Author: Olly

oi-Dennis Abraham James

Updated: Tuesday, December 6, 2022, 12:09 [IST]

The
Toyota
Innova
has
been
the
mainstay
of
the
premium
MPV
market
since
it
first
arrived
in
2005
to
replace
the
outgoing
Qualis.
Over
the
years,
the
Toyota
Innova
has
undergone
quite
a
few
changes
as
it
kept
up
with
the
times
and
gave
other
carmakers
a
never-ending
migraine.

In
2016,
Toyota
updated
the
MPV
and
gave
it
the
Innova
Crysta
nameplate.
The
new
Innova
Crysta
sported
an
updated
design
that
ensure
it
remained
a
hit
and
the
comfort
levels
inside
went
up
another
notch.
Under
the
bonnet,
the
presence
of
two
diesel
engines
meant
that
it
became
a
favourite
of
the
mile
muncher
brigade
as
well.

Now,
more
than
six
years
after
the
Crysta’s
arrival
and
17
years
after
the
OG
Innova
hit
the
streets,
Toyota
has
changed
the
game
once
again
with
its
innovative
MPV.
Now
bearing
the
name
Innova
HyCross,
the
premium
family
carrier
has
gone
down
the
SUV
design
path
and
sports
an
innovative
strong
hybrid
setup
under
the
bonnet
which
promises
to
make
up
for
the
lack
of
an
oil
burner.

So
just
how
much
has
the
all-new
Toyota
Innova
HyCross
changed
the
game?
Have
the
innovations
made
it
an
even
more
attractive
proposition?
We
drove
the
Toyota
Innova
Hycross
in
Bangalore
to
find
out…

Toyota
Innova
HyCross
Exterior
Design
–
Going
Down
The
SUV
Hyway

The
Toyota
Innovas
of
the
yesteryears
all
looked
like
a
proper
MPV
should
with
curves
in
all
the
right
places.
However,
with
SUVs
becoming
the
go-to
vehicles
for
buyers
today,
the
design
masters
at
Toyota
decided
that
it
was
time
the
new
Innova
went
down
the
SUV
design
path.

At
the
front,
the
all-new
Innova
HyCross
features
an
upright
nose
section
with
a
large
hexagonal
grille
that
features
chunky
chrome
surrounds.
The
grille
is
flanked
on
either
side
by
edgy
wraparound
headlamps
with
triple
LED
lights,
LED
position
lamps
and
a
chrome
strip
running
across
the
top.
The
bonnet
also
features
some
bulges
that
add
to
the
butch
SUV
looks
of
the
new
Innova.

Lower
down
on
the
front
chunky
front
bumper
is
where
you’ll
find
triangular
cutouts
which
house
the
dual-purpose
LED
DRLs
that
also
act
as
the
turn
indicators.
Also
seen
is
a
large
air
dam
section
split
into
two
with
the
lower
portion
flanked
on
either
side
by
what
appear
to
be
fog
lamps.

The
sides
of
the
new
Innova
HyCross
sport
the
chunky
wheelarches
that
play
host
to
large
18-inch
alloy
wheels
shod
with
225/50
R18
tyres.
The
front
and
rear
flanks
are
accentuated
by
the
design
lines
of
the
new
HyCross
and
give
the
MPV
a
very
muscular
look.

The
rear
section
of
the
new
Innova
sports
sleek
wraparound
LED
taillights
that
are
connected
by
a
thick
strip
of
chrome.
Also
seen
is
an
integrated
roof
spoiler
that
plays
host
to
the
third
brake
light.
The
new
tailgate
is
a
powered
unit,
so
getting
it
open
when
you
have
the
groceries
is
a
breeze
now.

Toyota
Innova
Hycross
Interior
&
Features
–
Hy
On
The
Luxury
Quotient

The
Toyota
Innova’s
interiors
have
always
been
quite
upmarket
but
the
new
Innova
HyCross
takes
cabin
luxury
to
a
whole
new
level
of
indulgence.

At
the
front,
the
multi-layered
dashboard
features
quite
a
bit
of
soft-touch
material
and
features
quite
a
bit
of
quirky
innovations.
The
dominant
central
section
flows
down
from
the
large
10.1-inch
infotainment
display
into
the
controls
for
the
multi-zone
climate
control
system
and
the
high-mounted
gear
lever.

Another
quirk
is
the
placement
of
the
wireless
phone
charger
that
sits
in
its
own
slot
in
the
dash
just
above
the
glove
box.
On
the
other
side
of
the
dash,
behind
the
large
steering
wheel
sits
a
7-inch
driver’s
display
flanked
by
gauges
on
either
side
with
the
one
on
the
left
giving
more
details
about
the
innovative
hybrid
system.

