Electric Cars

The Model S is more than a familiar face at this point. The early concept version rolled out way back in 2009, while the production car first hit the road in 2012. Since then, other than a little nip and tuck in 2016, the car has remained visually unchanged. That’s a long time for any car to stand still, but in the luxury sedan market, where the prevalence of short-term leases reflects the constant desire for something fresh, seven years is an absolute eternity. But you know what they say about judging a book by its cover. The 2019 Tesla Model S Long Range you see here rolled into my life with some significant changes under the familiar skin, including new suspension, a new motor and all sorts of wonderful new software updates to bring it all together. The net result is a car with an amazing 370 miles of range, but that’s just the beginning.

What’s new The hallmark feature of the new Tesla Model S Long Range is, of course, its range. 370 miles puts it well ahead of the competition, going nearly twice as far as some of the new crop of luxo-EVs from Audi and Mercedes-Benz and the like. I won’t get into a debate about how much range people need, because that’s a complicated question, but suffice to say that 370 miles is enough to banish range fears from the minds of even the most anxious of drivers.

The truly fascinating thing is that 370 miles — 35 more than before — is delivered by exactly the same 100 kilowatt-hour battery pack. Where’d Tesla find that extra range, then? It required a series of tweaks, some subtle, some more substantial.
That 370 miles — 35 than before — is delivered by exactly the same 100 kilowatt-hour battery pack.

Far and away the biggest contributors are the new motor and inverter. Well, new to the Model S anyway. Both are actually a transplant from the Model 3, but where the motor sits in the rear of Tesla’s newer sedan, in the Model S that motor sits up front. Interestingly, this motor is of the permanent magnet variety, whereas the older motor at the rear is still of the induction type. 
There’s a lot of nuance in comparing permanent magnet motors to induction types, as individual motor design and construction can counter general performance concepts, but suffice to say that those of the former variety tend to be smaller and more efficient, but more expensive. The greater efficiency here means more effective regeneration (more important at the front than the rear of the car due to the weight shift forward), but it also means a boost in power at the front relative to the previous Model S. More on that later, but the net result is a 0-to-60 sprint in just 3.7 seconds. Yes, that’s fast, and this isn’t even the Performance.  Suspension is also new, revised dampers at each corner that can dynamically adjust both compression and rebound in just 10 milliseconds. That means when you toggle into the new sport driving mode it happens really quickly, but more importantly it means the car can dynamically react to your inputs, adjusting stiffness from side-to-side to, for example, mitigate body roll.  This has led to a host of other suspension tweaks, including revised spring rates, smaller anti-roll bars and a raft of new software to tie it all together. As a part of this change, the Model S has a new location-based highway mode, where the car will automatically lower itself (and its aerodynamic resistance) when entering a highway. Previously, this was purely based on speed. Now, even if you hit traffic and have to slow down, the car will stay low.  Finally, new sets of tires for both the 19- and 21-inch wheel sizes offer both lower rolling resistance but, conversely, higher ultimate grip. Those going for all-seasons will get Tesla-specific revisions of the Goodyear Eagle Touring, while summer rubber is either Michelin Pilot Sport 4 or 4S.  Hello darkness, my old friend. 
Tim Stevens/Roadshow
What’s old It’s a good thing the original Model S was awful pretty because it’s still here, more or less visually unchanged. That 2016 nip and tuck really did wonders to tidy up an otherwise too-busy nose, but elsewhere it’s all very much the same car.

That continues on the interior. Some new trim and color choices added over the years have kept things from getting too stale, but for a car that starts at $85,000, the interior on the Model S Long Range is sadly deficient. Materials are generally decent and I appreciate the choice to go with vegan leather, though many would prefer the real thing. The overall look and refinement here pales in comparison with even something like the Volvo V60, which is available for less than $40,000. In a more apples-to-apples comparison, Audi’s (admittedly shorter-range) E-Tron offers far better accommodations for a $74,800 starting price. 

