BYD Seal vs Mercedes-Benz EQS53

What's the difference?

Those big auto executives have good reason to be worried, because the Seal is yet another impressive offering from China’s most formidable EV player.

It’s not perfect. In some ways it’s trying too hard to be a luxury car, and I think the software in particular could use a little work, but the Seal just does so much right I think it will be hard to be disappointed with one, particularly given its keen entry price.

In fact, if we had to pick one from the range, it would probably be this mid-spec Premium. The range and power on offer are stellar, and all for less money than an entry-level Model 3 or Polestar 2.

It’s unquestionably fast, certainly luxurious, but I’ll be honest, I don’t think the EQS is going to be for everyone. The styling will be challenging for some and the glittery interior tech offering might be a bit much, even for the more rusted-on Benz traditionalists.

Then again, shouldn't an electrified flagship be all about challenging the status quo, trying new ideas, and bringing new fans to the brand? If anything, I think that might be what the EQS does best.

The Seal looks great. It’s about as modern a take on the traditional three-box sedan as you can get. It’s low-slung with curvy lines and a sporty overall feel.

The design touches, like the headlight and DRL surrounds, side skirts, and wheels are maximalist compared to the minimalist vibes of the Model 3 and the Polestar 2. But I don’t necessarily think that's a bad thing as it offers buyers a genuine alternative.

I also like the way the brand has executed the LED lights and particularly the tail-light fittings. There’s also an admirable restraint when it comes to badging compared to a lot of this car’s Chinese rivals. It doesn’t give off the vibe of a cut-price product at all.

Inside there are elements which are appealing, and some things which fall short. First up, I do think the Seal wears its influences throughout the industry on its sleeve a bit.

The digital dash cluster theme, for example, seems to (poorly) emulate the Mercedes-Benz software, the little plastic crystal shifter piece on the inside seems to have been overtly influenced by a similar (actual crystal) piece available in Volvos, while the centre screen and dual wireless phone chargers are pretty obviously BYD’s take on the similar bits available in the Model 3.

Maybe in this sense, it’s trying a little too hard to be a luxury car and a tech-heavy electric vehicle, with items which aren’t quite up to the same quality (particularly the software). But then, it all works well enough, and can you complain at the price?

One thing I think BYD gets right though is the level of comfort on offer in the cabin and the clever little styling bits which remind you of its namesake.

The door handle pieces and integrated speaker bits are shaped like a Seal flipper. As are the dash-mounted air vents, and if you look closely even the plastic garnish on the steering wheel looks a bit like a top-down cross section of the animal.

I like it because its subtle rather than in-your-face as some of the Atto 3's design elements are.

The quality is also up to muster, big time. There wasn’t a creak, groan, or rattle from this car’s interior in my entire time with it, including on some of Sydney's worst roads. And the seats, which are designed like absolute thrones, are clad in lovely soft leather. You sink into them. Even the two-tone Alcantara finish through the doors and centre console is thoughtfully placed.

We’re going to start with design, because from the outset it is a topic which simply must be addressed.

Mercedes has flipped the script when it comes to its next-generation design language worn by its dedicated range of ‘EQ’ electric cars. It follows a trend we’re seeing across the industry of larger, more amorphous vehicles which need the space to accommodate batteries, but also the aerodynamic traits to extend driving range and keep energy efficiency as high as possible.

The issue when it comes to the EQS is it essentially puts the iconic S-Class shape, refined over generations, in the bin, and replaces it with something a bit more challenging to the eye.

Gone are the angles, louvres, and deeply three-dimensional grilles, replaced by sleek rounded edges, wheels which reach to the very edges of the chassis, a blank, almost plasticky grille and a more liftback-like profile than one of a traditional sedan.

You’d better get used to it, too, because the smaller EQE is near identical in shape, a trend which will no doubt continue across other EQ models.

It’s the finer details that add character, particularly for the 53 with its AMG-leanings. The lack of shapeliness down the side makes the massive 22-inch wheels stand out more, and the rear three-quarter might be this car’s best angle, with a colour-matching spoiler flicking up off the small bootlid, and delicate badgework illustrating this car’s place in the world. Our car, which appeared in a silver shade timeless on Mercedes-Benz models, made the black AMG highlights on the front and rear bumpers shine, and some of the usual Benz shape is claimed back through the EQS’s LED light profile, both at the front and rear.

