By on August 10, 2015


Luxury shoppers have an interesting “problem.” If you want something spendier and more unique than a Lexus LS, but aren’t ready for a baby-Bentley or Roller, you have but one option: the Mercedes S-Class. Trouble is the last generation S-Class lagged behind more plebian options in both gadgets and luxury. That was a serious problem since the price tag on the S spans from just under $100,000 to nearly a quarter of a million. Like the new C-Class, the redesigned S-Class is restoring my faith in the premiere German luxury brand.

The S-Class has been the pinnacle of the Mercedes line since 1972. There have been long ones, short ones, coupés, sedans and limos. Regardless of the shape, the S-Class has long been the standard by which full-size luxury cars are judged. That was a little bit of a problem for the previous generation Merc which had a somewhat dowdy exterior with a plain profile, small grille and headlamps that looked like Shrinky Dinks that had spent too long in the oven.

The new S-Class receives Mercedes’ latest exterior design cues from the CLS and CLA with a bolder grille and angry headlamps blended with the quaintness of a tri-star hood ornament. As you’d expect from a car destined to chauffeur diplomats, royalty and heads of state, the side profile is upright and traditional, and the greenhouse bends slightly rearward to allow your royal personage a better view of your subjects.


At rear, Mercedes blended the corporate style-book with classic S-Class cues we’ve seen since 1991, such as tail lamps that won’t wrap onto the trunk lid. This particular style choice has a notable downside: the trunk opening is smaller than many of the other luxury sedans.

Although the new S-Class may look like a re-skinned W220 S-Class, the W222 is an entirely new animal. The biggest change is a new body that is nearly half aluminum. Rather than going all-in on Alcoa like Jaguar and Audi, Mercedes took the more cautious approach by strategically using aluminum to adjust the car’s weight balance as well as shed a few pounds. The result is an S550 that tips the scales at 4,600 pounds and has a weight balance closer to 50/50 than ever before (a hair better than 52/48 we’re told.)


Mercedes is a conservative company when it comes to interior style, so this generation doesn’t bring any massive design departures. Although restrained, everything is undeniably premium and this interior escapes the “upscale Buick” vibe the last generation gave off. Our tester has a nearly $6,000 optional leather package which undoubtedly helps. The option consists of premium two-tone hides and contrasting piping throughout the cabin, from the dashboard to the door panels. Even the portions of the door panels that are hidden when the doors close are perfectly stitched cow-hide. Laser cut metal speaker grilles are scattered throughout the cabin, a look that is also featured in the new C-class at more affordable prices.

European shoppers will likely be confused by this statement: Legroom is excellent but not epic in the S550. While the S-Class is ginormous by European standards, it is only 3.6-inches longer than a Ford Taurus and less than one inch longer than a Lincoln MKS. As a result, the 41.4 inches of front leg room is actually slightly lower than some large American sedans. Rear legroom is generous, but not much more than the large sedans by GM, Ford and Chrysler. The back seat is unquestionably comfortable, especially in our tester which came with the reclining rear seat option. However, folks taller than 6-foot-2 won’t be able to stretch completely out on the foot rest. (Your writer’s modest 6-foot frame fit like a glove.) Disappointed? Consider that the XJ, A8 and 7-Series are all available in two lengths and their long-wheelbase models are equivalent to the base S-Class in rear accommodation. Need more room? For a cool $189,350 you can get the S600 Maybach which stretches the S-Class by 8 inches, improving both leg and headroom in the process. Sadly, however, the champagne refrigerator and comfy rear thrones also eat into the trunk space, dropping the S500’s trunk down to a slim 12.3. Tell Jeeves to pack light.


