Mercedes-Benz EQS 53 vs Ford E-Transit Custom

What's the difference?

Maybe the EQS isn’t such a leap into the unknown after all. Check out a modern hyper-car. It will almost certainly have at least an electric element to its driveline. And luxury cars? Given the potentially silent, smooth progress offered, why the heck aren’t all luxury cars electric?

So does the EQS move the luxury car game on? In a way, but it also proves that the things that make luxury cars remarkable are less about what powers them and more about how they look after their occupants. And in that respect, the rear-seat accommodation, the ride quality and the user-friendliness seem to be a fraction caught up in the technology. Not that the 53 is not a proper luxury car, rather that the novel platform doesn’t seem to add anything to that element of things. Which is not, of course, to say that electrification isn’t a sure thing in this market segment. But it will be interesting to see how the other brands tackle the concept.

Throw the AMG badge into the mix, and the end result skews again. Where previous AMGs have been all blood and guts (mixed with the usual dollop of S-Class refinement) this car doesn’t seem to have nailed the same, extrovert brief. The performance is certainly AMG-spec, but the theatre seems oddly missing and the noise is just noise rather than the AMG symphony we’re used to.

Note: CarsGuide attended this event as a guest of the manufacturer, with meals provided.

Wow. This is state-of-the-art EV van engineering – complete with sporty handling and an excellent ride – yet it maintains all the usual Transit attributes.

The Tesla of electric vans? Maybe.

The only thing remains is pricing and how the E-Transit Custom behaves and drives on Australian roads… and we’ll have the answer to those by the end of this year.

But as it stands, Ford's European mid-sized van is keeping the innovative spirit of the original alive.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

This whole car is an exercise in innovation and radical design. From the full-width glass dashboard to the rear-wheel-steering, synthetic `exhaust’ note and the use of electricity in a performance, rather than an economy, mindset, the EQS 53 will keep even the committed technophile entertained for years.

Every time you press a new button, there’s a blow-me-down moment as the AMG dips into its huge grab-bag of tricks and novelties. If, for instance, you’ve ticked the Energising Comfort Package box, the car will interface with your wearable device (most common ones, anyway) to give you a display of your vital signs. The car can also use the radar that controls its adaptive cruise control to 'see' down to the road for battery regeneration opportunities. New owners will be a long time learning this car.

Even the exterior design marks a new direction for Mercedes. Actually, it’s probably more of a refinement of a design theme that began with the original CLS of 2005 where the single-curve of the side-profile first became apparent. Either way, the `lozenge’ theme is set to become an M-B corporate look, and even though the EQS looks a bit ungainly in photographs, in the flesh, it’s not as radical as that. It does make a pretty bold statement, however, with the single, `Harbour Bridge’ sweep from its nose to its tail.

It may look like the old Transit Custom but the new one has been completely redesigned and rides on an all-new platform.

It’s more aero efficient and the wheelbase has been stretched with the front wheels pulled forward to liberate more leg and foot room.

The roof remains under 2.1-metres high for easier car park clearance, but there’s more space inside due to a lower floor that’s aided by new side steps. This, along with wider side apertures, make for easier loading and unloading.

The E-Transit’s traction battery is integrated into the lower-floor structure, adding significant rigidity as well as a lower centre of gravity, benefitting dynamics and control, as does the switch to an independent rear suspension set-up that conversely improves packaging.

Key cargo-capacity facts are: 3450mm (maximum load length), 6.8 cubic metres (Standard Roof load volume), 9.0 cubic metres (High Roof load volume, up to 1011kg (payload), 3225kg (Gross Vehicle Mass) and 2300kg (maximum braked towing capacity).

More info pertaining to the Australian-market E-Transit Custom will be revealed later in 2024.

The EQS’ interior is a trip right into the future. At least in terms of how it presents the multitude of function controls and information systems which, at first glance, seem a bit overwhelming. But even before you have a chance to be dazzled by the breadth of choices and configurations you’re faced with, the actual dashboard is guaranteed to grab your attention.

While multiple info-screens and animated displays aren’t new, the sheer scale of the EQS’ display is quite breathtaking. Stretching across the entire dashboard, the three screens are compiled as one to form a huge, 1.4-metre wide display.