There’s no doubt it’s a step into the future, and an overall shape which is a marriage of both form and function. While looks are always subjective, I still think it may be a hard sell, even to some of the most committed fans of Mercedes design.

The Seal has a huge cabin, and in a lot of ways it feels like the large sedans of old. You can sit nice and low in the cabin, and there’s heaps of knee and headroom thanks to its width.

Soft-clad materials for resting your knees and elbows on go a long way towards keeping this car comfortable on longer journeys, and the presence of a digital dash and a holographic head-up display is nice to have compared to the bare-bones dash of the Tesla Model 3.

The wacky rotating central touchscreen feature makes an appearance from other BYDs, but again, it’s a bit silly and I’m not sure how much use you’ll get out of it. Even Apple CarPlay only works in landscape mode, so I didn’t find it useful.

Practicality features are abundant, with a large bottle holder in the doors, and two more in the centre console. One even has a floating floor, so you can push it down to accommodate large bottles if need be.

Dual wireless chargers are always a nice touch, and the bridge-style console has a large pass-through storage area underneath, which also hides the USB-C, USB-A, and 12V outlets. The armrest console box is nice and deep, too.

The back seat is enormous. Possibly one of the largest spaces in this segment. It comes at a cost to boot capacity, but your rear passengers won’t want for space no matter how tall they are.

At 182cm tall I had leagues of airspace behind my own driving position, and the wide cabin, accommodating seats, and flat floor mean the centre position is even useful for a full-sized adult.

Storage comes in the form of three pockets on the back of each front seat, a large bottle holder in the doors, two cupholders in the drop-down armrests, a small tray on the back of the centre console, and a small flip-out cover which reveals a USB-C and USB-A charging port for rear passengers. The rear seat even gets dual adjustable air vents, but no third climate zone.

The massive fixed glass roof looks the business and keeps the cabin airy, just like in the Model 3 and Polestar 2, but I find these big glass fittings tend to cook interiors in the Australian sun.

BYD tells us the tint is so heavy it has a ‘solar transmittance’ of just 16 per cent, but 16 per cent is still a lot in Australian summer. Thankfully, unlike its two rivals, BYD ships the Seal with a fold-out cover screen as standard.

Remember how I said the massive rear seat comes at a cost to boot space? At 400 litres the Seal’s boot is a bit compact, made worse by the fact it’s a sedan and not a liftback, so the access area is a bit narrow.

It could only fit the largest CarsGuide luggage case alongside the smallest one, but not all three including the medium case. This could be a blow to family buyers who need to fit a pram alongside other things.

Under the floor there’s an extra space great for the storage of your V2L adapter and AC charging cable, but there’s also only a tyre repair kit and no spare.

The EQS is enormous, so it’s a good thing there’s huge amounts of interior space, even for what is ostensibly an S-Class, and with its bespoke electrified underpinnings, it also scores the kinds of innovations we like to see from electric cars.

These include things like a huge cutaway under the floating dash for extra storage, which the brand has seen fit to add elastic tie-downs so your objects don’t go flying in corners!

Storage up front is otherwise excellent with decent bins in the doors with height-limited sections for bottles, a flip open tray which houses the wireless charger and a set of fold-away bottle holders, and split-opening armrest console box which is deep and features yet another set of USB-C outlets.

Adjustability is great for front passengers, but ergonomically I found something a little weird about the digital dash. For me to rest my arms and hold the wheel, I had to set it so low the top of the wheel obscured the instruments, and if I set it high enough to see the full cluster, to comfortably hold the wheel my elbows would need to float above the armrests. Weird.

It doesn’t end there for the entirely touch-based controls either. While the (admittedly very cool-looking) wheel is packed full of buttons and touch sliders, they require near-surgical precision to operate with your thumbs, distracting while you’re driving, and the enormous centre screen’s main drawback is the fact CarPlay, for example, was not designed for the buttons and functions on the far left to be a metre away from where the driver’s hand is. Again, it’s distracting to have to lean out of your seat to hit the ‘back’ button on most context menus.

I would like to tell you at this point the Mercedes-Benz menus are mercifully simple to aid you with such an overwhelming system, but this isn’t true either. For some reason, there’s a ‘vehicle settings’ menu accessed easily through the main panel, or another menu with a separate set of key functions activated by a car-shaped shortcut button on the floating console. Why? Why aren’t these menus the same? I discovered this in my attempts to use the ‘raise vehicle’ function when faced with a steep driveway. You’re going to need to use this function often in a car measuring over 5.2 metres long, so hiding it in a confusing menu is an interesting choice.