Maybach was to be the German answer to the soaring popularity of Rolls Royce and Bentley. Unfortunately, Mercedes tried competing head-on with a previous generation S-Class stretched to an insane 244 inches that wore a price tag stretched even further to nearly $400,000. It’s no wonder the Maybach 57 and 62 failed to light the sales charts on fire. As of 2013, Maybach as a brand ceased to exist and a new strategy was born. Since the old Maybach was instantly recognizable as a stretched S-Class, they applied the Maybach label to the longest S available and thus the Mercedes-Maybach S600 was born. With a stretch of a more modest 8 inches (versus the three feet that was added to make the Maybach 62) and a similarly more modest price tag, think of the Mercedes-Maybach as a limo version of the S-Class. Oddly enough, the Maybach is not the most expensive S — that’s where the S65 AMG comes in starting at a cool $220,000.


Infotainment & Gadgets
No luxury car would be complete without a bevy of gadgets and gizmos to entertain and protect (and brag about).

The first thing you notice when you get inside are the twin 12.3-inch LCDs spanning from the center of the car to the driver’s door. The right LCD runs the latest Mercedes COMAND infotainment software while the left handles the gauges and night vision display.

Although the software interface looks familiar, it has been significantly updated for the W222 with a faster processor and more features. The speed difference and smoothness of the graphic transitions is easily noticeable when you compare the S-Class to the E-Class sitting next to it on the dealer lot. Mercedes has improved the voice recognition system in this generation and voice commanding specific tracks on your USB/iDevice is easier and more reliable. Sadly, the online functionality is not as “fully baked” as iDrive or MMI at this point. There is Google Earth driven satellite imagery, but it’s not integrated into the default navigation screen. Likewise, the streaming radio and Yelp location finder apps could be better integrated. Also on the gripe list: there is no dedicated track forward/backward button which makes changing tracks more complicated than other vehicles.


I am often disappointed by LCD instrument clusters. They offer so much theoretical potential, yet no manufacturer has fully exploited this yet. So far, Cadillac is the only brand whose LCD cluster allows limited customization from a selection of different gauge layouts, colors and themes. The Mercedes display, like essentially everyone else, shows you two views. One with and one without the night vision camera display.

On the gadget front, Mercedes has packed in everything but the kitchen sink. We have an optional split-view screen (right side LCD only) so the passenger can watch a movie while in motion, and a rear seat entertainment system for the rear passengers that can display an airline-esque slideshow of your location, the elevation profile of your journey and the weather at your destination. The front seats massage, the rear seats recline, the shades are all powered and even the rear folks get 3-position seat memory. Sound systems start at impressive and head to “do you really need that?” with a 24-speaker system pumping out 1,940 watts (because 2,000 was too opulent).

More radar sensors than Frankfurt Airport, a bevy of ultrasonic sensors, all around cameras, a separate stereo camera system for forward 3D imaging, and an infrared night vision camera all combine to give the S-Class a bionic view of the road. The radar sensors allow adaptive cruise control functionality, tell you about cross traffic and prepare safety systems for impact when the car behind you decides not to stop. The S-Class will parallel park itself, detect pedestrians and brake to keep from hitting them, and highlight deer and select other animals in the night vision system. Magic Body Control will scan the road ahead and program the suspension to handle a road imperfection before you encounter it. Sadly the snazzy multi-beam LED headlamps don’t make it to the USA because of some silly headlamp regulations on our shores, but the system that automatically injects air freshener into the HVAC system is America bound.


Instead of making the hybrid a range-topping model like you see with the Lexus LS 600hL, Mercedes continues to view the S550 plug-in hybrid as more of a volume option. For the same price, shoppers can choose a 449-horsepower, 4.7-liter twin-turbo V8, or a 436-horsepower hybrid system built around a 3.0-liter twin-turbo V6. (The turbo six makes 329 horsepower on its own.) The 449 ponies and 516 lb-ft of torque in the V8 model combined with Mercedes’ latest 7-speed automatic transmission and optional 4MATIC AWD allowed out tester to scoot to 60 in an impressive 4.6 seconds.