While
the
dashboard
and
its
gadgets
are
quite
a
big
upgrade,
the
Innova
HyCross
is
in
essence
a
premium
MPV
and
its
cabin
more
than
matches
any
expectations
you
could
have.
The
top
ZX-spec
HyCross
models
sport
Dark
Chestnut
Art
leather
upholstery
that
ups
the
luxury
quotient
of
the
Innova.

The
front
seats
are
ventilated
with
the
driver’s
seat
getting
8-way
power
adjustment
and
memory
function.
However,
the
second
row
of
seats
are
the
ones
you
want
to
be
in
the
new
Innova
HyCross.

With
the
new
powered
Ottoman
function
enabled,
these
large
captain-style
seats
allow
you
to
stretch
out
in
style.
You
can
lie
back
and
see
the
world
through
the
large
panoramic
sunroof
while
enjoying
your
favourite
tunes
through
the
infotainment
setup
(with
support
for
Android
Auto
and
Apple
CarPlay)
that
comes
paired
with
a
premium
9-unit
(8
speakers
&
1
subwoofer)
audio
system
from
JBL.

The
third
row
of
seats
isn’t
one
to
scoff
at
either.
There
is
quite
a
bit
of
space
on
offer
and
these
seats
also
recline
so
long
journeys
shouldn’t
be
much
of
a
hassle
if
you
find
yourself
delegated
there.

The
new
Innova
HyCross
comes
packed
with
features
including
multiple
charging
ports
for
your
devices,
rear
sunshades,
electrochromic
IRVM,
the
aforementioned
power
tailgate
and
multi-zone
climate
control
with
automatic
controls
for
the
rear
blowers.
Also
seen
is
Toyota’s
i-Connect
connected
car
suite
which
adds
65+
features
like
remote
ignition
start/stop,
remote
door
lock/unlock,
remote
AC
control
and
more
that
can
be
controlled
through
your
phone
and
smartwatch.

The
new
HyCross
also
features
a
host
of
safety
features
like
6
airbags,
vehicle
stability
control,
hill
start
assist,
reverse
parking
camera,
front
and
rear
parking
sensors
and
a
360-degree
camera.

The
new
HyCross
also
sports
the
Toyota
Safety
Sense
suite
of
advanced
driver
aids.
These
driver
aids
include
dynamic
radar-guided
cruise
control,
lane
trace
assist,
blind
spot
monitoring,
and
pre-collision
warning
among
others.

Toyota
Innova
HyCross
Driving
Impressions
–
Hybrid
Innovation
Shining
Through

The
Toyota
Innova
HyCross
is
offered
with
a
choice
of
two
powertrains
in
India.
The
regular
2.0-litre
petrol
model
pushes
out
172bhp
and
205Nm
of
peak
torque
and
is
connected
to
a
CVT
gearbox
that
sends
power
to
the
front
wheels
(another
first
for
an
Innova).

The
other
powertrain
option
–
the
one
that
lends
the
new
Innova
its
HyCross
name
–
features
a
2.0-litre
Atkinson
cycle
engine
producing
150bhp
and
187Nm
of
peak
torque
and
an
electric
motor
that
pushes
out
111bhp
and
206Nm
of
torque.
The
powertrain
is
paired
to
an
e-CVT
gearbox
(sending
power
to
the
front
wheels)
and
Toyota
has
limited
the
peak
power
output
to
186bhp.

We
got
to
drive
the
all-new
Innova
HyCross
hybrid
and
found
the
power
delivery
from
the
petro-electrical
mashup
to
be
quite
linear.
The
HyCross
features
a
brand
new
monocoque
setup
which
has
made
it
quite
a
bit
lighter
than
its
predecessor
and
this
combined
with
the
more
than
adequate
acceleration
levels
from
the
hybrid
powertrain
allows
the
big
MPV
to
smoothly
cruise
its
way
up
to
triple
digits.

The
new
Innova
Hycross
sports
a
rather
soft
suspension
setup
that
allows
it
to
smother
out
the
effect
of
bumps
and
ruts
on
the
road
with
ease
and
makes
long
journeys
a
breeze,
something
that
is
no
doubt
aided
by
the
excellent
NVH
levels
inside
the
cabin.

However,
don’t
expect
the
new
Hycross
to
take
corners
like
a
champ
as
despite
the
new
monocoque
frame,
the
soft
suspension
setup
means
that
there
is
quite
a
bit
of
body
roll
when
you
push
this
big
behemoth
through
a
sharp
curve
on
the
road.

The
Innova
HyCross
also
features
quite
good
levels
of
regen
which
can
be
tweaked
with
the
help
of
the
paddle
shifters
and
this
combined
with
the
all-wheel
disc
brakes
means
that
the
new
Toyota
MPV
comes
to
halt
without
much
fuss.