The back seat is where the EQS should shine, and in terms of space it’s stellar. I can barely touch the seat in front of me when set to my own (182cm tall) driving position. It comes with some soft pillows which attach to the headrests, the sunroof extends back there nicely while not impeding on the great headroom, and the lavish trims all continue into the doors and seat bases, too.

The drop-down armrest has a trick pop-out bottle holder in it, and there are a further two on the doors. Amenity-wise rear passengers score four adjustable air vents with two climate zones adjusted via their own touch-panel, but I was interested to see there was a lack of screens back there.

This is particularly notable as most S-Classes are bought to be driven in rather than to drive, and the screens are so much in the front, I was expecting a matching offering for rear travellers. Not so.

You also can’t adjust the rear seats at all, and unlike some EVs coming out in this space, there’s no recliner mode for the full business-class experience.

The boot is much larger than in the smaller EQE, with the EQS making use of its extended dimensions nicely. The floor is fully flat, and has a secret compartment underneath for the storage of both your included Type 2 to Type 2 public AC charging cable, and Type 2 to wall-socket converter for garage charging.

With a total space of 580 litres, the EQS comfortably consumed our entire CarsGuide luggage set with space to spare.

At a whopping $328,400 before you start ticking options boxes or apply the necessary on-road costs, the EQS 53 is at the pointy end of the price scale, even for an electric car.

Dig a little deeper though, and there are some surprises. For example; this top-spec EQS still manages to be more affordable than the top-spec combustion S-Class ($335,100) and when compared to its rival from Porsche, the Taycan Turbo S ($351,000), it comes out with a cost-advantage.

It is significantly more expensive than BMW’s electric flagship, the upcoming i7 sedan, which starts at $297,900 before on-roads for the xDrive60.

Still, falling between BMW’s core EV offering and the Porsche Taycan is a fitting sweet-spot for our Mercedes EQS.

Equipment is out-of-this world, with the EQS not only having ridiculous performance figures we’ll talk about later, but also standard four-wheel steer, all-wheel drive, adaptive suspension, full leather interior trim with multi-way adjust for the front seats, complete with heating, cooling, and several message programs.

It also has the (again, completely over-the-top) 1.4-meter long MBUX ‘Hyperscreen’, which is made up of two large screens for the instrument cluster and passenger touchscreen, as well as an enormous centre panel for the climate and multimedia functions, wireless Apple CarPlay and Android Auto connectivity with matching wireless phone charging bay, augmented reality sat-nav, a panoramic sunroof, LED headlights, LED interior lights with selectable RGB settings, and an auto tailgate.

Enough stuff for you? Wait! Says Mercedes, there’s more! The Dynamic Plus package ($7690) boosts performance even more and adds an extended cooling system and launch mode, an aesthetic Night Package ($3990) which adds mainly black and chrome trim pieces as well as 22-inch wheels, ceramic composite brake package ($9990), augmented reality head-up system ($2690) and a wall box home charger ($1450).

Plenty for buyers to work with then. For now though, they’ll only be able to choose the top-spec AMG-tinged 53 version, as lower grades are yet to arrive in Australia. It will be the same for the smaller but near-identically specified EQE 53 when it arrives in Australia, so the message is pay big or go home to get on the latest EQ tech early.

Each Seal variant gets its own drivetrain outputs, and the mid-spec Premium drives the rear wheels with a 230kW/360Nm electric motor via a reduction gear.

On paper, it’s slightly more powerful than the Model 3 RWD, with more power and less torque than the Polestar 2 Standard Range.

In the electric era, do performance figures matter? AMG would argue a resounding ‘yes’ although I would argue the art for premium automakers like Mercedes is now in producing suspension setups that can handle the weight of batteries.

Regardless, the EQS has a dual-motor setup, capable of providing a whopping 484kW/950Nm in its standard form, or an even more incredible 560kW/1020Nm with the Dynamic Plus package. Look, you’re spending over $328,000 already, what’s an extra $8k or so to put pretty much any other four-wheeled object in your rear-vision mirror? With the Dynamic Package, a sprint time of 3.4 seconds is… brutal.

The four-wheel drive system is necessary to keep all that power under control. While some enthusiasts may be turned-off by the four-wheel steer function, I’d read on to the driving section to see why it’s not only worth having (try turning a 5.2-meter long sedan around without it) but also not as intrusive as you think it’s going to be in the corners.