The switchgear and controls have been laid out to enable individual preferences from user to user, but even so, there’s a phenomenal amount of info to take in. Mercedes claims the layout is also designed to reduce the need to menu-dive, but again, the outright mass of details to consider is mind-boggling and forces some switchgear to be less than immediately obvious. Even the steering-wheel controls are now so numerous that the tiller has grown an extra horizontal bar to accommodate them all.

Despite that, commonly used controls seem to be where you’d imagine they should be and the cruise control, for instance, operates more or less as you’re accustomed to.

The seating both front and rear seems pretty firm in the EQS and while the driver’s perch is multi-adjustable, the rear seat has lost some of its adjustability compared with previous S-Class Benzes. The electric adjustment for the rear seat is AWOL, although the four-zone climate-control has been retained. The rear seat seems a fraction tight on headroom for really tall folk, too. A full-length, panoramic sunroof gives an airy feel and visibility is generally good, especially from the driver’s seat.

The boot, thanks to that huge wheelbase, is vast with plenty of width, but crucially forms a long space that extends forward to accept huge suitcases. A total of 580 litres of boot space is there for the taking, and the load floor is flat the whole way.

It isn’t just parcels and packages that benefit from all the engineering advances made in the new-gen Transit Custom.

Big doors open to a new, lower and larger cabin. With the front wheels pushed forward, it’s flatter, with more space for three-abreast seating. And, now, the driver enjoys better cross-cabin access right to the opposite door with fewer obstacles.

To aid entry and egress due to its flat base, the E-Transit Custom scores a “squircle” (squarish) steering wheel. It’s one of the few visual distinctions in an otherwise fairly mundane, though well-made, interior. Material quality is of the hardy but pleasant variety.

Our test van was the optional Sport model as-yet not confirmed for the EV (though it’s coming for the diesel), with darker hues, upholstery stripes and a few more luxury features.

Australian-bound E-Transit Customs will be closer to the European Trend spec, which we factored in strongly when assessing the electrified newcomer.

Both grades sampled included Ford’s optional ‘Mobile Office’ that will be made available in Australia. Among other things, it provides a three-position wheel, from the regular position to roughly 45- and 90-degree angles.

The thinking here is for drivers to respectively either rest a laptop or have an in-situ table – complete with a squircle-shaped tray – tilt all the way forward for meal times. A lockout device prevents vehicle operation in anything but the home position.

Handy, though note that two of the three vans we drove with this feature had a rattly wheel in the normal driving position. Ford promises a fix for production is coming.

Other Mobile Office additions include various mounting points for accessories.

The driving position is 4WD-high, with the vast windscreen and very deep side windows providing panoramic views. Because of the rear bulkhead behind the seats, a camera-fied rear-vision mirror, along with the sizeable exterior mirrors, provide sufficient side/rear vision.

The driver’s seat is supportive and comfy if not that shapely, and it seems more fully padded than the flimsy cushions of the (narrower) centre and passenger seats.

The latter both hinge forward to reveal a massive storage cavity (ideal for charging cables) as well as the load-through hatch as per the previous-gen Transit where fitted.

Speaking of storage, Ford’s engineers have repositioned the passenger front airbag from its traditional dashtop home to above the windscreen header, liberating a second glove box fit for housing laptops.

The dashboard’s 13-inch touchscreen is perfectly sized and driver-angled. It uses Ford’s excellent SYNC 4 multimedia system, is powered by a 5G modem for OTA software updates for around 30 modules, and is functional, fast and intuitive. It also comes with Alexa voice commands.

Ample ventilation, big grab handles, massive door pockets for bottles, additional storage areas including behind the configurable digital instrumentation pod, several cupholders, USB-A and -C outlets near shelving areas for minimal cable entanglements, plenty of LED light sources and an armrest/tray, highlight Ford’s many decades of experience building mid-sized vans.

On the launch drive's smooth German roads, wind and road noise intrusion were impressively subdued for a van (especially so given the quiet e-motor operation compared to the clatter of a diesel), though the large frontal area means at speed you won’t mistake this for a luxury EV.

Still, being roomy yet cosy, practical yet thoughtfully presented and solidly built without feeling cheap, the E-Transit Custom's cabin is right on the money – a secure and inviting workhorse first and foremost.