Final
Thoughts
About
The
Toyota
Innova
HyCross
–
A
Hylight
Reel
Of
Innovations

The
all-new
Toyota
Innova
HyCross
not
only
lives
up
to
the
legacy
of
the
premium
MPV
but
takes
it
to
a
whole
new
level
with
its
innovative
new
hybrid
powertrain
and
luxurious
interiors.
While
we
would
have
liked
a
bit
more
time
behind
the
wheel,
the
new
Toyota
Innova
HyCross
seems
set
to
take
forward
the
dominance
of
its
predecessors
into
a
new
Hybrid
era.

Source

It
was
back
in
2002
that
the
Mahindra
Scorpio
first
debuted.
Back
then,
it
was
the
best
SUV
Mahindra
had
ever
made
and
it
remained
that
way
for
several
years.
Despite
many
attempts
from
competitors,
no
SUV
exuded
a
charming
character
quite
as
the
Scorpio
did.

In
2006,
2009,
and
2014,
Mahindra
launched
facelifts
of
the
Scorpio.
However,
a
brand-new
Scorpio
would
arrive
only
two
decades
after
the
first
one
hit
the
roads.
Earlier
this
year,
Mahindra
launched
the
much-awaited
Scorpio-N.
Needless
to
say,
the
Scorpio-N
has
turned
out
to
be
an
immense
success,
with
Mahindra
receiving
one
lakh
bookings
within
just
30
minutes
of
booking
being
opened.

While
the ‘N’
is
all
set
to
take
the
Scorpio
brand
to
the
next
level,
the
older
Scorpio
has
turned
out
to
be
one
that
can’t
be
pushed
aside
easily.
It
still
holds
great
brand
value
and
is
still
bringing
in
a
steady
flow
of
bookings.
Hence,
Mahindra
decided
to
keep
it
in
production,
under
the ‘Scorpio
Classic’
moniker.

While
it
does
look
exactly
like
the
older
Scorpio,
Mahindra
has
made
enough
changes
to
keep
it
going
strong
for
a
few
years.
We
drove
the
SUV
a
few
hundred
kilometres
to
see
what
it
is
all
about.
So,
what
are
the
changes?
How
effective
are
these
changes?
Is
it
worth
your
money
in
2022?
How
does
it
stack
up
against
the
Scorpio-N?
Read
on
to
find
out.

Design
&
Style

The
Mahindra
Scorpio
Classic
is
built
on
the
principle
of
retention
and
the
one
thing
it
has
retained
very
well
is
the
design
and
styling.
It
has
got
the
same
boxy,
proportionate,
butch,
classy,
and
muscular
looks
that
the
Scorpio
has
been
carrying
around
for
years
now.

Up
front
is
the
same
familiar
fascia.
It
retains
the
clear-lens
wraparound
headlamps,
the
bonnet
with
muscular
lines,
and
the
iconic
hood
scoop.
The
hood
scoop
however,
is
no
longer
functional
and
Mahindra
has
chosen
to
retain
it
as
an
aesthetic
element.
The
grille
up
front
is
new
and
features
six
vertical
chrome
slats.
It
even
gets
the
new
Mahindra
Twin
Peaks
logo.

Not
much
has
changed
in
terms
of
the
design
on
the
front
bumper.
It
now
features
pretty
basic
LED
DRLs
placed
above
the
cornering
lamps.
The
skid
plate
at
the
bottom
is
finished
in
matte
silver.
The
wheel
arches
and
quarter
panels
further
enhance
the
muscular
design
and
styling

When
viewed
from
the
side
profile,
the
new
alloy
wheels
are
the
first
element
to
grab
your
attention.
The
dual-tone
diamond-cut
alloys
heels
certainly
look
good
and
enhance
the
styling
of
the
SUV,
however,
sometimes
it
does
feel
like
the
black
finish
on
the
wheel
make
them
look
a
little
understated.

The
cladding
is
now
body-coloured
and
the
new
Scorpio
badging
on
it
is
more
pronounced.
The
SUV
also
gets
a
new
mHawk
badge
on
the
quarter
panels.
The
silhouette
of
the
side
profile
remains
unchanged
and
that
is
a
good
thing
for
die-hard
fans
of
the
Scorpio.

Move
on
to
the
rear
and
yet
another
signature
Scorpio
element
is
now
back
in
business.
The
tall
tail
lamp
has
been
resurrected
on
the
new
Scorpio
Classic.
This
was
a
design
element
that
first
appeared
on
the
2006
facelift
of
the
Scorpio
but
was
omitted
on
the
2014
facelift.
After
a
hiatus
of
over
seven
years,
the
tall
tail
lamp
is
back.