And it’s not just the look and feel that’s lacking. Tesla still doesn’t offer ventilated seats and that infotainment system, so striking back in 2012, now feels dated. Worse, it still lacks support for both Android Auto and Apple CarPlay. A 360, bird’s eye parking view is also missing, which is extra perplexing given the dizzying number of cameras on seemingly every surface of the car. OTA life So, seven years on, the Model S is still lacking some pretty key functionality, but that’s offset by other, often novel features added to the car over the years — many even delivered retroactively to older cars via Tesla’s famous over-the-air updates. Autopilot is the most notable and easily the most controversial. Encompassing a suite of various safety and convenience features, Autopilot has evolved radically since its introduction in 2014. The system has had its ups and downs, and certainly a few PR blackeyes, but as it stands today it’s remarkably good, debatably the most comprehensive system of its kind available in the US.  While it lacks the hands-off capability of Cadillac’s Super Cruise, Autopilot is more useful on more roads and, with Navigate on Autopilot, can now automatically change lanes and even take exits. It’s so good you’ll be tempted to take your hands off the wheel, which is why so many people do, but please don’t. I will yet again remind you that this is not a self-driving car. Keep your hands on the wheel and your eyes on the road, folks. 
Autopilot is so good you’ll be tempted to take your hands off the wheel, which is why oh so many people do, but please don’t. 

There are many more little features tucked away in the infotainment screens, many of which you’d never find unless you know where to look for them. Dog mode is a personal favorite, since my pups love little more than to go for rides, but have to stay home in the warmer months. With dog mode, you pick a temperature and the car holds it there even after you’ve locked the doors. Crucially, the car also displays a big, friendly message on display, hopefully preventing breaking-and-entering by a well-meaning passer-by.  That builds on the remote preconditioning features the Model S has always offered, and some new goodies like sentry mode, which will use all those cameras to film anything nefarious going on around your parked car. There’s even a new Tesla Arcade, a potential revenue stream the auto industry has never seen before.  The new suspension, lurking beneath there, is a revelation. 
Tim Stevens/Roadshow
The drive OK, all that’s great, but how does the thing drive? Remarkably well, I’m happy to report. The Model S has always been a bit of a rocketship and it still very much is. The scoot to 60 in 3.7 seconds is impressive, but as ever with EVs it doesn’t tell the story of how quick the car feels. Being able to squirt your way up to speed at any time with just a flick of your right ankle is addictive — though not good for your range. So that aspect of the Model S hasn’t changed, but the handling has, and for the better. The Model S was always a comfortable car and a reasonably capable handler, but it never really felt comfortable being pushed. It could hold a nice line through a corner at speed, but hit a bump or try to change directions quickly and things would start to fall apart.
 The new suspension and tires offer both substantially improved ride quality as well as more rewarding handling.