If you need to get to The Hamptons faster, the S600’s twin-turbo V12 spools up 523 horsepower and 612 lb-ft, but sadly can’t be had with AWD. The S63 AMG gets a 5.5-liter, twin-turbo V8 making 577 horsepower and 664 lb-ft and, thanks to standard AWD, will get the German tank to highway speed in under 4 seconds. The range topping S65 AMG makes the most oomph at 621 horsepower and 738 lb-ft of torque (88 more twists than a Dodge Hellcat) but because AWD is not offered, it’ll take slightly longer to run to 60 than the S63. Even if you can’t afford the top-end trims, all S class owners can bask in the opulence of a transmission that has two speeds in reverse. Why? Just because.


I was a bit skeptical about the Magic Body Control system and, as it turns out, I was right to be. The system uses a stereo camera system to scan the road ahead, but aside from damping speed bumps to the point where it feels like running over a garden hose, I didn’t notice much difference in a dealer provided car. The system seemed to have little or no effect out on the rough highways or potholed streets in the Bay Area. Some of this has to do with the way the system detects the road (it is camera based), but most has to do with the standard air suspension already being very compliant.

Although the S550 has lost weight, it is still one of the heavier options in this segment. The contrast with the Jaguar XJ is sharp. At 3,854 lbs, the English entry is the lightest, beating even the aluminum A8 by 511 pounds. Jaguar ditched their four-corner air suspension in the latest XJ model (the rear has load leveling still) which, combined with the light curb weight, makes it by far the most athletic entry in this segment. However, the XJ isn’t just light for this segment, it’s also 147 pounds lighter than an E350. The S550 on the other hand offers a more traditional large luxury attitude. The air suspension creates a ride that’s like a pillow floating on a cloud.


Funny thing about clouds: If you pay attention, you realise they’re moving pretty darn fast. Seemingly in defiance of physics, the S550 scoots to 60 mph as fast as a BMW M235i and, thanks to some serious rubber at all four corners, matches a run-of-the-mill 335i in the skidpad. Keep the pedal down too long and you’ll hit the 1/4 mile in 12.8 seconds while doing 110 mph. In silence. In a 17-foot long sedan. The cabin of the S550 is eerily quiet at all times.

The steering is isolated but surprisingly accurate, the body tips, dives and rolls with the best of the luxury set but never feels upset or uncomposed. Thanks to the all-wheel drive system and a near 50/50 weight balance, the S550 is extremely neutral and confident on practically every road surface. A statement like that wouldn’t be surprising when talking about a compact luxury coupé, but we’re talking about a nearly two and a half ton sedan.


Pricing – Why is it a “tweener”?
I’ve touched on this already, but the most unique thing about the S-Class is the fact that it sits almost in a segment of its own. The 2015 S550 starts at $94,400, which is about $20,000 higher than a base 2015 BMW 7-Series, Lexus LS 460, Jaguar XJ or Audi A8. (For 2016, the 7-Series and A8 rise to just over $80,000 and we should expect a slight increase from Mercedes keeping the distance around 15-large.) A lightly configured S550 can easily sticker for $115,000 and our tester (which lacked a number of options) came in at a cool $137,500. Keeping in mind this is simply where the S550 starts. The sticker on our S-Class with the base engine was already higher than possible for most of the competition.

The next step up is the $141,450 S63, which is about as expensive as an A8 gets. Want a 12-cylinder engine? That’s at least $166,900, about a loaded Honda Accord more than an A8 W12. The Maybach stretch is $189,350, and if you want one of the most powerful 12-cylinder engines made, that’ll be $220,000. The only other vehicle with this kind of price range is the Porsche Panamera. The Porsche has a slightly more premium interior but it’s mission is quite different. The Panamera is more direct, more engaging, but less comfortable, less roomy and I’m told by the old guard in Atherton that it’s too flashy as well. Looking for something spendier? The S65 AMG ends around where Bentley starts.


The new S-Class has restored my faith in the Mercedes brand. Is it the best value in the luxury car segment? No. But that’s an asset in this category. (If you don’t like that statement, then you’re not the S-Class demographic.) If you want a “value luxury sedan” this size, check out the $60,000 Kia K900.