Apart
from
the
tail
lamp,
the
other
changes
at
the
rear
include
a
new
Scorpio
Classic
badge,
a
prominently
placed
Twin
Peaks
logo
and
the
S11
badging
is
present
just
below
the
Scorpio
badge.
You
still
get
a
large
step
for
passengers
to
get
into
the
boot
and
the
large
spoiler
too
has
been
retained.

On
the
whole,
the
Scorpio
Classic
has
retained
the
design
and
styling
of
the
older
Scorpio
and
this
will
certainly
keep
bookings
coming.

Cockpit
&
Interior

The
Mahindra
Scorpio
has
always
had
a
rugged
and
practical
character
and
its
interior
screamed
of
the
same
nature.
It
never
came
with
over-the-top
luxury
or
a
lengthy
features
list.
It
did
the
job
well
and
that’s
about
it.
The
Scorpio
Classic
too
has
retained
the
same
nature.
Tugging
on
the
chunky
door
handle
and
swinging
the
heavy
door
open
reveals
the
understated
interior
of
the
SUV.

It
gets
new
beige
upholstery,
however,
the
overall
interior
layout
remains
the
same.
The
seats
are
as
flat
as
they
always
used
to
be
and
the
fabric
still
feels
a
little
too
raw
and
rough,
like
it
can
handle
abuse.
Climb
into
the
driver’s
seat
and
the
first
thing
one
would
notice
is
the
steering
wheel.

This
particular
settering
wheel
is
borrowed
from
the
erstwhile
XUV500
and
is
a
chunky
unit.
It
has
mounted
controls
that
can
control
various
functions
like
cruise
control,
music,
etc.
Behind
the
wheel
is
the
analogue-digital
instrument
cluster
with
a
blue
backlight.
It
certainly
is
a
remnant
of
the
old
Scorpio
and
looks
decent.

The
MID
is
very
small
and
yet
packs
quite
a
lot
of
information.
It
displays
the
gear
position
indicator,
odometer,
two
tripmeters,
temperature
gauge,
and
fuel
gauge.
This
MID
is
flanked
by
a
large
analogue
speedometer
to
the
right
and
a
tachometer
to
the
left.

The
dashboard
is
compact
and
narrow
and
taking
centre
stage
on
the
dash
is
a
new
9-inch
infotainment
unit.
The
touchscreen
is
Android-based
and
while
touch
performance
is
decent,
the
interface
is
more
like
an
Android
tab
and
it
does
give
users
a
feeling
that
an
Android
tab
has
been
stuffed
into
the
dashboard.
The
UI
certainly
could
do
with
some
improvement.

The
S11
variant
comes
with
six
speakers
to
reproduce
sound.
These
speakers
do
have
quite
a
bit
of
jarring
and
while
it
does
produce
bass
notes
pretty
well,
the
mids
and
highs
are
muddy
and
no
amount
of
EQ
tweaking
made
them
sound
good.

While
the
dashboard
and
cetnre
console
layout
hasn’t
changed
much,
the
addition
of
faux
wood
trim
does
add
a
touch
of
premiumness
to
the
SUV.
The
centre
console
sticks
to
the
bare
basics
too.

The
Scoprio
Classic
remains
devoid
of
any
premium
features
and
it
does
have
quite
a
few
rough
edges.
Some
would
say
the
fit
and
finish
isn’t
great,
but
this
is
just
how
the
Scorpio
has
always
been.
The
finish
definitely
could
have
been
improved.
For
example,
connectors
to
the
rear
defogger
are
exposed
and
this
is
quite
shoddy.

Comfort,
Practicality
&
Boot
Space

The
Mahindra
Scorpio
has
always
been
a
practical
SUV
and
the
same
traits
are
carried
forward
with
the
Scorpio
Classic
too.
The
seats
are
wide
and
comfortable.
The
contouring
on
the
seats
are
missing
and
it
does
feel
more
like
a
flat
bench,
especially
in
the
middle
row.
However,
there
is
no
death
of
space.

The
seats
could
do
with
a
little
more
underthigh
support.
However,
the
leg
room,
knee
room
and
head
room
are
all
excellent
and
it
is
difficult
to
find
any
fault
with
the
space
offered
by
the
SUV.
The
Mahindra
Scorpio
is
available
in
multiple
seating
configurations.

Our
review
unit
came
with
the
base
seven-seater
configuration.
This
includes
two
in
front,
a
bench
seat
for
three
in
the
middle
and
two
side-facing
jump
seats
at
the
rear.
There
is
a
nine-seater
variant
on
offer
too,
wherein
the
first
two
rows
remain
the
same
but
the
jump
seats
at
the
rear
are
slightly
wider.
Yet,
we
doubt
seating
nine
would
be
comfortable.

