the ports was easily occupied. After connecting the car, the shock horror showcased that none of the ports worked because they were heavily vandalized. Back to the hotel’s reception asking for a repair, which was done in record time allowing me to charge the RS E-Tron GT overnight at max 10 kW. Enough to charge the car from 75% to 100% in about 3 hours.

Hotel charging sorted which meant that the problem of range anxiety was solved for this trip. Dubai and the UAE have a relatively small footprint and almost all distances travelled are short, which makes the use of an electric car in this part of the world the obvious choice if a suitable charging infrastructure is available. To answer this thought, a research of the area was needed. In the end, EV charging is still not like filling up a petrol car, so you need to take your time to dive into different mobile apps, check out your area for charging options, make sure you have the correct charging cards on you to allow charging and see if your stops and destinations offer charging accordingly.

Using Mobile Apps for Charging

The research brought me initially into the world of two mobile apps. One supplied by the local Dubai Electricity & Water Authority, also known as DEWA, and the second one available called Plugshare, which is a worldwide platform allowing you to find charging options anywhere you go. The combination of both apps offered a great overview of the possibilities on the topic of charging, but immediately showcased the sheer problems we all experience across the globe.

Like anywhere in the world, the UAE’s electric vehicle charging infrastructure market is segmented into vehicle type, type, charging mode, installed location, connector type, type of charging, regional distribution, and competitive landscape. Add to this, the fact that user reports in the app suggested certain chargers offering different charging speeds depending on the day and that chargers were placed at locations which had only daily opening times, and I was in for an even bigger challenge than I thought.

The only option was just to start the drive and experience the different charging options available. Those ranged from Tesla Superchargers and Tesla home chargers in the famous malls of Dubai to high speed chargers positioned at ENOC petrol stations and car dealers, who are trying to sell you their EVs. The first stop was Dubai Mall, only 15 minutes from the hotel, and one of the most famous malls in the world. The location offered a range of chargers, which are immensely hard to find in the maze of parking levels and different garages. Two options were available; the Tesla Supercharger and the 10 kW wall box home chargers which were placed at a number of spots throughout the parking.

The Tesla Supercharger set up in the Dubai Mall is located in the Zabeel part of the Mall, which is not the main parking but part of a newly released expansion. It offers eight Superchargers, is available 24/7, and provides up to 250 kW. The CCS compatibility allowed me to test the E-Tron GT, but with the charging ports on the Tesla’s being at the rear and the cables on the chargers being too short parking alongside a charger became a problem on its own. By claiming three charging spots I was able to connect the charger’s cable to the car to find out that in the UAE non-Tesla’s can’t charge at Tesla Superchargers yet. Bummer…

A second test at the Emirates Dubai mall showed the same problem. However, this location allowed me to have a proper talk with some Tesla drivers waiting for a charge or already charging their vehicles. Their stories revealed that 250 kW was never a thing because the capacity was divided over each of the eight chargers, which meant that when your neighbour left your charging speed would double and your charging time would decrease considerably. Another major issue was the sheer amount of Tesla owners just leaving their cars on charge while going for food or shopping, and many of them being connected and fully charged for hours. This meant that during my visits of these charging locations the waiting line to charge was constantly present. One person even told me he had to wait more than 2 hours before someone came back from his shopping spree in the mall allowing him to charge his Tesla. Not a favourable situation.

By leaving the Superchargers behind, the question came up if the other wall box type chargers located throughout the parking of both malls would work for the RS E-Tron GT. And yes they did and charging was free! Max speed was only 10 kW and also here the capacity was split between different neighbouring chargers, with mostly Tesla’s taking up the charging spots next to normal ICE cars who decided to park on a EV charging spots. Type of behaviour that isn’t uncommon in other parts of the world. Still it was great to see that charging is available in the malls and it is free. However the amount of chargers, the behaviour of car owners and the charging speeds still leave a lot to be desired if we really want to encourage consumers to shift from traditional vehicles.