Keep in mind, too, that the cargo area will likely include Ford’s 'Load Area Protection Kit', bringing a moulded load floor liner and protection for the sides and rear doors. Because, this is a workhorse, after all.

So, how much does the V710-series E-Transit Custom cost? Nobody at Ford is saying right now.

However, with the LDV kicking off from under $65,000, the Peugeot from $80K and the Mercedes from about $91K, our money is on cost-of-entry at around $75K when sales commence at the end of this year.

Whichever way it goes, the E-Transit Custom will cost substantially less than the much-larger (V363) E-Transit full-sized van launched here last year at a whopping $104,990, before on-road costs – though that’s since been slashed to $89,990.

Note, too, that we’re only getting the long-wheelbase version, in standard or high-roof specifications for the time being.

Aimed at small to medium-sized businesses, Ford’s Turkish-built EV should be generously-equipped, with adaptive cruise control, a new patented heat pump for significantly reduced battery drain, heated front seats, a reversing camera, a 13-inch touchscreen offering Ford’s excellent 'SYNC 4' multimedia system powered by a 5G modem for OTA software updates, Alexa voice-control assistance and wireless Apple CarPlay/Android Auto.

Plus, the E-Transit Custom has achieved a record-high Euro NCAP rating for a medium-sized van. More details are outlined in the safety section below.

Note, though, there is no spare wheel, just a tyre inflation kit, sadly.

And while you can option up an outlet to power your tools, there is no bi-directional charging, so you cannot power your home in a blackout with this EV.

That said, the E-Transit Custom’s real value is to be found in the imbedded design and engineering features that distinguish this from other electric vans, maintaining a legacy of innovation that started with the original Transit way back in 1965.

The UK’s bestselling vehicle period in 2021 and 2022, the regular Transit Custom is absolutely vital to Ford’s health globally, and it’s not about to drop the ball with the electric version.

Here’s how.

Big under-bonnet numbers have always been a high-end Mercedes-AMG thing, and the EQS continues that tradition despite not having a traditional driveline. Using two electric motors, one on the front axle, one driving the rear wheels, the EQS 53 in its standard form claims a combined power of 484kW and a monstrous 950Nm of torque. Compare those numbers with the most recent AMG S63 with 450kW and 900Nm from its twin-turbo four-litre V8 petrol engine, and you can see that the decision to go electric has at least as much to do with performance as it does the environment.

But there’s more. Tick the option box for the Dynamic package at an extra $8000, and suddenly, you’re in the realm of 560kW and 1020Nm of torque. Just as well that power and torque is split across two motors and, therefore, drives all four wheels.

The sheer size of the car has also prompted Benz to give it rear-wheel-steering which also works at speed for safer changes of direction at autobahn velocities. The result is a pert - for a 5.2-metre long car – 11.5-metre turning circle.

Mated to a large battery pack sharing tech with the Ford F-150 Lightning truck, the E-Transit Custom's single, front-mounted electric motor delivers 160kW of power and 415Nm of torque to the rear wheels via a single-speed auto.

As usual, 'Eco', 'Normal' and 'Sport' modes are included to suit the driver’s mood.

One of the reasons Australia won't bother with the 100kW version is its electronically-limited 117km/h top speed; the 160kW can manage all of 133km/h.

Keeping all that performance in check are a strut/leaf spring arrangement up front and a semi-trailing arm independent rear suspension borrowed from its larger sibling.

Full technical specifications will be revealed closer to the E-Transit Custom’s local launch at the end of this year.

Obviously, the EQS requires no fossil fuel to power it, but when you look at its power consumption, you can see why it’s mission-statement is not necessarily to save the planet. The fact is, the 53’s official appetite for Watts is 23.0 kWh per 100km. Compare that with a Hyundai Ioniq at 15.7 kWh per 100km and you can see what we mean. The comparison is the electrical equivalent of a petrol car that uses 10.0 litres per 100km against another using 14.6 litres.

Mercedes is quick to defend the car, though, pointing out the fact that it’s built in a carbon-neutral factory and even the batteries are produced in a facility with the same green credentials.

With a 107.8kWh battery, range is impressive at up to 585km.

Ford's official energy consumption figure for the E-Transit Custom is 21.8kWh/100km and the trip computer in our Sport grade test vehicle read 21.6kWh/100km, which is about on the money for this size of van.