There
is
yet
another
variant
that
offers
seating
for
seven.
The
bench
seat
in
the
middle
is
replaced
by
captain
seats
and
the
jump
seats
in
the
rear
are
replaced
by
a
bench
seat.
However,
when
it
comes
to
practicality,
this
configuration
is
least
useful.

The
jump
seats
at
the
rear
in
the
former
configurations
can
be
folded
and
tied
up
with
a
velcro.
The
bench
in
the
middle
too
can
be
put
through
a
two-step
fold,
allowing
for
more
cargo
space.
The
side-opening
rear
door
further
improves
practicality.
Mahindra
claims
the
Scorpio
Classic
has
a
boot
space
of
460
litres,
but
it
can
in
reality
accommodate
much
more.

Engine
Performance
&
Driving
Impressions

The
first-gen
Mahindra
Scorpio
was
powered
by
a
2.6-litre
turbo-diesel
engine
that
instantly
made
it
the
most
powerful
SUV
in
its
segment.
Over
the
years,
the
Scorpio
continued
to
become
more
and
more
powerful.
The
2.2-litre
mHawk
diesel
engine
made
the
SUV
a
joy
to
drive.
In
its
last
iteration,
the
2.2
mHawk
produced
140bhp
and
320Nm.
Now
though,
Mahindra
has
updated
the
engine.

The
Mahindra
Scorpio
Classic
is
powered
by
the
next-gen
2.2-litre
mHawk
engine.
It
is
lighter
and
output
figures
have
dropped.
It
now
produces
130bhp
at
3,750rpm
and
300Nm
between
1,600
and
2,800rpm.
This
is
10bhp
and
20Nm
lower
compared
to
the
older
mHawk
engine
and
hence
it
is
natural
for
one
to
expect
a
decrease
in
performance.

However,
this
engine
sings
a
different
song
while
the
SUV
is
being
driven
in
real-world
conditions.
It
is
now
up
to
55
kilograms
lighter
than
the
older
engine
thanks
to
new
construction.
As
a
result,
it
still
feels
quite
lively
and
one
wouldn’t
really
notice
a
major
performance
drop
unless
acceleration
runs
are
timed.

If
you
are
timing
your
acceleration
runs,
then
the
0-100km/h
sprint
is
done
in
around
13
seconds,
which
is
just
over
a
seconds
slower
when
compared
to
the
older
Scorpio.
However,
this
is
not
so
easily
noticed
when
it
is
being
used
in
real-world
conditions.

The
SUV
is
still
very
much
capable
of
cruising
at
triple-digit
speeds
out
on
the
highway.
Transmission
duties
are
now
handled
by
a
smooth-shifting
6-speed
gearbox.
Thanks
to
the
additional
cog,
one
would
expect
a
lower
engine
speed
at
highway
speeds.
However,
the
ratios
are
too
close
to
allow
for
this
and
100km/h
is
achieved
at
2,000rpm
in
6th
gear.
A
taller
6th
gear
would
have
been
much
better.

The
gear
lever
is
now
cable
operated.
This
simply
means
the
gear
lever
does
not
wobble
and
vibrate
to
the
extent
of
making
one
think
it
will
fall
off.
Apart
from
the
new
powertrain,
Mahindra
has
also
equipped
the
Scorpio
Classic
with
a
new
suspension
system
borrowed
from
the
Scorpio-N.

Adaptive
dampers
play
a
major
role
in
improving
ride
quality.
It
absorbs
bumps
and
potholes
very
well.
Uneven
highways
are
all
taken
in
its
stride
and
the
ride
is
not
as
bumpy
as
it
used
to
be
at
higher
speeds.

However,
it
still
is
a
tall
SUV
with
a
narrow
track.
This
does
lead
to
body
roll
and
there’s
nothing
one
can
do
to
reduce
it.
The
Scorpio
still
has
lots
of
body
roll
and
there
is
plenty
of
lateral
and
sideways
movement
in
the
SUV.
Tackling
potholes
at
slow
speeds
does
lead
to
excessive
yawing
and
pitching
and
it
can
get
uncomfortable
at
times.

The
Scorpio
Classic
is
not
available
with
4WD
even
as
an
option.
However,
knowing
it
is
a
capable
platform,
we
took
it
off-road.
Getting
the
rear
wheels
up
in
the
air
was
pretty
easy
as
the
SUV
did
not
display
a
lot
of
articulation
prowess.
However,
it
also
displayed
how
capable
the
Scorpio
really
is,
even
in
RWD
format.

On
the
whole,
the
Scorpio
Classic
is
a
no-nonsense,
practical,
and
capable
SUV
that
gives
you
the
old-school
feels
while
driving
it.
It
certainly
lacks
finesse.
However,
its
target
buyers
don’t
require
finesse.