But my research wasn’t over! There is more to offer on the topic of charging in the UAE. Two common charging locations, which were suggested to me by locals, are the ENOC fuel stations positioned alongside the main highways and car dealers who offer high speed charging to their clients. First up was an ENOC charging station alongside the main corridor of the city, Sheikh Zayed Road and near Dubai Internet City. In the back of the parking lot alongside some of the shops I came across a highspeed DEWA charger which according to the Plugshare mobile app hadn’t functioned for the last 6 months! Luckily you will be able to find other chargers in the immediate area, just no publicly available high speed charging stations. The standard seems to be 22 kW which is then co-shared with your neighbour charging his or her car.

This left me with the final charging option on my list and this was the Audi dealer, Al Nabooda Automobiles located in the Al Quoz area. The local dealer offers charging at its showroom and service centre and I visited the showroom. With the hope of finally having some decent high speed charging ahead of me, I arrived at the dealer with not a single charger insight. After entering the building and asking where the charger was, the valet guided me past two gates and down a ramp into the lowest level of the showroom’s parking. Here I came across a high speed charger capable of achieving 180 kW per bay! After having moved the RS E-Tron GT, the charger showed what it was capable off until the moment I noticed a giant white box standing alongside the charger and which was being aimed at the charger. I immediately noticed that the closet sized box was nothing other than an electrically-powered high-performance air-conditioning unit meant to cool down the charger and the car while charging. The total mindscrew of seeing this left me speechless and it immediately made me understand why the highspeed charger at the petrol station was so long out of service. The hot summer period could definitely have played a role here.

With charging having finished, the valet had to let me out and open the gate so that I could continue my journey. In the end, I charged at the highest speed possible near my location in the UAE, but the charger was only available for Audi E-Tron drivers and only open during commercial working hours, which makes the charger almost completely obsolete to use in normal daily life. Of course, it is great to experience such a sheer charging speed, but with summer temperatures being usually scorchingly hot and hitting up to 50 degrees you tend to wonder if charging with high speed chargers is the best possible solution in these kind of climates.

Still A Long Way To Go For Full Electrification Plans

After a week’s worth of EV driving in the UAE, I can say one thing clearly; we have a long way to go before our society is able to embrace EV driving. The UAE is in no way different from countries in central, southern and eastern Europe. The transition has started, and the initial steps have been made, but to create the necessary acceptance around electric vehicles and make it wide spread available we need more than what is currently being done. Next to this, we are forgetting two key ingredients which will impact the direction we have taken heading up to 2030 and beyond.

Ever since the start in 2015 a country like the UAE has made huge progress. The DEWA reported that they provided over 8,800 megawatt hours (MWh) of electricity to charge EVs between 2015 and April 2022. This equates to approximately 58 million kilometres driven. Since the launch of the EV Green Charger initiative, Dubai has seen a good increase in EV adoption, with the number of registered EVs in Dubai increasing from 71 vehicles at the end of 2015 to 7,331 EVs as of May 31, 2022. This upward trend is expected to continue. In 2015, only a handful of EV models were available in Dubai, compared with approximately 25 models in 2022, and more models expected to enter the market over the next few years.

However, this is not where we need to look to make this all work. It is not all about delivering more EV vehicles to the market nor supplying more chargers to the public so that more electric kilometres can be driven. On the contrary, to really make a difference in the direction of adopting EVs we need to take note of the human aspect in all of this, which is the most important aspect within the future success of an EV. As an example look at the available connector types, the market is divided into type 1, type 2, UK 3-Pin, CHAdeMO, CCS, and others. Based on type of charging, the market is divided into slow, fast and ultrafast publicly and home charging which can either be slow or fast. There are too many variables for the public to understand and accept EV charging, let along the valets at hotels, who will need to start learning which charging cables and sockets are available when they are asked to charge a client’s vehicle.