With the 64kWh Nickel Cobalt Manganese battery pack that’s 'shrink-wrapped' low down under the load area to help achieve that low floor, the WLTP range figure is 308km for the 160kW (and 337km for the 100kW E-Transit Custom Australia is likely to miss out on).

Ford reckons these numbers are roughly four times the average-daily mileage for van drivers in Europe.

Brake-by-wire regenerative-braking tech allows for one-pedal braking, which in turn helps recharge the battery pack. If you lash out for a big 11kW Wallbox accessory, the standard 11kW AC on-board charge allows a full overnight top-up.

As the E-Transit has a 124kW DC fast-charge capacity, a high-capacity station can replenish the battery from 10-80 per cent full in under 45 minutes.

There’s absolutely no doubt about the EQS’ place in the world in terms of the actual driving. This is a big, imposing car with mega performance, and don’t you forget it. It feels big from the driver’s seat with a long stretch to the passenger’s side and then there’s that glass cockpit to get your head around. The head-up display is great, though; well-placed and utterly legible in all lighting conditions.

Of course, what you really want to know is what 1000-plus Newton-metres feels like, right? Well, it’s awesome. Period.

The response that results from having maximum torque from a standstill means there’s no requirement for a transmission beyond the basic shafts to take the drive from each motor outboard to the wheels. And that same response means that there’s no time needed to wind the thing up: You press the throttle, the world begins moving towards you. Quickly.

On the highway, you can stab the throttle as fast as you can to the floor and then immediately lift off, and the AMG will still gain 10 or 15km/h. Dare to hold the pedal down longer and the digital speedometer starts leaping numbers in multiples of five and ten as it struggles to keep up with the relentless thrust. Overtaking has never been as foolproof as this. Passengers may ultimately find this tiring. You probably won’t.

At the same time, the all-wheel-drive afforded by having a motor on each axle ensures that grip is never the limiting factor. Rather it’s the threat of a prison sentence and any shred of self-preservation you might have that will perform that function. And let’s not forget that even if that straight-line grip holds up for you, physics itself gets better and better at throwing yaw forces your way, the faster 2.6 tonnes travels.

The steering is natural enough to pass without complaint and although it’s light, it feels as though it’s not too pointy nor too keen to start all that weight shifting around unnecessarily. The suspension, however, is less convincing on the rough roads around the back of Canberra and Goulburn (in winter) where Mercedes chose to launch the EQS 53.

While air suspension has an obvious part to play in allowing for an adaptive experience in something this heavy, there’s a feeling that, even on the cruisiest setting, there’s still that air-suspension trait of being incapable of flattening those low amplitude, high frequency surface nodules that afflict many country roads. And, to be perfectly honest, there was not a whole lot of bandwidth apparent in the different settings. Fundamentally, shifting from Comfort to Sport and Sport Plus did very little in terms of altering the ride characteristics. And even if it’s still, overall, a very comfortable outcome, missing is that legendary `waft factor’ magic-carpet ride that has previously been such a part of the S-Class experience.

Curiosities? A few. The paddles on the steering wheel, for instance, freed of the requirement to select gears, are instead set up to vary the amount of braking regeneration the driver wants. In the most aggressive setting, there’s more than enough regen for single pedal driving. Brake pads are likely to last a long time in the AMG as the vast majority of braking is in the form of regeneration.

And then there’s the computer-generated soundtrack designed to give an electric car some umami. Filtering a synthetic sound experience into a car’s cabin is not new. But in the case of an electric car, it’s not done to sharpen the noise up or make it more palatable; it’s so that there’s any sort of audible backdrop to what’s going on.

AMG has developed what it believes is the appropriate accompaniment and maybe, with more exposure on our part, it might emerge thus. But at the moment, it’s sounds more like white noise – not unpleasant, but hardly tuneful either – that permeates the cabin in various volumes depending on what drive mode you’re in. Interestingly, Comfort mode culled the noise altogether and soon became our favourite.

It's not that the nose is unpleasant per se, rather that it’s difficult to form a mental connection between what is a flat hum (not quite a buzz) that actually threatens to drone on its loudest setting (Sport Plus). Depending on your level of mental flexibility, the noise will either remind you of sitting inside a taxiing twin-engined turbo-prop plane, or it will have you imagining Darth Vader is about to enter the room. It’s not terrible, it’s just different. Is it the future? Maybe.