That’s not the case any longer. The new suspension and tires offer both substantially improved ride quality as well as more rewarding handling. It’s a pretty remarkable transformation given the platform hasn’t changed, just the components bolted to it, but those components conspire to make a car that, though big and heavy, is legitimately engaging.  But there’s one fly in the ointment that I never noticed in previous iterations of the Model S, and that’s torque steer. Though nowhere near as bad as, say, a Mazdaspeed 3 or Saab 9-3 Viggen or any forearm-testing, front-wheel-drive car of yore, I did have to keep a firm grip on the wheel when accelerating hard. This was especially true in the rain. I’ve driven many flavors of the Model S over the years and never noticed this foible before, so I’m inclined to point the finger at the increased torque from that new motor. However, it could just as easily be due to a change in wheel offset or some other geometry change. Either way, I wouldn’t be surprised if Tesla finds some way to fix this via software update. It wouldn’t be the first time.  And what about that fabled range? For my testing I covered 379 miles and “burned” 109.6 kWh of charge. Given the 100 kWh pack, that gives a theoretical maximum range of 348 miles — which of course is impossible given you don’t actually have access to the full pack. Regardless, my testing included numerous acceleration tests and a fair bit of… well, let’s call it brisk driving.  For the last 180 of those miles I just drove the car in a normal way, not hypermiling and not avoiding the highway, but not launching at every traffic light, either. Given the consumption over that period the car indicated a theoretical maximum range of 382 miles. In other words, I have no doubt that 370 mile EPA rating is realistic. And, of course, impressive. Competition and pricing The Model S’s stiffest competition comes from in-house, in the form of its sibling the Model 3 Long Range. For $49,900, plus $1,125 delivery, you get a smaller but still comfortable sedan that’ll do 310 miles on a charge and get to 60 in 4.4 seconds. But if performance is what you want, another $10,000 gets you into the Performance trim, dropping that down to 3.2 seconds. If you need help deciding on whats right for you, our handy Tesla buyers guide is just the ticket.  Even the Model 3 Performance is still a fair bit cheaper than the $85,000 starting price of the Model S Long Range. For that you’re getting a very well-equipped car with Autopilot and all-wheel drive. Any color other than black will cost you at least $1,500, the white you see here costing $2,000. 19-inch wheels are standard, and would be my pick, but 21s are $4,500 if you’re so inclined. The all-black, Atari 2600-themed interior is included in the base price, but I’d cough up another $1,500 to get pretty much anything else.  And then there’s the $6,000 “self-driving” upgrade, which until recently I strongly advised against. Now, with the extra Autopilot functionality and Enhanced Summon, I’d actually consider it. Total price? $94,500, plus $1,125 delivery.  (For more about how the Model S and Model 3 stack up, check out our Tesla Buying Guide). Maybe being familiar isn’t so bad.
Tim Stevens/Roadshow
Wrap-up The luxury sedan segment has moved on quite a ways since 2012, and the Model S still feels thoroughly impressive in 2019. The range, already best-in-class, is now even further down the road from the competition. The acceleration continues to be superb and, thanks to the new suspension, the car finally has the handling to match. Autopilot just keeps getting better and new features such as dog mode and Tesla Arcade show that there’s a lot more life to come. However, as futuristic as all that is, the car is still in desperate need of some updates. The interior doesn’t hold a candle to the competition and those few, key missing features like ventilated seats just seem more and more curious the longer the car goes without them.  The new Tesla Model S Long Range is not the complete refresh that many have been hoping for, but maybe that’s OK. This is a big step forward for what was already the most capable electric luxury sedan on the market.  More

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Overall driving range is perhaps the biggest talking point of any new electric car. Yet it won’t be the key reason to buy a 2020 Mercedes-Benz EQC when it arrives in the US next year. Instead, Mercedes is focusing on what it does best: making cars that genuinely feel more premium than everything else in the class. Oh, sure, the EQC will still be plenty competitive in terms of its power and range. But what sets it apart from the Jaguars and Teslas of the world is just how lovely it feels from behind the wheel.

Stylish, but not a standout Like the Audi E-Tron, Jaguar I-Pace and Tesla Model X with which it’ll most closely compete, the Mercedes EQC is a curvaceous SUV that straddles the line between compact and midsize proportions. It rides on the same 113.1-inch wheelbase as the compact GLC-Class crossover, but it’s a little longer overall, and doesn’t stand quite as tall.

For better or worse, the EQC doesn’t immediately stand out as a brand-new or electrified Mercedes-Benz offering. Sure, the fascia is a bit more stylized than the company’s other models, and tasteful blue accents in the headlamp housings are a subtle nod to this car’s electrified guts. But honestly, if you showed me a picture of the EQC and said, “This is the next-generation GLC,” I’d probably believe you. The EQC pictured here wears Mercedes’ AMG Line exterior, which adds a unique grille and a more heavily sculpted lower fascia. In this guise, it looks even less like an EV, and to my eyes, this treatment is the most appealing. If you’re the sort of person who wants an electric vehicle because of the statement it makes on the road, the EQC might not be for you. Personally, I’m glad Mercedes doesn’t need to rely on weird styling or gimmicky doors to get its electric message across. But I will say I’m not exactly thrilled that an illuminated version of the company’s three-pointed star badge will be standard on every US-spec EQC.

If you’ve ever been one of Mercedes’ new SUVs, you’ll feel right at home in the EQC.
Mercedes-Benz
A familiar yet impressive cabin Inside, you’ll see a similar exercise in restraint; the EQC’s cabin is almost too familiar. The center console seems to have been ripped right out of the GLC300, with a large flip-up panel in the middle that hides a pair of cup holders. I love the rose-gold accents on the vents — Mercedes designers say they’re supposed to mimic the copper color of the wires found in the battery system — and the stylized bits of brushed metal on the doors and behind the infotainment screen are really quite beautiful. But for better or worse, no part of the EQC’s cabin looks or feels new or innovative.