Across the globe, we are forgetting the sheer impact of the human aspect when it comes to adopting new developments. We are aiming at expanding charger networks and increasing EV car fleets, but we forget that the human is the one taking control and without a proper level of standardization, improvements on ease of use and more important adaptability to daily requirements we won’t have EVs become the standard, nor a (full) replacement of the ICE. The predictability and dependability is absent and that is exactly what humanity needs to accept the concept of an EV.

Add to this, the absence of decent grid infrastructures in the world’s cities, rural areas or alongside a simple highway and the ability to charge will continue to be the limiting factor. It will undermine any future plan or green initiative currently in the news and on the tables of the decision makers. With my experiences from Dubai fresh in the back of my mind, I simply can’t understand why the industry and politicians have embarked on a journey, which doesn’t seem to have any point of reflection. Surely there must be a moment they will take off their blinkers allowing them to see where we are really heading, or not?

Don’t get me wrong! The EV has a future, but it isn’t the future when it comes to our immediate transition to a new form of mobility. Of course, cities like Dubai and countries like the UAE will be excellent examples of where the electric car is able to cover the majority of your journeys due to the dense nature of its concrete jungle, but before we are able to achieve this goal we are way beyond the political goals set in 2030 or maybe even 2050. To even get close to these dates, we will have to switch our focus to humanity which is the most vital part in all of this and decide how we will deal with the immediate absence of a sustainable power grid capable of dealing with the expected load. The outcome of this switch will 100% require the internal combination engine to stick around for the time being allowing us to transport ourselves and simply life our lives.

It is inevitable!

[Photos by instagram.com/Nickpcars]

The post The Future of EV Mobility: My personal EV Experience in Dubai appeared first on EVGLOBE - News on Electric Vehicles and Hybrids.

The total absence of any kind of emotion through the controls made  for me an experience I would not want to repeat again soon. The engineers at AMG however ensured me that they were up to the task of providing me with a much better, involving drive. I gave them the benefit of the doubt and took the EQS 53 AMG for a spin, on LA highways and a mountain pass near Palm Springs. My thoughts? Let me surprise you!

A High-Performance Electric Limousine

Many people including AMG themselves will let you believe that the EQS is AMG’s first attempt at an all-electric performance car. That’s not completely true. The limited-run SLS Electric Drive, revealed in 2012 is officially the first EV from Affalterbach, but you could argue that the EQS is the first mass-produced EV. It combines luxury and performance in a package that isn’t available in the current automotive world. Of course, other manufacturers like Audi, BMW, Lexus, Infinity, Bentley and Rolls-Royce will follow in the years to come, but at this moment the EQS is alone in this market space.

The car rides on Mercedes’ EVA2 group platform for electric vehicles, including the EQE and where we will also see the EQS SUV, EQE SUV and a future EQS Maybach variant. The aim for the AMG EQS is to proof that an AMG electric car can have a powerful personality as its internally combusting brethren. Yes, I am aware that the sonorous sound track from an ICE AMG is totally missing, but the last decade there has been more to AMG than just tyre smoking hooligans with the monstrous V8 soundtrack. More sophisticated driving characters have flowed into the different vehicles, making them better driving machines without losing the distinct nature of an AMG.

The EQS the engineers really looked where they could actively insert AMG’s DNA into the mix. It meant dramatically improving straight-line performance, increase the emphasis on handling and driver involvement, and increase the braking performance, but also look at enhancing the driver focus in connection to the cabin interface, altering the styling and increase its presence, to add a host of performance-focused technology and drive modes inside for the driver and its passenger to enjoy.