Providing power is a sizable 82.56kWh lithium-ion battery pack, using BYD’s signature weight and space-saving ‘Blade’ form-factor, and the more affordable LFP (lithium iron ferrophosphate) chemistry.

On the charging front, the Seal Premium can top up at 150kW on a DC unit (using a Type 2 CCS connector) for a 10-80 per cent charge in roughly 40 minutes, while on AC its a disappointing 7.0kW.

The 7.0kW inverter means it’s hardly worth plugging the Seal in at a slow public charger when you visit the shops, as you’ll only get about 50km of range an hour. It’s for this reason most cars with batteries this size have 11kW inverters.

Unlike the Model 3 or Polestar 2, though, the Seal features a V2L system, allowing you to power household appliances from its Type 2 charging port.

Claimed energy consumption for the Seal is 14.6kWh/100km which is low, and about what we were seeing on test. It’s a little hard to tell because the trip computer only offers total consumption over the entire life of the vehicle, or for the last 50km, but not for a set trip interval. Weird.

Even at the official energy consumption of 23kWh/100km, the EQS’ drivetrain is essentially the electric equivalent of wielding a massive V8 under the hood. It’s not by any measure impressive, but then, with 107.8kWh of lithium batteries under the floor, it’s perhaps impressive it’s not worse than an Audi e-tron, particularly since the EQS weighs in at nearly three tonnes.

The battery is one of the largest on the market in Australia, offering the EQS a driving range of 585km on the WLTP cycle. Very impressive.

On the charging front, the EQS can charge at up to 200kW on DC thanks to an advanced cooling system, and on AC charges at 11kW in its stock form or 22kW with an optional $2490 upgrade. Again, at $328k, why wouldn’t you want the best charging system you can get for so little extra?

You can also package in a Mercedes-Benz branded wallbox for your home garage, valued at $1450 before installation costs.

To give you an idea of charging times: Expect a little over two hours (from 10 per cent) on a common 50kW DC public charger, nearly ten hours from an 11kW AC public charger, and a number not even worth mentioning from a home wall socket.

I wasn’t expecting the Seal to impress me particularly. After all, it’s in this segment against tough competition, amongst recently updated versions of the Model 3 and Polestar 2, and while the previous BYDs I’ve driven have been a cut above their Chinese contemporaries, they also haven’t done a lot to stand out from the crowd.

Clearly, though, BYD has something to prove with its sporting sedan and the Seal is immediately impressive. The cabin is quiet and refined, the seating position is great it's smooth from take-off.

The steering has an artificial tinge to it removing a bit of feedback from the road, but proves at least quick and accurate at speed, and the handling is superb.

I kept pushing the Seal in my test drive, expecting gnarly characteristics to surface but they didn’t. This sedan grabs onto the road with excellent control and traction at the rear, spurred along by its long wheelbase, and improved tyre choice (Continental rather than the sub-par Chinese rubber worn by the Atto 3 and Dolphin).

While on paper it appears to have at least comparable motor output figures to the Polestar 2 and Model 3 - the Seal Premium doesn’t quite feel as rapid, its electric motor having a more relaxed vibe and responsiveness when you stomp on the go pedal.

This can be tweaked a little by dialling it up to Sport mode, and while it still doesn’t feel quite as breakneck fast as the Model 3, in particular, it’s plenty to be going on with.

The most impressive part of the Seal drive experience, though, is its ride. Ride is a constant problem for EVs as manufacturers go to lengths to tame the additional weight of batteries, but the Seal is the most impressive in its cohort, and by quite a margin.

It’s firm enough to be controlled, but has a lovely soft edge to it, so larger bumps, frequent corrugations, or sharper road imperfections don’t ruin your day.

The Model 3 and Polestar 2, even in their improved forms, are not this good. In a lot of ways the Seal’s suspension tune reminds me of the Mustang Mach-e. It has a soft edge, offset by a bit of secondary jiggle as the car settles, which is its only real blemish.

The Seal has no right being this good. It’s now not just matching its far more established rivals but doing some things significantly better.

The EQS is quite surreal to drive, and you’ll notice a whole bunch of odd things first.

Immediately the driving position will be surprising. It’s nothing like what a traditional sedan feels like. This is because you sit high in the EQS. This helps facilitate extra under-floor space for the batteries, but the way Benz puts it, this driving position is deliberately SUV-like to grant buyers the more desirable view of the road which they now (apparently) seek.