On the other hand, its interior boasts the same superb quality you’d expect from an SUV with a three-pointed star on the hood. Every surface feels even better than it looks, and the quilted leather seats are equal parts cushy and supportive. None of the EQC’s aforementioned competitors offer an interior this plush. Four average-size adults can stretch out in relative comfort, and the cargo hold is large enough to accommodate all of their carry-on suitcases and backpacks. Final US-spec cargo dimensions are still TBD, but given the EQC isn’t too far off the GLC, you can safely use that as a point of reference. The MBUX infotainment system has nearby charging stations built into its navigation POIs.
Mercedes-Benz
Standard MBUX tech The EQC’s in-car tech is headlined by Mercedes’ MBUX multimedia system, set up on a pair of 10.2-inch screens atop the dash. MBUX is the same here as it is in any of the company’s latest models, with a couple of EQC-specific features built in, including screens that show your energy use and range, as well as navigation data for nearby charging stations. Speaking of navigation, it comes standard on every EQC, as do Apple CarPlay, Android Auto and a Wi-Fi hotspot. Mercedes lets you control MBUX in myriad ways. You can touch the center screen, or use the thumbpads on the steering wheel or the touchpad on the center console. Of course, you can also just talk to the AI assistant, saying, “Hey, Mercedes” to wake it up. I still find the AI a little too eager to chime in, asking, “How can I help you?” when I only mention the word “Mercedes” midsentence in conversation. But I do like that I can just say, “Hey, Mercedes, where’s the closest charging station?” and it’ll display a list of options without me having to search through the nav. The EQC400 will accelerate to 60 mph in a 4.8 seconds, or about the same as a Mercedes-AMG GLC43.
Mercedes-Benz
Speaking of charging… The 2020 EQC400 uses an 80-kilowatt-hour, lithium-ion battery, with a 7.7-kilowatt onboard charger. On a Level 2 wall-box charger — the kind you’ll have installed at home — the EQC can replenish its battery in about 10 hours. Step up to 110-kilowatt DC fast charging and Mercedes estimates achieving an 80% charge in just 40 minutes. Given the EQC’s relatively conventional design, you won’t be surprised to learn the charging port is located on the SUV’s passenger side, behind the rear door, just like a conventional fuel tank. The 80-kWh battery provides ample motivation for the big EQC, with 402 horsepower and 561 pound-feet of torque sent to an asynchronous motor at each axle, giving the SUV all-wheel drive. Off-the-line acceleration is quoted at 4.8 seconds to 60 miles per hour, or about the same as a Mercedes-AMG GLC43. The instant torque delivery is addictive, and one of the most fun aspects of EV driving. The Mercedes delivers it without any skittishness or wheelspin — just a smooth, consistent rush of power. Under light power demands, the EQC largely runs in front-wheel-drive operation, the larger rear motor only kicking in when needed. A particularly impressive thing about this powertrain is how seriously silent it is. Yes, I know, EVs are quiet to begin with, but Mercedes went a step further when developing the EQC and worked to isolate the electric motor’s operational noises as much as possible. With the radio switched off and under hard acceleration you can hear a faint whirr, but that’s it. Plenty of insulation keeps road and wind noise out of the cabin, too, making for one of the quietest motoring experiences available today. A pair of electric motors delivers 402 horsepower and 561 pound-feet of torque.
Mercedes-Benz
Quiet, comfy cruising Electric powertrain aside, the EQC moves down the road like any other Mercedes SUV. The chassis tuning errs on the side of comfort over sharp handling — even with the car set to its Sport drive mode — but the EQC won’t fall apart should you toss it into a bend. The low center of gravity helps the crossover feel planted and stable, and the relatively light steering offers enough feedback through the wheel to keep you aware of what’s happening at road level. Even on its largest 21-inch wheel-and-tire setup, the EQC offers a more compliant ride than a Jaguar I-Pace or Tesla Model X. Given the EQC’s mission in life, it drives exactly the way it should. A couple of neat tricks help you eke out every mile, the first of which is really quite simple (and effective). Put the EQC in its Eco drive mode, and the throttle’s resistance increases substantially, with an actual stop point about halfway through the travel. This means you won’t be overaccelerating, which drains the battery more rapidly. Should you need more speed than this mode offers, kicking down on the throttle harder will allow you to break through the stop point. Then you have the regenerative braking modes, of which there are several. In the car’s standard “D” operation, it idles forward and drives like a traditional, gas-powered car. D- and D– modes are activated via the steering wheel-mounted paddles, and dial in more regen as desired. D- feels like the best setup for true one-pedal driving, while D– is tuned a bit too aggressively for smooth operation (though I imagine you’d get used to it if you owned an EQC). The optional AMG Line exterior gives the EQC a bit more visual appeal.