Drivetrain And Performance

Let’s start under the “bonnet”. The EQS 53 has a twin-motor setup similar to the EQS 580. The motors have improved hardware, better cooling and enhanced software allowing for a performance output of 484 kw or 560 kw (more on this later) and 1020 Nm of torque. The battery connected to both AMG-derived motors is the 108 kwh package we saw on the other EQS models. The difference between both performance levels is based around you as customer opting for the AMG Dynamic Plus package. With the package installed, the 0-100 km/h sprint is done in 3.4 seconds, 0.4 faster than without the package. The top speed also goes up when you check the box on the order form: 250 km/h instead of 220 km/h.

All in all, it’s not too bad if you consider the immense size and 2,575 kg kerb weight of the car. This size and weight, of course, becomes even more obvious and a notable point when I took the EV up a sloping mountain pass with hairpins. Add this to horrific weather combining horizontal rain, 8 degrees outside temperature, plus heavy winds, and the overall challenge of keeping it on the road should have been more challenging than it really was.

Start to chuck it into corners and you feel the EQS’ weight come into play. The tuned chassis, however, really makes the AMG EQS stand out from its Benz counterparts. The air suspension and rear-wheel steering – both standard – plus the enhanced steering allow for a completely different experience over the normal EQS I drove in July. The vehicle feels more connected to the road and enables you to be more precise. The more communicative steering feel isn’t sportscar-like, but does allow you to feel a lot more confident through the corners and use the dual motors’ performance to really attack faster bends. The car feels surprisingly more agile and lighter as if AMG have shed off a few hundred kilos somewhere along the way.

Driving Modes Specific To EVs

The driving modes offer different steps when it comes to your connection with the car. Quite similar to what you feel in other AMG vehicles. The most noticeable are the different synthetic sounds pumped into the cabin, making the EV experience more pronounced. If requested, they can be switched off, of course. Via the steering-wheel-mounted paddles you are able to alter the level of energy regeneration in three steps. Keep it in the middle for the best brake feel, which as a whole has improved greatly over the EQS 580, but its inconsistent pedal travel still requires some adjustment after stepping out of a conventual car.

All credit goes to the engineers at AMG, who kept their promise and developed a package that is considerably more agile and enjoyable to drive. The overall balance of the car is impressive to say the least. Of course. there is more tire noise and a firmer ride, but that is also what you would expect from an AMG model. All in all, the connection with the road has overall been improved, while the engineers didn’t touch on the sheer essence of what an EQS should bring to the table. This is felt after you leave the twisty roads behind and drive the EQS in a more civilized manner. At that moment, the luxury model will reward you with the same refinement as the non-AMG models.

This leaves us with a small recap of what the EQS platform has to offer and how the EQS 53 differs from its Benz brothers when it comes to exterior or interior design. Let’s first look at the outside. The Germans fitted a black panel front grille with horizontal struts and a series of AMG batches. The digital front lights are standard and you have the choice between 21 or 22 inch AMG specific wheels in Heritage or Aero designs shod in Michelin Pilot Sport EV tires. The rear spoiler and rear diffuser are AMG specific.

High-Tech Cabin

On the inside, you are greeted by the standard EQS package featuring a few AMG highlights. The 56-inch Hyperscreen comes as standard and is a total of 1.4 meters wide. Within each of the three OLED screens you have the AMG performance menu or AMG center cluster options available for you. The AMG steering wheel is combined by AMG style seats and the use of Alcantara throughout the interior. The base of the seats in the front and rear are still too short for my liking. The side bolsters of the front seats have been clearly improved and keep you better planted.

On the charging front, the 108kw batter offers a 585 km range and the ability to recharge 300 km of range in 19 minutes, and from 10 to 80 percent in 31 minutes. We didn’t have the chance to really test its range abilities, which means we have to believe AMG’s words for now. Additionally, the EQC uses a 400-volt electrical architecture and can charge at up to 200 kw.

For those in the market and intrigued by the prospect of owning an EQS, the AMG-variant seems to be the only choice for those looking to keep some of that driver involvement while combining the high level luxury nature with outright performance. This AMG EQS shines in this department, especially in comparison to the soleless 450 and 580-models, which are more comfortable cruisers rather than high-performance machines. The AMG-variant is in many ways an achievement for the engineers in Affalterbach, who showcase that they can do more than just produce V8 power-saloons/wagons and brilliant hot-hatches with drift modes. My applause goes to them. Job well done!