The S550 4Matic is exactly what I want out of a big luxury sedan. I want it to be big and bold but avoid brash by a hair. I want it to be impossibly quiet, perfectly smooth, insanely powerful, able to stop on a dime (okay, so that part is a little lacking), handle like a sports coupé and get silent nods from the folks at the country club. You can get some of those things in the competition, but this big Merc succeeds at all of them in a way no other sedan does.

Mercedes provided the vehicle, insurance and one tank of gas for this review

0-30: 1.99 Seconds

0-60: 4.6 Seconds

1/4 Mile: 12.8 Seconds @ 110 MPH

Fuel Economy: 18.2 MPG over 782 Miles

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42 Comments on “2015 Mercedes S550 4Matic Review – The Luxury “Tweener”...”

  • avatar

    Nothing Else even comes close.
    We leased 2 of these.

    The interior space is better for me (6’6″ tall, over 350lbs) in both front and back. You can get 4 of me in there comfortably.

    The widescreen infotainment/driver information center is easy to use and intuitive and the seat comfort is untouchable by anything else – and I’ve tried everything.

    The rolls Royce Ghost/ Wraith isn’t as spacious. You only buy those cars to be seen in them. Their interiors are plush, but the S-class’ blow them away. Same goes for the Bentley Continental GT – which looks fantastic ont he outside, but has a boring interior.

    The S-class interior is like a night club. White carpets…


    Put on these slippers instead.

    This car doesn’t need a massive engine. The v8 moves it perfectly and did so without Twin Turbos (I used to have a silver W221). You are pretty much satisfied driving slowly and it feels like you’re in a hotel when I’m in traffic waiting to get through the Holland tunnel. No Rush at all. No rush.

    “No problem: you go by”… can’t risk a cab hitting your fender.

    This car’s all about expanse. Most people will be perfectly happy with the new E-class, but When I need to get 4 big people in a car, the SRT just ain’t enough. Gotta’ go with the big boy for those road trips to Rhode Island and Pennsylvania.

    Focus on the massage on my back, rather than the conversations you’re trying to start with me that I’m not interested in having.

    Can you just let me enjoy the drive???

    • 0 avatar

      When the Maybach came out I read somewhere (here?) that the Roller made the people who saw it happy, whereas the Maybach made the people who rode in it happy. Also that while you might drive a Roller or Bentley, you would be driven in a Maybach.

  • avatar

    As an old guy with failing eyesight, I would need to wear bifocals to see the road and the screens. Right now I’m can ignore the screens I have, but as this MB illustrates that is going to be a problem in the future.

    • 0 avatar

      If it’s a problem, it’s because they aren’t giving us enough HEADLIGHT.

      Here in NYC a lot of people drive from well-lit city through dark woods and poorly lit suburbs because they head towards Long Island or NJ. I never needed infra-red, but even if I did, I wouldn’t be staring “sown” into the instrument cluster. Until a builder figures out how to make an augmented reality WINDSHIELD, this stuff is a waste of time and space. And that includes the H.U.D.

    • 0 avatar

      Fred, maybe the next logical development is a front-view display, too, so we can just drive with our reading lenses! I’d love that :-D

  • avatar

    Brilliant attention to detail! Those gut-spilling rear headrests assure no back-window vision whatsoever. Ausführlichkeit!

    • 0 avatar

      Presumably like most MB rear headrests from the last 30 years, they are power retractable.

      I am confused though – are there no more short and long versions of the regular S-class? Just short and Maybach?

  • avatar

    Anyone else find the word “cool” grating when it’s used to describe a sum of money? Three times in one article, no less.

  • avatar

    If you want to think about something scary, consider that the inflation-adjusted price of the Caddy Allante in that junkyard find brushed up against where this S-class starts. Yikes.

  • avatar


    I remember in 1970 when my dad got a new Pontiac Executive Safari and the neighbors got a 280S.