It has some oddities, as mentioned earlier, with the fixed digital instrument cluster, and the way the wheel can block it depending on your height, but on the whole I found visibility in the EQS to be pretty good, despite limitations out the distant rear window.

Sound-wise AMG has created a bespoke soundscape for its electric models, two soundscapes, in fact. One sounds like a facsimile of a distant, digitised, V8 (weird) while the other is a bit more sci-fi. I can’t decide which one I really like, but props to the brand for thinking of individual sounds for things like accelerating, regenerative braking, as well as turning the car off and on. There’s even a humming tone for when the car is idling. 

AMG says “it doesn’t work without sound” and I suppose it does add some sort of feedback to the experience which would otherwise be missing. I’d rather have it than not I suppose is the take-away here.

The acceleration is completely over-the-top in Sport or Sport+, allowing you to move such a large vehicle forward in an almost comically quick fashion. It has the sudden urge of a Tesla, but with an element of grace that follows courtesy of the adaptive suspension which, not only settles the ride, but keeps the car comfortable.

It is the suspension though which sets cars like the EQS (and even rivals from BMW) apart from the likes of Tesla. The ride in the EQS is superb, befitting the heir apparent to the S-Class throne. It’s hard to find a ride so void of issues, particularly in the everyday Comfort drive-mode. It’s not just the fact I can’t complain about brutality from this car’s oversized 22-inch wheels, but also there has clearly been delicate work conducted to control the rebound, body-roll, and jiggle which can occur as a result of moving around a near-three-tonne chunk of aluminium, steel, lithium and leather at enthusiastic speeds.

This settled ride combines gloriously with the four-wheel steer system to make the EQS a keen corner carver, despite gravity constantly working against it.

I was surprised to find the four-wheel steer system to be pretty much identical in feel to the system also employed in the EQE and new C43, in that it is unobtrusive to the overall feel of the car, only helping to add a little extra turn-in to the corners when need be.

In a vehicle as long as the EQS it’s a bit more noticeable, and requires a moment of brain-adjustment, as the car (bizarrely) goes exactly where you point it, requiring no over- or under-adjustments, the grip from the enormously capable four-wheel drive system refusing to let any shift under sensible driving conditions. 

So, it’s comfortable enough to be an S-Class, fast enough to be an AMG, but I must say there is something a bit clinical about how it attacks the road. Missing some of theAMG drama we’ve become so used to from the brand’s combustion range, perhaps?

The S-Class has always been a safety leader, and it appears the EQS is no different.

On the active front expect Autobahn-speed auto emergency braking with pedestrian and cyclist detection, lane departure warning with lane keep assist, blind spot monitoring with rear cross traffic alert, traffic sign recognition and driver monitoring.

The Mercedes semi-autonomous adaptive cruise control suite is just as good (perhaps better in some areas like distance control) as the stuff from Tesla in my experience, and this car also had a notably comprehensive 360-degree parking camera which is brilliant enough to show you the top-down and full rear view cameras all in one screen.

The EQS is yet to be officially rated by our local crash authority, ANCAP, but it received a maximum five-star Euro NCAP safety rating in 2021.

The long-term ownership aspect for a BYD product is still a bit of a mystery as the current crop of cars have only just landed in Australia in the last year or two, but if it offers you any peace of mind, the Seal is covered by a six-year/150,000km warranty with a separate eight-year/160,000km warranty for the battery pack.

In order to avoid having to have a traditional dealer network, BYD has partnered with MyCar to fulfil servicing. Visits to one of these locations is required once every 12 months or 20,000km whichever comes first, and pricing is fixed for the first eight years, working out to an annual average of $299.

Like many electric cars, the warranty on the EQS is twofold. Firstly, there is the whole vehicle warranty, which from Mercedes-Benz is five years and unlimited kilometres, but the high-voltage battery is covered by a separate, and quite healthy, ten-year, 250,000km promise.

Benz throws in a three-year subscription to ChargeFox, offering owners free charging for the duration (to give you an idea, it cost me about $30 to charge the EQS to nearly full from 20 or so per cent).

Service intervals are surprisingly standard, at 12 months and 15,000km, and the EQS’ pre-paid service program is $1750 for three years, $2750 for four years, or $3250 for five-years, working out to about $650 a year. Far from the cheapest we’ve seen for an EV, but chump change for owners considering the up-front cost of this vehicle.