Safety
&
Key
Features

The
Mahindra
Scorpio
Classic
is
a
bare
basics
SUV
and
hence,
it
gets
the
bare
basics
in
terms
of
safety
and
features
too.

Mahindra
Scorpio
Classic
Safety
Features:

–
Dual
Airbags
–
Panic
Brake
Indication
–
Collapsible
Steering
–
Engine
Immobiliser
–
Anti-Theft
Warning
–
Seat
Belt
Reminder
–
Speed
Alert
–
Auto
Door
Lock
–
ABS
with
EBD

Mahindra
Scorpio
Classic
Key
Features:

–
9-inch
Touchscreen
Infotainment
–
Six
Speakers
–
Automatic
Climate
Control
–
2nd
Row
AC
Vents
–
Hydraulic
Bonnet
Struts
–
Steering-Mounted
Controls

Verdict

The
Mahindra
Scorpio
Classic
is
the
perfect
example
of
how
a
brand
can
retain
its
classics.
It
is
an
SUV
that
still
sees
immense
demand
despite
being
a
couple
of
decades
old
underneath.
Now,
it
has
received
a
proper
refresh
with
a
new
powertrain,
suspension,
and
a
few
comfort
features.

However,
there’s
no
hiding
behind
the
fact
that
the
Scorpio
Classic
is
still
a
rugged,
practical,
and
bare
basics
SUV
underneath.
Whether
or
not
one
should
buy
the
SUV
completely
depends
on
expectations
and
requirements.

If
one
requires
a
premium
SUV
with
lots
of
features,
great
ride
and
handling,
and
lots
of
powertrain
options,
the
Scorpio-N
is
the
one
to
pick.
However,
if
practicality
and
ruggedness
are
of
a
higher
priority
than
a
tech-filled
SUV,
the
Scorpio
Classic
still
impresses.
It
can
lug
loads
or
haul
people
across
any
terrain
you
throw
at
it
and
will
continue
to
perform
flawlessly
in
all
conditions.

Source

Mercedes
had
approached
the
EQS
with
a
new
approach
–
ditching
its
previous
ICE
platform-based
EVs
for
a
skateboard
setup
with
an
unconventional
body
draped
atop
it
and
interiors
that
would
make
science
fiction
geeks
burst
out
in
tears
of
joy.
Add
in
the
usual
insane
attention
to
detail
with
regards
to
luxury
and
refinement
and
the
new
Mercedes
EQS
seems
to
be
the
definition
of
an
S-Class
in
an
EV
suit.

So
does
the
new
Mercedes
EQS
live
up
to
those
lofty
expectations?
We
drove
the
new,
assembled
in
India,
Mercedes
EQS
580
near
Pune
to
find
out
for
ourselves…

Mercedes
EQS
580
Exterior
Design
–
Throwing
Out
The
Design
Rule
Book
For
A
Good
Reason

Mercedes
has
ditched
the
usual
three-box
design
for
the
EQS
and
have
instead
opted
for
a
liftback-style
sedan
designed
to
smoothly
cut
through
the
air.
The
EQS
may
be
very
large
in
size
but
its
minimal
overhangs
and
smooth
body
have
resulted
in
the
lowest
coefficient
of
drag
for
any
production
vehicle
at
just
0.20
Cd.

At
the
front,
the
new
Mercedes
EQS
580
sports
angular
headlights
that
are
linked
by
a
small
light
bar
and
black
panel
that
takes
the
place
of
the
traditional
grille.
This
panel
sports
a
massive
Mercedes
three-pointed
star
along
with
many
smaller
versions
of
the
logo
etched
across
its
width
that
are
lit
and
provide
quite
the
lighting
profile
in
the
dark.
There
is
a
large
vent
in
the
centre
of
the
lower
section
of
the
front
bumper
that
helps
keep
the
EV
powertrain
cool.

The
bonnet
of
the
EQS
is
a
clamshell
unit
that
cannot
be
opened
by
anyone
other
than
a
Mercedes
technician.
This
bonnet
along
with
the
heavily
raked
windscreen
and
the
steeply
sloping
roofline
helps
the
EQS
580
scythe
through
the
air.

However,
the
closed-off
bonnet
has
meant
that
Mercedes
has
had
to
engineer
a
flap
on
the
front
left
fender
of
the
EQS
to
help
top
up
the
windscreen
washer
fluid.
Other
design
highlights
seen
on
the
sides
of
the
EQS
580
include
the
aerodynamic
20-inch
alloy
wheels
shod
with
Pirelli
rubber
and
the
frameless
doors
with
flush
door
handles.