[Images provided by Mercedes-Benz for media use]

The post TEST DRIVE: Mercedes-AMG EQS 53 – The High-Performance Electric Limousine appeared first on EVGLOBE - News on Electric Vehicles and Hybrids.

The official market introduction of the Mercedes EQS is therefore a pinnacle moment in the future of the German car brand, who released the EQC a few years ago. You might remember that this vehicle proved to be a less of a worthy competitor in a tough segment , so Mercedes-Benz have to make up for its losses and show what it’s really capable of with the newly released EQS.

The EQS is the first all-electric luxury saloon from the Mercedes-EQ brand, a technological showcase and also the first model to be based on the modular architecture for luxury and executive-class electric vehicles. Three more body shapes will be released the coming years on this platform, which have been developed over the last five years. There will be an EQS SUV, EQE and EQE SUV. Maybach and AMG variants will also be released complementing the lineup of luxury Mercedes EVs.

Two models available at launch

There are only two variants are available at launch; the base single motor EQS 450+ and the dual motor EQS 580 4Matic. Each flavor will be available with a range of options, features and a 107,8 kWh 400 V battery pack between both axles. The total range available is 780 km (on the EQS 450+). Charging is possible up to 200 kW via a fast charger. The charging curve looks similar to other models in the luxury space and allows for a 11% to 80% charge in 30 minutes. 300 km of range is added in 15 minutes depending on the amount of charge left inside the battery.

The extensive electric range of the EQS offers drivers the option to drive from Stuttgart to Monaco with only two 15-minute charging stops. Those are stops you would normally take when you want to stretch your legs or get a bite to eat. Nothing out of the ordinary for those stepping from a “normal” car into the EQS. The extensive range really comes as a handy add-on to the experience of the vehicle.

To improve its efficiency, the Germans made sure that the EQS (only with AMG line and low-drag wheels) has a drag coefficient of only 0.2, which lets the EV S-line model glide through the air with as little resistance as possible. The arching roofline helps as well. The attractive looking vehicle offers a few unique details such as the absence of a front trunk (only to be opened during servicing), the funky little filler cap for the washer fluid next to the front left door and the intriguing front grille with dozens of tiny little star shapes. The overall design offers the grandeur of an S-Class combined with the funky nature of an EV. I’m not sure this combination is what clients in this space are looking for, but time will tell how much of a success the EQS is over the new S-Class, which has had its own divisive design nature when it was launched.

Comfort doors

Another feature to touch on are the automatic comfort doors, which weren’t fully finished on my test car and often proved to be more of an annoyance than a nice feature that everyone should opt for. If I would have the option, I would leave them off the EQS, since they didn’t really offer much of an enhanced experience over what the EQS already brings to the table. These kind of doors belong to a level of luxury where only Bentley and Rolls-Royce are situated in my opinion. The EQS isn’t at that level.

Still, the EQS is the first official luxury EV in the market space. There has not been a vehicle like this so far and even though the Tesla Model X Plaid or Porsche Taycan Turbo S are able to play in the same pool when it comes to their price tags, they are totally different cars. Some of which you will see when you enter the cabin. The cargo space in the trunk is huge and even slightly bigger than a S-Class, and there is plenty of room in the folding back seats.

The interior is impressive with materials, fit and finish seen in the S-Class and even in specific Maybach models. The soft leather, nice plastics, metal and wood finishes are a lust for the eyes and your fingertips. The only niggles to be found are the base of the seats, which are too short for people with long legs. Basically the seats are a little short on lateral support and the door handle is a notch too flimsy for my liking.

In comparison to the Porsche, you are riding in a chariot instead of a sports car and Tesla isn’t in the same league with its cheap plastics, mediocre build quality and low feature specification.

