Mercedes-Benz EQS vs BMW I4

What's the difference?

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.

If you’re intimidated by the electric future, don't be, because BMW’s i4 is just as good as any non-M sedan BMW offers right now.

The i4 delivers all the things you love about a 3 Series, engaging driving dynamics, a well-appointed interior and comfortable ride, but its all-electric powertrain means you’ll never have to stop at a servo again.

With a large battery on board, the i4 also serves up a decent driving range that should put anxiety-prone EV drivers at ease.

That is, of course, if you can get onboard with the looks.

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.

If the i4 looks familiar, that’s because it is based on the 4 Series Gran Coupe that entered showrooms last year.

This means a four-door liftback body style with a sloping roofline, athletic proportions and sizing close to the Tesla Model 3 and Polestar 2.

Let’s get it out of the way early and talk about the elephant in the room, the oversized front grille.

Say whatever you want about it, there’s no denying it gives the i4 a unique and head-turning look, and in my opinion, it’s not too bad.

In the flesh, it really isn’t as big as the press photos have made it out to be, and with the front numberplate to split it up, it does start to look a bit more like a traditional grille.

In profile, the 19-inch wheels fill out the arches well, and hide the massive brakes that add to the i4’s sporty appearance.

I particularly like the almost flush door handles that look futuristic, but aren’t as pretentious as those retractable handles you see on Teslas and Range Rovers.

Slim tail-lights and a chunky bumper inform the styling of the i4’s rear, but we’re really not a fan of a rear diffuser that keeps the exhaust cut-outs.

It makes sense on a model like the 4 Series Gran Coupe, but it just looks look rather odd on an all-electric model like the i4.

While the outside of the i4 might be all about that big grille, the inside is all about big screens, two of them in fact.

The instrumentation and multimedia screens dominate the experience inside, but BMW has also included physical buttons on the steering wheel and centre stack, as well as a rotary control knob, to make navigating the menus that much easier.

The connected screens differentiate the i4 from its 4 Series Gran Coupe relative, and make the cabin feel futuristic and befitting of the all-electric powertrain.

Overall, the i4’s styling might not be to everyone’s tastes, but BMW definitely gets credit for being bold in its aesthetic choices.

Would have been nice to see BMW’s designers go a bit further in differentiating the i4 from its 4 Series Gran Coupe cousin, but there's no denying the head-turning appeal of this all-electric sedan.

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.

As a premium mid-sized sedan, the BMW i4 offers up enough storage and space for most, but keep in mind there are limitations.

From the driver’s seat, everything is well placed and the electronically adjustable seats offer plenty of adjustability to get comfy for long road trips.

Storage options include an central cubby, glove box, two cupholders and small door pockets that just about fit a bottle, but the design means it rattles around a little.

Speaking of fiddly, between this car, and the weird plastic cowl thing found in the Z4 and 1 Series, BMW needs to be called out for some of the most annoying wireless smartphone charger designs.

This one is tucked all the way under a retractable lid, and is barely wide enough to fit some flagship-sized phones.

However, we will give BMW huge props for its iDrive8 multimedia system, which is displayed on a huge 14.9-inch screen.

The menus are clear, concise and intuitive, while the software is buttery smooth and responsive. It feels snappier than some phones we’ve used in the past.

Credit too for not making all inputs touch, as there is a rotary control knob and voice command capability available.

In the second row, things are a little more cramped, but at 183cm tall I can fit in the outboard seats with tight headroom.

There’s enough leg and shoulder-room, too, and passengers can make use of the climate controls, USB-C charging ports and a fold-down-centre armrest with two cupholders.

Opening the boot reveals 470 litres of volume, but fold the rear seats down and that pace swells to 1290L.

Loading large and bulky items is made much easier thanks to the liftback design, and it’s important to note i4 buyers aren't penalised in terms of practicality as the i4 and 4 Series Gran Coupe share the same boot capacity.

However, the charging cables can get in the way, as there isn’t any dedicated space for them.

The charging point is also in an annoying spot, in the right-rear fender where the petrol cap would be.

It means that you always have to reverse into charging spots, and it can be tricky to manoeuvre the i4 into just the right position to get the charging cable to reach.

The Nissan Leaf's front centre charging port, or the dual charging ports available on the left and right fenders in the Audi e-tron or Porsche Taycan are preferable.

With a name like i4, you might be mistaken for thinking this is the sequel to the cute and quirky i3 hatchback released back in 2014.

But sorry duology fans, it isn’t.

Based on the same platform as the ever-popular 3 Series, the i4 is essentially an all-electric version of BMW’s 4 Series Gran Coupe.

And sadly, in 2022 an all-electric powertrain means a price premium.

The i4 kicks off at $99,900, before on-road costs, for this eDrive40 grade - $16,000 more expensive than the comparable 430i Gran Coupe.

Standard equipment includes 19-inch wheels, LED headlights, keyless entry, push-button start, 12.3-inch digital instrument cluster, head-up display, wireless smartphone charging, sports seats, three-zone climate control, interior ambient lighting and a powered tailgate.

Handling multimedia duties is a humungous 14.9-inch touchscreen display, powered by BMW’s latest 'iDrive8' software with features including satellite navigation, wireless Apple CarPlay and Android Auto support, a 10-speaker sound system and digital radio.

