On the motorway at 130 km/h and -10 °C, the facelifted Mercedes EQS 450+ covers roughly 530 km, not the 926 km on the WLTP sheet. That is still 135 km more than a Hyundai IONIQ 6 84 kWh and 150 km more than a BMW i7 eDrive50 in the same conditions.
926 km on the WLTP, 530 km at 130 km/h and -10 °C
Forty-three per cent less.
Real-world range is the distance a car covers in the conditions you actually drive in, as opposed to the distance measured on a test bench under the WLTP procedure. Mercedes quotes up to 926 km for the 2026 EQS 450+, and EV Database uses 920. The figure I keep for a winter journey, 530 km, comes from the same database, which estimates consumption at 230 Wh/km at 130 km/h and -10 °C with the heating on. These values are published estimates, not measurements of my own.
Which EQS are we talking about, exactly?
Mercedes unveiled the facelifted saloon in April 2026: an architecture moved from 400 to 800 volts, DC charging up to 350 kW, and two batteries, 112 kWh usable on the EQS 400 and 122 kWh on the 450+, which the 500 and 580 versions share, according to Mac4Ever. Orders were open at the unveiling, with first deliveries expected in early July 2026.
On price, the Belgian sheet at Le Moniteur Automobile, consulted on 10 October 2026, lists the 2027 model-year saloon from €99,825 to €138,666 including VAT, without breaking down the versions.
A trap for anyone comparing listings. A Belgian technical-sheet database still showed, the same day, 107.8 kWh gross, 200 kW and 631 to 731 km WLTP for the EQS 450+, which matches the previous generation. If the battery in an advert does not say 122 kWh, you are looking at an EQS from before April 2026, or at a page that has not caught up.
How much is left at 130 km/h, against the i7 and the IONIQ 6?
424 km usable at -10 °C if you stay inside the 10 to 90 % charging window, against 304 km for the BMW i7 eDrive50 and 315 km for the Hyundai IONIQ 6 84 kWh. The battery, WLTP and temperature columns come from EV Database. The window column is my own calculation: 80 % of the usable battery, divided by consumption at 130 km/h.
| Car | Usable battery | WLTP | 130 km/h, 23 °C | 130 km/h, -10 °C | 10 to 90 % window, -10 °C | Charge 10 to 80 % |
|---|---|---|---|---|---|---|
| Mercedes EQS 450+ (2026) | 122 kWh | 920 km | 695 km | 530 km | 424 km | 28 min, 350 kW max |
| BMW i7 eDrive50 | 101.7 kWh | 611 km | 490 km | 380 km | 304 km | 30 min, 200 kW max |
| Hyundai IONIQ 6 84 kWh RWD | 80 kWh | 680 km | 520 km | 395 km | 315 km | 18 min, 263 kW max |
The table reads two ways. The EQS wins 135 to 205 km depending on temperature, and it owes that to its battery, 20 % bigger than the i7's and 52 % bigger than the IONIQ 6's, far more than to exceptional frugality. The other reading is charging: the IONIQ 6 is back to 80 % in 18 minutes, ten fewer than the EQS and twelve fewer than the BMW.
The 450+ uses less than the i7, and more than the IONIQ 6
At 130 km/h and -10 °C, EV Database estimates 23.0 kWh/100 km for the EQS, 26.8 for the i7 and 20.3 for the IONIQ 6. Mercedes claims a drag coefficient of 0.20 for the facelifted saloon, and the gap with the BMW, 3.8 kWh per 100 km, looks like what a more slippery shape should deliver.
One cross-check exists, and it is reassuring without being decisive. Caradisiac drove an EQS 450+ for 24 hours on the A6, A31 and A5 motorways in winter, cruise control set to 130 km/h: 2,401 km covered, eight stops totalling about 4 h 20, and an average consumption around 24.6 kWh/100 km. That is 7 % above the EV Database estimate, with fog, snow and sub-zero temperatures. The detail that stings: the car never exceeded 162 kW while charging, about 177 kW after triggering preconditioning, against the 200 kW advertised at the time. That test concerns the pre-facelift EQS, whose battery sat around 108 kWh.
At the socket, using the all-inclusive price caps published by the CREG, the federal energy regulator, for the third quarter of 2026, home charging, charging losses not counted, the bill looks like this:
| Car | Consumption at 130 km/h, -10 °C | Flanders | Brussels | Wallonia |
|---|---|---|---|---|
| Mercedes EQS 450+ | 23.0 kWh/100 km | €7.41/100 km | €8.21/100 km | €8.70/100 km |
| BMW i7 eDrive50 | 26.8 kWh/100 km | €8.63/100 km | €9.56/100 km | €10.14/100 km |
| Hyundai IONIQ 6 84 kWh | 20.3 kWh/100 km | €6.54/100 km | €7.24/100 km | €7.68/100 km |
Drive 15,000 km exclusively at 130 km/h in hard frost, an absurd scenario but an upper bound, and the EQS costs you €1,112 of electricity in Flanders, €1,305 in Wallonia. The IONIQ 6 saves €153 a year in that hypothesis in Wallonia. Nothing that changes a €100,000 decision.