The
rear
section
of
the
new
Mercedes
EQS
is
dominated
by
the
large
lightbar
style
taillights
that
just
add
to
the
unique
look
of
the
luxury
electric
sedan.

The
boot
sports
a
small
spoiler
element
and
can
be
opened
by
pressing
the
large
Mercedes
badge
at
the
rear.
The
sloping
rear
section,
windscreen
and
all
lift
up
to
reveal
a
massive
610-litre
boot
enough
to
keep
all
the
golf
bags
you’ll
ever
need
for
a
round
or
any
luggage
required
for
a
good
trip
to
escape
the
city.

Mercedes
EQS
580
Interior
Design
&
Features
–
The
Enterprise
Deck
In
Real
Life

Attention
all
Trekkies,
your
favourite
starship
is
now
a
reality.
Any
Star
Trek
fan
that
steps
into
the
cabin
of
the
EQS
580
is
likely
to
end
up
melting
from
seeing
their
sci-fi
dreams
becoming
real
due
to
the
presence
of
the
massive
56-inch ‘Hyperscreen’ display
that
covers
the
dash
from
one
edge
to
the
other.

The
Hyperscreen
actually
consists
of
three
different
displays
under
a
single
pane
of
glass.
These
screens
include
12.3-inch
displays
for
both
the
driver
and
the
front
passenger
along
with
a
large
17.7-inch
touchscreen
unit
in
the
centre
for
the
infotainment
system
and
the
HVAC
controls
among
others.
To
ensure
that
the
Hyperscreen
flies
through
the
graphics
the
system
powering
it
features
an
8-core
processor
and
24GB
of
RAM.

The
three
displays
are
powered
by
the
Mercedes
MBUX
setup.
There
are
quite
a
few
sensors
and
some
AI
magic
that
ensure
the
driver
focuses
on
the
road
ahead
by
not
allowing
them
to
view
the
front
passenger
hitting
a
new
high
score
playing
a
game
on
their
display.

The
main
infotainment
display
is
quite
large
and
easy
to
navigate
with
Mercedes
even
filtering
in
video
from
the
cameras
on
the
car
to
give
you
a
real-time
view
of
the
road
ahead
when
using
navigation.
Owners
can
link
up
their
phones
to
the
infotainment
with
either
Android
Auto
or
Apple
CarPlay.
The
controls
on
the
steering
wheel
can
also
be
used
to
navigate
through
the
various
menus
and
features
though
we
found
that
the
easier
and
more
intuitive
way
to
do
this
was
to
summon
the
voice
assistant
with
the ‘Hey
Mercedes’
catchphrase.

While
the
front
seats
are
very
plush
and
quite
nice
places
to
be,
it
is
the
rear
seats
that
are
the
best
place
to
be
in
the
new
EQS.
While
there
is
space
for
three
at
the
back,
we
know
many
owners
would
rather
bring
down
the
central
armrest
and
make
use
of
the
tablet
fitted
to
it
to
control
the
infotainment
setup.

There
are
enough
recline
levels
to
keep
even
the
taller
people
at
the
rear
clear
of
the
sloping
roofline.
Add
in
the
insane
levels
of
knee
and
legroom
along
with
the
offered
under-thigh
support
levels
means
that
it
is
quite
easy
to
nod
off
when
you’re
seated
in
the
back
of
the
EQS
580.

There
are
a
host
of
other
features
controlled
by
a
roof-mounted
sensor
array
placed
just
ahead
of
the
rear
seat.
The
massive
panoramic
sunroof
ensures
that
the
EQS
580’s
massive
interiors
feel
even
bigger
with
the
amount
of
light
it
lets
in.

The
Mercedes
EQS
comes
packed
with
a
host
of
passive
safety
features
like
9
airbags
and
many
ADAS
systems,
the
latter
of
which
we
weren’t
really
able
to
test
out.
Another
safety
feature
on
the
EQS
580
is
the
artificial
humming
noise
it
produces
when
travelling
under
30km/h
to
warn
pedestrians
about
its
imminent
arrival.

The
Mercedes
EQS
comes
packed
with
a
host
of
passive
safety
features
like
9
airbags
and
many
ADAS
systems,
the
latter
of
which
we
weren’t
really
able
to
test
out.
Another
safety
feature
on
the
EQS
580
is
the
artificial
humming
noise
it
produces
when
travelling
under
30km/h
to
warn
pedestrians
about
its
imminent
arrival.

Mercedes
EQS
580
Specs
&
Dimensions
–
Going
Big

The
Mercedes
EQS
is
powered
by
a
twin
electric
motor
setup
(one
on
each
axle)
that
combine
together
to
produce
516bhp
and
855Nm
of
peak
torque
which
is
sent
to
all
four
wheels
via
a
single-speed
automatic
gearbox.

