Mercedes S‑Class hybrid: Unrivalled power and luxury, but at what cost?

Choosing a new, representative limousine seems simple if you've recently flipped several properties or cashed out your Bitcoin investments. The latest offering from Bavaria, the BMW 7 Series, will ensure you don't go unnoticed, and your friends will be impressed when they see the TV emerging from the ceiling unless you want to dazzle them with something different, which is where the new S-Class from AMG comes into play.

Theoretically, designing a new, mighty S-Class is simple: put a hand-built V8 engine with 612 hp and 664 lb-ft of torque under the bonnet. Add some badges, stiffen the suspension, and sprinkle in some carbon fibre! It's "CS time." But this time, the team from Affalterbach decided that wasn't enough.

The hybrid system reduces carbon emissions (significant for tax reasons) and significantly boosts power and torque to an impressive 802 hp and nearly 1,055 lb-ft of torque. The larger the battery, the heavier the car, the higher the energy consumption, leading to a vicious cycle. The Germans broke this cycle.

Onboard the Mercedes S-Class, just above the rear axle, are liquid-cooled (important) cells with a usable capacity of 10 kWh. This allows for a mere 19 miles of city driving, and the maximum charging rate is 3.7 kW. In other words, occupying a public charging station for two hours is somewhat pointless and disrespectful to other users of plug-ins and electrics charging faster (up to 22 kW, typically 11 kW).

So, we have additional cells consisting of 1,200 cells that need charging for a long time. Yes, but not entirely. Thanks to liquid cooling (about 17 litres), the system maintains an optimal temperature of 45°C. Consequently, it effectively recovers energy during braking – a result of experience from Formula 1. In my test of the C-Class with this system, I couldn't drain it while doing laps on the Nürburgring (Grand Prix circuit). So, how could it happen on public roads in the S-Class?

It is from this energy that the electric motor on the rear axle benefits. It momentarily delivers 190 hp for 10 seconds and has a two-speed transmission to respond even during motorway driving. To respond means to mask the imperfections of the four-litre V8, roaring like in the old days, with turbochargers placed between the heads to react even faster.

The engineers at Mercedes wanted to make a car that could handle anything – that's why the stabilizers work actively to prevent the body from tilting in corners. The pneumatic system smoothly absorbs bumps. The rear-wheel steering "tightens" the car to make it feel smaller. Active engine mounts aim to mitigate the effect of its weight on handling. Composite brakes (finally with a good feel!) will never fail, even if you're rushing through Alpine passes. Everything that could be "put" into the S-Class is onboard.

But really, will you ever rush through the passes in an S-Class? I pondered for a long time over who this model is for, with a price exceeding £200,000. Of course, it is addictive on the motorway, where it not only does not lose breath but becomes even more precise as speed increases. However, the sensation of a motorway missile is nothing new; it’s available in much cheaper cars.

Finally, Mateusz Żuchowicz pointed me in the right direction. This car is for people who love the S-Class. People won't notice that choosing individual loungers instead of a rear bench makes no sense in AMG. People will overlook that the S-Class cabin is plastic and creaks, and the screen always looks dirty. People who don't care that the boot is small, and after 6,200 miles, the "AMG" label has worn off the key.