Mercedes-Benz S-Class

Overview

What is it?

Without a doubt the benchmark big luxury saloon, the one Audi, BMW, Lexus, Cadillac and even Jaguar and Maserati must define themselves by and be measured against.

This car defines the sector and is the one all others must topple. The latest A8 and 7-Series are closer than they have been in the past, but while both are excellent cars in their own right, neither is quite as special as the S-Class.

With 2017’s facelift arrives many new things. Chief among them new engines, an in-line six-cylinder diesel and petrols (replacing the old V6s) and the S63 AMG’s V8 bi-turbo petrol. The rare-groove S65 keeps its old V12, and a hybrid arrives later in the year.

There’s an array of semi-autonomous driving technology like Active Speed Limit Assist, Active Lane Change Assist and Remote Parking Assist – all carryovers from the E-Class.

But to make sure the S-Class keeps its crown as the techiest Merc, it’s got a few of its own too. The main one is a kind of active cruise control that, as well as sensing and maintaining gaps to other cars, knows to slow you for roundabouts, corners and tolls using GPS. Sounds clever in principle, but does it work?  

Driving

What is it like on the road?

Sort of. The thing to bear in mind is that the system isn’t watching for other cars that might be on the roundabout you’re approaching.

It will slow you down to a speed where you could take the roundabout, assuming it’s not following anything that might dictate its speed and if there are no cars to give way to. But if there are, you have to bring things to a stop yourself. 

It all worked pretty well when an engineer demoed the system on country roads around one of Merc’s places in Stuttgart, but when we tried it for ourselves in the UK it wasn’t quite as effective. It’s a bit ‘last of the late brakers’, which isn’t what you want in a luxury limo.

Nonetheless, on motorways it’s great. It maintains a gap to the car ahead – which varies by speed and setting, all the way down to a stop – and keeps the car in its lane. It’ll also adjust the speed you’ve set to whatever the speed limit is, because it recognises road signs. Remember it’s long-journey driver support, not autonomous self-driving.

It goes without saying the S-Class is not an especially engaging drive when you take full control yourself. It’s all about astounding quietness and ride suppleness, and it delivers both of those in spades. Adaptive dampers tauten it where needed, but the steering has no feel – its hallmark is immense directional stability at high speeds.

The new diesel is a great engine, and is perfectly capable of getting along smartly. It’s our choice for now, but our inner hooligan will always prefer the AMGs.

On the inside

Layout, finish and space

The dash’s two huge instrument and display screens are all clarity and logic. They’ve been updated and now more closely resemble what you get in the new E-Class, which is fine by us.

Mercedes is one of the few manufacturers that hasn’t gone doolally for touchscreens, and good as the A8’s twin-screen setup is, it’s still not as intuitive as having a dedicated, physical control. 

Said screens are set in beautifully worked leather, wood and metal, and most ergonomics are just-so. Those familiar with Merc will notice the new steering wheel, with its touchpads and cruise control, erm, controls (no more little stalk behind the wheel – a Merc fave). It’s a bit button-heavy, but you get used to it.

Also new for the facelift is something called ENERGIZING Comfort Control (yes, all caps. Live with it). It links the climate control, seats, lighting and stereo enabling “a specific wellness set-up tailored to the mood and need of the customer”. Bit of a gimmick? Perhaps, but in all we can’t think of a comfier interior, front or rear. At least for less than £200k. 

The LWB version can be specced with rear seats that massage, heat, vent and recline halfway to horizontal, with aircraft-like leg-rests. Rear entertainment is very comprehensive and legroom just vast. The V8’s active suspension has an option that uses binocular vision to see bumps in the road and lift each wheel as they pass beneath. The result is near-miraculous.

Owning

Running costs and reliability

Big limos aren’t the cheapest cars to run, but they’re not as bad as you might think. The diesel-engined S350d does 0-62mph in 6 seconds and hits 155mph, but Merc still claim 52.3mpg and 139g/km of CO2. The new six-cylinder petrol S500 (no V8 in a 500-badged Merc now, shame) manages 40.9mpg and 157g/km – we’ll pass judgement once we’ve driven it. 

While the facelifted S-Class is still fairly new to market, the only ones you can get are AMG Lines, so expect big wheels chunky bumpers. That said, Brits like all the trinketry, so we wouldn’t be at all surprised to learn Mercedes isn’t going to sell non-AMG Lines over here. Prices start at around £73k for a SWB S350d, and you should add £3k or so for the LWB. S500s are about £85k and are LWB-only. 

And whatever you do, don’t get carried away with the options list. Think carefully about what you’re using your S-Class for – whether you’re a professional driver and will therefore have people in the back, or a private buyer who wants it to waft about it – and spec accordingly. It’s far too easy to fall down the rabbit hole and spend £3k on carbon trim. In a limo. 

Verdict

Final thoughts and pick of the range