For every one of its four generations since 1965, the Transit has set the pace for driveability, as if Ford of Europe was determined to stamp its dynamic authority in the commercial vehicle space.

The original broke the van mould by being far more car-like than any that came before, offering the availability of a powerful engine, responsive steering and safe handling.

That the E-Transit Custom maintains the philosophy is no surprise; that it ended up being so fresh and rewarding to drive – albeit on German roads carefully chosen by Ford – should be a warning for rivals to raise their standards.

Let’s start with the lofty yet cocooning driver environment, which immediately sets you at ease and in the mood. Nothing awkward or uncomfortable to report here.

Shift the natty little column wand into D, and the instant throttle response of a good EV seems slightly too good to be true in what is a boxy workhorse. Acceleration is urgent yet smooth, humming away as the speed builds in a big yet measured way.

That’s all good and well, but given the sheer mass of this mid-sized van, the second big test is how measured and controlled the handling is, especially at speed.

Again, there’s ample feel from the squircle wheel, as the E-Transit tips crisply into corners, glides through fast curves and generally maintains its composure when turning up the pace.

Credit, no doubt, to the new trailing link independent rear suspension system, which must take a lot of the credit in making the Ford van handle so confidently.

It also does a great job absorbing bumps and isolating the occupants from the road surface underneath.

We tried the standard Trend-spec 15-inch wheeled version, as well as the 17-inch Sport version, which does have a slightly firmer edge, but then seems ever keener through corners.

One of the E-Transit Custom’s true achievements is that – with no diesel engine to drown other noises out – the lack of wind, road and tyre noise intrusion is just so relaxing. Its refinement and ability to combat fatigue augers well for EV van drivers of the future.

Again, keep in mind that we’re on slick Euro roads in specially-prepared launch vehicles, equipped with ballast in the back to emulate a load (and hunker down the rear).

Ultimately, the true test will come when behind the wheel of the E-Transit in Australia. But, our first drive revealed what is surely the most modern and enjoyable van we’ve yet to experience: fast, fun, secure and comfortable.

Ford Australia has yet to confirm the E-Transit Custom’s final safety spec, but the regular diesel version provides many of the answers.

Euro NCAP has awarded the broader V710 Transit Custom range a maximum five-star 'Platinum' rating. A best-in-class result thanks to a broad array of driver-assist safety.

This includes AEB with passenger and cyclist detection as well as intersection-assist (all operable from 0km/h), lane-keep systems (from 60km/h), blind-spot monitor, rear cross-traffic alert, full stop/go adaptive cruise control and exit-warning alert.

A full suite of airbags is also fitted.

We’ll find out more closer to the E-Transit Custom’s Australian launch.

EVs are, by and large, cheaper to maintain than the more complex conventional car, but dealership servicing versus an independent workshop will always involve a premium. While the EQS features the same factory warranty as any other Benz; five years/unlimited kilometres, the big concern for some EV buyers is battery life. To calm those nerves, the EQS 53 also comes with a ten-year and 250,000km battery warranty.

Benz also gives EQS buyers a three-year subscription to the Chargefox fast-charger network (which has just been acquired by a consortium of Australia’s state motoring clubs) and operates on 100 per cent renewable energy. Charge at home with solar panels or other renewable power, and the EQS will be keeping rich people rich.

Mercedes tells us there will be a fixed-price service program, but pricing details are yet to be released. Service intervals are every 12 months.

As with all Fords, a five-year/unlimited-kilometre warranty with (a conditional) seven years of roadside assistance is anticipated. All high-voltage components including the battery are subject to an eight-year/160,000km warranty.

With dramatically fewer moving parts, Ford reckons operating costs can be reduced by up to 40 per cent compared to the diesel-powered Transit Custom equivalent with service intervals likely to match its big EV bro’s at 12 months/30,000km.

The time-saving convenience this brings is one way Ford reckons helps to justify the circa-30 per cent premium the EV commands.

Note, though, that these figures are based on European data and may take in regional EV subsidies and incentives not available in Australia.

Expect capped-price servicing to be another incentive.

All that info and more will drop closer to the EV’s launch closer to the end of this year.