Hyperscreen

The pride of the cabin is the optional glass hyperscreen which is 56 inch, and includes three separate displays. It allows you to communicate with the vehicle via touch and voice commands starting with the familiar “Hey Mercedes” prompt. There is also a head-up display with augmented-reality navigation instructions. There is no major controller anywhere on the dashboard, although you can go through features via the touchpads on the steering wheel.

The only buttons on the center tunnel are the On/Off, the audio volume, the dynamic driving mode, the EQ modes, the parking distance control and the hazard lights. There is an abundance of storage space, 8 usb-c port and 3 wireless charging pads

The MBUX menu was altered to accommodate the new displays. In front of the driver you will notice the 12.3-inch digital instrument cluster, which offers a wide array of functionality which we have seen before. The 17.7-inch OLED display in the middle serves as the primary infotainment system and now shows a new series of EQ features with lots of details and a zero layer that overlays the main menu and many different controls on top a full-screen map display. If you prefer, you can return to the old-fashioned look via the one of the hundreds of settings available to you as a driver.

Three of the four passengers will have the option to control their multimedia via a dedicated screen in front of them. The passenger in the front will use the third touch display, while two rear passengers sitting at either side of the car will use the optional rear multimedia attached to the front seats. The connectivity allows each person to connect their own Bluetooth headsets, enjoy their own multimedia, set navigation destinations and determine their own set up with the four-zone climate control.

The driver can assist each passenger, and will be able to use the navigation preset as the preferred destination for the drive. This means no more fighting over a radio channel! Another clever feature is a small camera which will pause any movie played on the display if the driver takes his or her eyes of the road.

The newly adapted MBUX offers a range of nifty features and has been improved when it comes to its voice control system. The system however requires a decent learning curve finding your way through the extended options, features and buttons. Even the Mercedes-Benz engineers on-site had a hard time finding the right settings during my private demo, needing that one or two seconds more to find the right option or onscreen button.

There are more intuitive systems available in the market, which are less bloated with features. All in all, the less is more approach wasn’t the first approach with MBUX and it is noticeable, but that doesn’t mean that you won’t be able to get hang of it. It will just take a bit longer than some of its competitors. However, I think we should all be happy you can still control your lights and driving mode via stalks connected to the steering column and that the horn is placed in the center underneath the Mercedes star on a round-shaped steering wheel.

Driving the EQS

With the exterior and interior review behind us, it is time to touch on the elephant in the room: the ability of the EQS of being an EV and its pure driving characteristics. Those start with the seating position, which feels surprisingly different the moment you leave its parking position and get on the move. My first drive was inside the EQS 580 4Matic with its dual motors, 524 hp and 855 Nm. This allows the sedan to reach 100 kmh in 4,3 seconds and up to a top speed of 209 kmh.

First of all, your position behind the wheel feels like as if you are placed in a higher SUV-like seating position, but this is an optical illusion due to the high dashboard, sloping front and the fact that you don’t see the bonnet from behind the wheel. It is also remarkably quiet inside the EQS, like as if you are inside a closed sound camber with no tire noise, engine vibrations or other sounds gas-powered cars would usually emit.

The first few meters require you to adjust yourself and focus on the inputs from the steering, the throttle and the brakes which are also not what I expected. Don’t get me wrong the EQS is nippy like any other EV due to it abundance of immediate torque, but the way you are connected to the car, the road and your environment is simply emotionless.

The drama-free experience behind the wheel is an immensely polished experience where you as a driver are constantly remembered of what you miss so dearly. The twisty roads in the Swiss Alps emphasized where it goes wrong for the EQS.

Let’s start with the steering which felt vague and not communicative on its initial turn-in. As soon as you are mid-corner, the magnificent 10-degrees rear axle steering will give you confidence, but before that you have a hard time placing the car correctly into a turn.