Providing
the
juice
to
the
spinning
demons
on
the
axles
is
a
massive
107.8kWh
(usable)
battery
pack
(the
largest
on
any
EV
seen
in
India
to
date)
that
allows
for
a
range
of
857km
as
per
ARAI’s
MIDC
testing
cycle
(676km
on
WLTP).

The
battery
pack
supports
charging
speeds
of
up
to
200kW
and
if
you
find
an
outlet
then
the
EQS
580
will
recharge
its
battery
pack
from
10
to
80
per
cent
in
just
31
minutes.
Home
charging
from
10
to
100
per
cent
with
a
fast
22kW
three-phase
AC
charger
takes
a
lot
longer
at
just
under
6
hours.

The
Mercedes
EQS
580
is
based
on
the
German
carmaker’s
aluminium-intensive
Electric
Vehicle
Architecture
(EVA).
Despite
the
intensive
use
of
aluminium,
the
EQS
580
weighs
in
at
2,585kg.
The
Mercedes
EQS
580
is
5,216mm
long,
1,926mm
wide
and
1,512mm
tall.
The
wheelbase
of
the
EQS
580
EV
is
a
massive
3,210mm
long
while
the
ground
clearance
is
a
rather
low
134mm.

The
EQS
580
features
adaptive
air
suspension
all
around
which
automatically
adjust
its
settings
depending
on
which
driving
mode
–
Eco,
Comfort,
Sport
or
Individual
–
is
chosen
by
the
driver.
The
EQS
580
features
a
four-link
setup
at
the
front
and
a
multi-link
setup
at
the
rear.
The
EQS
580
rides
on
20-inch
alloy
wheels
that
sport
255/45
R20
Pirelli
tyres.

Mercedes
EQS
Driving
Impressions
–
Physics
Defying
Smooth
Operator

The
twin
motor
setup
pushing
out
516bhp
and
855Nm
of
torque
of
the
EQS
580
allows
the
electric
luxury
barge
to
glide
through
the
roads
with
ease.
Depending
on
the
driving
mode
chosen
–
Eco,
Comfort
&
Sport
–
the
EQS
580
offers
different
settings
for
the
throttle
response,
steering
and
suspension.

Comfort
is
the
option
most
chauffeured
EQS
580
owners
will
choose
but
we
recommend
Sport
for
those
looking
for
a
bit
of
electric
feel.
In
Sport
mode,
the
dual
motors
dish
out
all
their
power
to
propel
the
EQS
580
from
0-100km/h
in
just
4.3
seconds,
enough
to
push
you
into
your
seat.

The
adaptive
air
suspension
setup
on
the
EQS
580
is
absolutely
top-notch
and
takes
care
of
most
bumps
and
potholes
with
ease.
The
EQS
also
learns
your
routes
and
will
adjust
the
suspension
to
deal
with
the
rough
spots
on
a
road
it
has
learned
before
the
driver
ever
sports
them.
The
adaptive
suspension
also
ensures
that
body
roll
is
kept
to
a
minimum
when
traversing
around
a
turn.

However,
don’t
let
the
learning
EQS
fool
you
into
driving
like
one
and
sending
it
over
rough
spots,
as
the
heavy
underfloor
battery
pack
will
ensure
you
feel
every
one
of
them.
Hopefully,
most
drivers
will
be
dissuaded
from
foolishness
by
the
EQS
580’s
low
ground
clearance
of
134mm.

While
the
EQS
580
glides
through
the
corners,
you’ll
feel
disconnected
thanks
to
the
rather
vague
steering
setup.
The
rear-wheel
steering
though,
makes
getting
out
of
tight
spots
a
breeze.

The
brakes
on
the
EQS
580
are
quite
nice
when
used
in
conjunction
with
the
EV’s
regen
system.
There
is
barely
any
initial
bite
and
the
long
travel
brake
pedal
feels
a
bit
odd.
However,
pushing
down
further
on
the
brake
pedal
allows
for
a
much
more
progressive
braking
feel.
In
fact,
if
you
crank
up
the
regen
settings
to
the
max,
the
EQS
580
can
be
driven
using
just
the
throttle
pedal.

Final
Thoughts
On
The
Mercedes
EQS
580
–
The
EV
S-Class
Is
Here

The
Mercedes
EQS
580
is
the
result
of
what
happens
when
you
allow
the
maker
of
the
world’s
best-known
limo
to
deliver
a
luxury
EV.
With
its
host
of
features
including
the
Star
Trek-like
Hyperscreen
system
and
its
dual
motor
propulsion
setup
and
massive
battery,
the
EQS
580
is
an
electric
S-Class
in
everything
but
its
name.

Source