Brussels to Frankfurt without charging: who makes it?
Only the EQS, and with no margin to speak of. Here is the 10 to 90 % window at -10 °C applied to three reference journeys from Brussels:
- Brussels to Arlon and back (380 km): the EQS makes it with 44 km to spare, neither the i7 nor the IONIQ 6 gets there without a charge.
- Brussels to Paris (about 300 km): all three make it, the i7 with 4 km to spare and the IONIQ 6 with 15 km.
- Brussels to Frankfurt (about 400 km): the EQS arrives at 10 % battery with 24 km to spare, the other two stop on the way.
One sizeable caveat: -10 °C is a hard case, not an ordinary January in Brussels. At 0 to 5 °C, reality sits between the two temperature columns of the table, and the EQS then has real margin on Frankfurt. Arriving at 10 % remains, in any case, a sum on paper rather than a travel plan.
Does the charging really reach 350 kW?
EV Database gives 28 minutes from 10 to 80 % for the facelifted EQS 450+, an average power of 190 kW. The 350 kW peak assumes an 800-volt charger able to deliver it. On a 400-volt charger, the battery splits in two and accepts up to 175 kW, again according to Mac4Ever. The IONIQ 6 and its 18 minutes remain the best pupil of this comparison.
Entering the range costs €285 of BIK a month
For a company car, the benefit in kind of an electric car follows the formula list price × 4 % × 6/7, with a floor of €1,690 a year. At €99,825, the first Belgian price of the saloon, that gives €3,422.57 a year, or €285.21 a month. The top price of the range, €138,666, climbs to €396.19. The IONIQ 6 84 kWh at €55,699 comes out at €159.14, and most electric cars under €49,292 pay the €140.83 floor. The full calculation sits in our feature on the BIK of an electric company car.
A gap: no independent measurement of the facelifted version
I have not driven the facelifted EQS. And as of 10 October 2026 I found no independent measurement of its consumption at 130 km/h: the only published measurement at that speed that I read, Caradisiac's, concerns the old 450+. The 530 km therefore remains a database estimate. I will correct it as soon as an instrumented test comes out.
Frequently asked questions
What is the real-world range of the Mercedes EQS 450+?
For the facelifted version with 122 kWh usable, EV Database estimates 695 km on the motorway at 130 km/h in mild weather (23 °C) and 530 km at -10 °C with the heating on, against 920 km WLTP (Mercedes quotes up to 926 km). These are published estimates, not independent measurements of this version. The only winter measurement at 130 km/h I could find, 24.6 kWh/100 km over 2,401 km, concerns the pre-facelift EQS 450+.
Does the EQS 580 have less range than the 450+?
On paper yes, but not by much. The 500 and 580 share the 450+'s 122 kWh battery according to the specialist press, and Mercedes quotes up to 875 km for them against up to 925 km for the 450+. The 580 is all-wheel drive and only comes in AMG Line trim.
Does the EQS SUV have the same range as the saloon?
No. The Belgian Moniteur Automobile sheet for the EQS SUV 450+ AMG Line gives a 120 kWh battery, a quoted range of 700 km and 19.4 kWh/100 km, for €124,025 list price. The two bodies cannot be compared figure for figure: the SUV quotes 700 km for 120 kWh, while the saloon quotes up to 926 km for 122 kWh with a drag coefficient of 0.20.
How much does a Mercedes EQS cost in Belgium?
Le Moniteur Automobile lists the 2027 model-year saloon from €99,825 to €138,666 including VAT, as of 10 October 2026, without breaking down the versions. As a company car, the benefit in kind runs from €285.21 a month at the lowest price to €396.19 at the highest, which is two to almost three times the €140.83 floor paid by most electric cars under €49,292.
How much does a full home charge cost for an EQS 450+?
A full charge of 122 kWh usable costs €39.31 in Flanders, €43.53 in Brussels and €46.15 in Wallonia, at the CREG price caps for the third quarter of 2026 (32.22, 35.68 and 37.83 c€/kWh), charging losses not counted. At 130 km/h in mild weather (17.6 kWh/100 km), that is €5.67 to €6.66 per 100 km depending on the region.
Le verdict de Christophe F.
Remember 530 km at 130 km/h in hard frost, 695 km in mild weather and 424 km usable between 10 and 90 %. The EQS 450+ is the only one of the three to make Brussels to Frankfurt without charging, and that is its one decisive advantage over the i7 and the IONIQ 6. It comes at a price: €99,825 to get in, €285 of BIK a month, 28 minutes to get back to 80 %. Four hundred kilometres of motorway in one go are rare in Belgium, and the €55,699 IONIQ 6 covers most journeys for €44,126 less than the EQS entry ticket. For the whole segment, see our ranking of the longest ranges and the feature on real-world range on Belgian motorways.