The braking is a story on its own. The initial confident-inspiring bite is absent due to the way the Germans introduced the option to select your preferred level of brake generation via the steering wheel mounted paddle shifters. The modulation of the brakes in any of these modes proved to be annoying due to the weird mix between friction onto the brake pads and the recuperation of the motors. The best choice is leaving the recuperation completely disengaged, but even then the brake pedal travel is too long to really give you immediate confidence.

The final point to note is the four-corner adaptive air suspension, which felt smooth and in the right environment on highways and smooth roads. The moment the suspension hits undulated swooping roads filled with potholes, it becomes jerky and wobbly due to the heavy weight – around 2500 kgs. Add this to the seats which lack lateral support and before you know it you are being thrown around the cabin in a way which is totally out of fashion to the EQS’ exclusive nature.

I can absolutely say that the EQS is far from a driver’s car. In many ways it is the total opposite of what a Porsche Taycan or Audi E-tron GT are able to convey to its drivers as an EV. Of course, none of the current EQS variants are meant for maximum-attack canyon driving. AMG will hopefully take care of this and bring back a bit more feel and emotion into the cabin. Next time I would personally position myself in one of the passenger seats inside the EQS rather than behind the wheel, especially if you enjoy and require some immediate feedback from the car.

You really need to recalibrate yourself when you step behind the wheel of the new EQS. Mercedes-EQ’s first electric sedan excels in the way it is able to bring you from A to B to C to D in sheer comfort and luxury. But as a package, it is not as good as the new S-Class for being an executive car in all of its true essence. Still the German engineers did a wonderful job creating the best luxury EV on the market today. This one surpasses the levels of luxury offered by any current EV combined with an extensive battery range and a few nifty features making the experience more enjoyable on a daily basis. If you are after such a package, then the EQS is your absolute go-to option.

The best metaphor for the EQS could well be the place where Mercedes invited me for my first drive: Switzerland. A lovely serene place known for its lovely views, breathtaking sceneries and a polished daily living experience, but also one which doesn’t share much passion and emotion and often requires you to recalibrate your senses to a much more aloof, slower and reserved pace.

[Photos: Mercedes-Benz]

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The Eco-Friendly Luxury SUV

Let’s not touch too much on the standard features of the Audi Q8. The neatly designed and successful SUV-coupe brings a combination of an elegant exterior design with interior refinement and ride quality that we have seen before among Audi’s range of luxury SUVs. The new TFSI e quattro offers a well known recipe, but just with another powertrain under its belt, allowing you to transport yourself more environmentally friendly across streets, roads and highways.

V6 + Electric Motor

The key ingredients of the new Q8 consist of the hybrid drivetrain, featuring a larger battery pack and two system outputs. The two variants are the Q8 55 TFSI e quattro and Q8 60 TFSI e quattro. The hardware shared between these vehicles is the same, only the software tune allows for a detuned 55-version, which has been created for markets where you are able to get specific environmental tax benefits from the local government. Interesting move by Audi to accommodate their Q8 hybrid line-up to markets where people will get a benefit when they order themselves a Q8.

This SUV Coupé is already the seventh Audi model with a plug-in hybrid drive that has been newly introduced into the market since mid-2019. The power comes from two different worlds and offers a combination between a 3.0 TFSI V6 petrol engine, which puts out 250 kW / 340 PS and produces 450Nm of torque and a permanently excited synchronous motor (PSM) with a peak output of 100 kW. The compact electric motor is integrated in the housing of the eight-speed tiptronic. Together with the coupling, which connects the 3.0 TFSI to the drivetrain, it forms what is known as the hybrid module.