Stepping up to the M50 version adds laser headlights, a rear spoiler, sunroof, 16-speaker sound system, metallic paint and heated front seats, but also moves the asking price to $124,900, or $9000 pricier than that M440i Gran Coupe.

Of course, the i4 M50 also scores a dual-motor, all-wheel drive set-up and more potent performance, but we’ll go into more detail about that a little later on.

Is $100,000 too much to pay for an electric mid-sized sedan? Well, the most expensive versions of the Polestar 2 and Tesla Model 3 are much more affordable than this base i4, but then again, neither of those are wearing a BMW badge.

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.

If there’s one thing BMW knows how to do well, it’s building a sports sedan like no other. And that holds true for its EVs.

Powering this i4 eDrive40 is a single electric motor that produces 250kW/430Nm, which beats the outputs of even the 330i and 430i Gran Coupe.

With drive sent to the rear wheels, the i4 eDrive40 can accelerate from 0-100km/h in just 5.7 seconds, beating out the aforementioned 330i and 430i models.

For those that want a bit more pep, the top-spec M50 grade’s dual-motor set-up punches out 400kW/795Nm for a lightning quick 3.9s 0-100km/h run.

Compared with its petrol-powered 4 Series Gran Coupe counterpart, the i4 certainly puts up respectable figures, while offering more than a performance match for the Polestar 2 and Tesla Model 3.

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.

With an 84kWh battery the official range on this i4 eDrive40 is pegged at 590km when tested to WLTP standards.

However, when fully charged, our test car's range readout was around 390km.

But keep in mind EVs aren’t as effective in cold weather, and the mercury was showing only three degrees on most days during this freezing Irish winter.

Luckily then, BMW has included DC fast-charging capabilities in the i4 as standard, with its 210kW CCS plug able to take the battery from 10 to 80 per cent in around half an hour.

BMW has included DC fast-charging capabilities in the i4 as standard, with its 210kW CCS plug able to take the battery from 10 to 80 per cent in around half an hour.

Using an 11kW AC charger however, will require 8.5 hours for a full charge.

In a week with the car, I averaged an energy consumption rating of 23.4kWh per 100km, almost matching the official figure of 22.2kWh/100km.

My driving included several long-distance trips on the freeway, however, an environment in which an electric vehicle does not excel.

Worth noting the heavier and more energy-hungry M50’s official driving range drops to 510km, but we’re yet to test its real-world figures.

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?

If you came here just to find out whether BMW has succeeded in transplanting its signature sports sedan characteristics into the all-electric i4, the answer is, yes.

The best thing I can say about the i4 is that, aside from the way power is delivered and the lack of engine and exhaust noise, it feels just like a 3 or a 4 Series.

Steering is sharp and responsive, throttle and brake inputs are immediate, making this rear-drive i4 a delight to drive enthusiastically.

The staggered Michelin Pilot Sport 4 tyres and massive brakes obviously help in this regard, and look, it’s not as sharp as the Porsche Taycan, still the sharpest electric vehicle we’ve driven to date, but the driving experience in this i4 is comparable to the excellent 3 Series.

But I’m not in love with the fake sound piped into the cabin when in 'Sport' mode. It sounds weirdly low-rent and I much prefer to accelerate to triple digit speeds in serene, near-silence.

Switch things up to 'Comfort' mode, and the i4 makes for a surprisingly relaxed drive.

The steering gets bit a looser and the adaptive dampers ease off a little, soaking up bumps and road imperfections with minimal affect to occupants.

Pair this with the nearly-silent electric powertrain, and well, our little one in the back seat has fallen asleep on more than one occasion in my time with the car

You can also adjust the level of regenerative braking in the i4 and operate it with one pedal like in the Nissan Leaf and Hyundai Ioniq 5.

This is a more efficient way to drive an EV as it forces you to look ahead and be careful with your throttle inputs.

One-pedal driving might not be for everyone, but it’s nice to have the option there.

BMW’s i4 is yet to be tested by ANCAP or Euro NCAP, so at the time of publication, doesn’t wear an official crash test rating.

Neither does the closely-related 4 Series Gran Coupe, but the 4 Series Coupe, launched in 2019, received a maximum five-star assessment.

It is unclear how much the changes in body style and powertrain affect the safety of occupants, but the i4 comes with long list of advanced safety features.

Specifically, autonomous emergency braking, lane-keep assist, adaptive cruise control, traffic sign recognition, high-beam assist, a surround-view camera, parking assist, blind-spot monitoring and rear cross-traffic alert are all included at no extra cost.

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.

Like all BMWs sold in Australia, the i4 comes with a three-year/unlimited kilometre warranty with roadside assist over that period.

This falls short of the now-standard five-year assurance periods offered by premium rivals Audi, Genesis, Jaguar, Lexus and Mercedes-Benz.

Scheduled servicing intervals for the i4 are every 20,000km/24 months, at least in overseas materials.

Australian intervals are yet to be confirmed, but BMW is offering service price plans covering four- and six-year periods in 'Basic' and 'Plus' forms.

The Basic plan for four and six years is set at $1240 and $1765 respectively, while the Plus package is $4805 and $5500.