Mercedes-Benz
Finally, you can select D Auto, which uses the car’s forward-facing sensors to slow the car using regenerative braking as you approach a lead car. Think of it as being like halfway adaptive cruise control: Say you’re going 70 miles per hour on the highway and lift your foot off the throttle as you approach a car going 65 mph. In this D Auto setting, the EQC will automatically slow down using regeneration without you having to touch the brake pedal. It will not, however, accelerate back up to your cruising speed should that slower car move out of the way. If you want honest-to-goodness adaptive cruise control, it — as well as lane-keeping assist and blind-spot monitoring — is available as part of the EQC’s Driver Assistance Package. So, what about the range? The EQC won’t arrive in the US until early 2020, so its official EPA range estimate is still many moons away. Under Europe’s NEDC test cycle, Mercedes says the EQC can go anywhere between 277 and 293 miles on a full charge, depending on vehicle spec. But remember, the NEDC ratings are notoriously optimistic, and there’s no solid formula for converting this number into a realistic US expectation. The EQC’s interior is as quiet as it is comfortable.
Mercedes-Benz
My best look at the SUV’s real-world range came last year, when I rode right-seat in an EQC prototype from Mercedes’ research and development center in Sunnyvale, California, to the coastal region of Big Sur and back. Loaded with four adults, the EQC traveled 228 miles without recharging, the battery indicating a 7% charge at the end of the day. Bastian Schult, the engineer who led that test, was definitely driving with an eye toward max range, but he wasn’t exactly a slowpoke, either. Mercedes officials won’t speculate on the EQC’s US-spec range, simply because there are so many variables to take into consideration. But don’t be shocked if the final EPA number ends up being somewhere between 200 and 220 miles. That’ll put the EQC behind the Jaguar I-Pace (234 miles) and Tesla Model X 75D (238 miles) — not to mention the longer-range 100D and new, 325-mile long-range Tesla models — and closer in line with the Audi E-Tron (204 miles). The truth is, for people who’ve taken the plunge into EV life, the difference between 204, 228, 234 and 238 miles is actually sort of negligible. These folks aren’t draining their batteries all of the time; being able to charge at home or at the office is a given. Because of this, Mercedes executives aren’t exactly sweating what the actual EPA number will be. The US EPA range estimate will likely be somewhere between 200 and 220 miles.
Mercedes-Benz
A focus on luxury Besides, the Mercedes-Benz EQC more than makes up for any range shortcomings with its excellent accommodations and wonderful on-road manners. You’ll likely pay a bit more for the privilege than for an Audi E-Tron ($74,800) or Jaguar I-Pace ($69,500). But that’s expected for every other Mercedes model, too. Official pricing won’t be available until the EQC launches next year, but I’m expecting it to fall closer to the Tesla Model X’s $83,000 MSRP — not including available incentives, natch. The Tesla might still best the Mercedes in terms of all-out range, but with the Mercedes’ better on-road manners and far more premium cabin, those not sold on the church of Tesla might find Mercedes’ newcomer EQC a solid choice.

Editors’ note: Travel costs related to this feature were covered by the manufacturer. This is common in the auto industry, as it’s far more economical to ship journalists to cars than to ship cars to journalists. While Roadshow accepts multiday vehicle loans from manufacturers in order to provide scored editorial reviews, all scored vehicle reviews are completed on our turf and on our terms. The judgments and opinions of Roadshow’s editorial team are our own and we do not accept paid editorial content. More

Mercedes’ new EV SUV puts an emphasis on premium accommodations above all. More