The 17.9-kWh battery pack is installed under the 505-liter luggage boot floor, which has been raised by 30 mm to fit all the hybrid tech. The new-generation package has a 0.7 kWh larger capacity than its predecessor (which was released in the Q7 hybrid last year). It is also 70 kilograms lighter. Yes, 70kg! Audi saved a total of 33 percent over their previous battery pack. It now weighs 140kg, which is a great achievement. The battery has a maximum charging capacity of up to 7.4 kW and can be charged fully from empty in 2.5 hours. On a full charge, you will have up to 45km of range in the 60 TFSI, and 47km in the 55 TFSI.

The combined power of the powertrain differs per model. In the 60 TFSI you get 340 kW / 462 PS and 700 Nm and in the 55 TFSI you get 280 kW / 381 PS and 600 Nm. This has of course an impact on the performance figures. The 60 TFSI brings you from 0 to 100 kmh in 5.4 seconds. The 55 TFSI does it in 5.8 seconds. Both have the same top speed, which is limited at 240 kmh. The Vmax in full electric is 135 kmh.

No Less Than 7 Driving Modes

On the handling side of things, the Q8 comes with the same set up as its siblings in the range. Quattro permanent all-wheel drive system plus a center mechanic differential come as standard. The power split is 40 percent of the torque to the front and 60 percent to the rear during normal driving. You will have max 85 percent to the front axle and up to 70 percent to the rear axle. The Audi Drive Select system has seven driving profiles: comfort, efficiency, auto, dynamic, individual, off road and all road, and offers you the option to pilot the 2.5-tonne hybrid during your journey.

You have the option to choose from a number of modes to assist you during your trip. Two main modes are available. EV mode allows you to drive the car in full electric. The petrol engine is not used and you are only running on the battery. The silent drive offers a lovely experience. Push the pedal to the metal and the hybrid mode is enabled, the petrol engine comes to life, and you will hear a lovely V6-tone coming from outside. Nothing too intrusive, but a nice sound that accompanies you during your daily commute.

The hybrid mode is the standard mode enabled at start up. It has three modes. The Auto mode uses the onboard MMI system and its predictive operating strategy via the navigation system to spread the battery charge over the driving route in an intelligent and efficient way or it will recharge the battery for further use. The ‘Hold’ mode will keep the charge of the battery until you choose differently, and the Charge mode immediately starts charging the battery.

The available choice between these modes is a nice extra, but I would suggest you to drive in Hybrid Auto mode 99 percent of the time. There is no immediate requirement to change modes, but you can if you feel like it. The hybrid powertrain does what it needs to do in an efficient, relatively silent and luxury manner that fits to the Audi brand and the Q8 lineup. The transition between EV and hybrid is smooth and you hardly even notice the fact that you have moved between both modes. Only the cluster in front of the driver will you show the difference between driving in full electric or also using the V6 engine.

For those wanting to opt between the 55 and 60, it is good to know that the 60 TFSI comes with a higher standard trim package. You will get the S line exterior package, black styling package with exterior attachments in body color, the Matrix LED headlights, and the adaptive Air Suspension Sport. Additionally, it rolls on 285/45 sized tires mounted on the 21-inch wheels and has brake calipers in red. On the inside, you get sports seats in black or partially in Rotor Grey with S embossing. The Plus seat with integrated head rests are optional. The pedals and footrests are made of stainless steel and the inlays in the dashboard are made of matte brushed aluminum.

A Great Package, But Not Coming To The U.S.

The new Audi Q8 TFSI e quattro offers the option between two Worlds. Not only through its hybrid drivetrain, but also by offering two versions. If you live in Europe, a Q8 55 TFSI e quattro will set you back at least 75,350 Euros, while the Q8 60 TFSI e quattro will have you splash at least 92,800 Euros. The difference in price is mainly due to the higher standard trim package on the 60 TFSI, which offers options you can opt as well on the 55 TFSI. The lower price of the 55 and the available tax benefits ensure that this model might well be opted more often by customers than its slightly faster brother. All in all, it is great to see both being available and Audi offering a Q8 variant, which is able to offer you the luxury SUV-Coupe experience with that touch of environmental friendly flavor.

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