    They both cost @the same. The Pontiac was the last in a long line of Safaris and the Merc was 6 cyl and leatherette, no a/c.

    I still prefer that S series look to anything Merc made thereafter. It had gravitas, if not power. Today’s “S” has the latter but lacks the former.

  • avatar

    The “Tweener” analysis is spot on. South of a Bentley/RR, this is the best car out there. It’s one of the last remaining vehicles which isn’t built to a price, it’s built to be the best.

    The only thing I am not quite so sure about is the 2-spoke steering wheel on some models. In real life, it probably feels very nice to hold, but from the computer it looks like something off of a 1995 Ford Econoline. Still, that is a very minor criticism.

  • avatar

    I recently walked by a new S-class MB that was parked on the street.

    One peek inside through the window and I honestly became a bit awestruck.

    The interior looks absolutely stunning…anything but upscale Buick.

    • 0 avatar

      I have a Lacrosse with the two-tone light-dark brown interior this week for a rental. I would describe the look as bargain basement Mercedes. At night it all looks really nice, and all the controls feel nice that are actual controls and not infuriating touch pads. But in the light of day it all looks very Fisher-Price.

  • avatar

    So what about the lane keep technology? How long can you fight with a bag of annoyingly packaged trailmix, before you have to start paying attention to the road and steering wheel again? That’s THE big supposed selling point of the S as far as I’m concerned. The rest of the engineering seems mainly focused on ensuring you don’t have sufficient feel for the road, to realize you need to slow down in pothole riddled SF and LA, lest you smash up the rapper proportioned rim/tire combo.

  • avatar

    The base price deal is a little misleading isn’t it? Base S Class is the S550, base 7/A8/XJ are prole 6 bangers (what is this, the 80s?). I think those cars’ V8 trims are much closer in price. Merc is just wise to spare its (American) buyers the INDIGNITY of being associated with a meager cylinder count. “HUMPHREY, BRING THE CAR AROUND. THE LADY AND I ARE OFF TO THE OPERA”

    • 0 avatar

      ‘prole’ 6 bangers…

      I love this asinine America-centric V8-or-die viewpoint. The rest of the world has been quite happy with Turbo-6’s and Diesels in their executive sedans for years. Of course, it’s all moot when you realize that 90% of these things spend their lives at less than 45mph, on a 2-year lease.

      Don’t get me wrong, I love blasting down a freeway in a big S or 7, Wagner on the stereo. But I am in the minority.

  • avatar

    “Luxury shoppers have an interesting “problem.” If you want something spendier and more unique than a Lexus LS, but aren’t ready for a baby-Bentley or Roller, you have but one option: the Mercedes S-Class.”

    Sure you do: a BMW 7 series qualifies on both criteria. The 750ix starts at $97,400 and can certainly bumped up to 130 grand if you get frisky with the options. And the 7 series is certainly unique, although not necessarily in a good way, in that BMW seem hardly to sell any of them.

  • avatar

    “If you want something spendier and more unique than a Lexus LS, but aren’t ready for a baby-Bentley or Roller, you have but one option: the Mercedes S-Class.”

    Because the 7-Series and the A8 don’t exist.

    • 0 avatar
      Alex L. Dykes

      The 7 and A8 don’t go anywhere near the pricing levels of the S-Class. While you can get a 750i or A8 up to the 120/130 mark, that’s simply where the S-Class waters get warm, average S-Class transaction pricing in the Bay Area according to one Mercedes dealer is in the 150K range, well above the average of the BMW or Audi.

      • 0 avatar

        I was not aware, truly, that the S was that much more expensive than the other two.

        Would you think most normal drivers consider them on par with one another where price is concerned? I think I would.

        • 0 avatar
          Alex L. Dykes

          That’s sort of the funny thing. I didn’t realize they were that far off either, but my limited pool of luxury shopper acquaintances were aware of it so it does seem to be “demographic specific” in a way.

      • 0 avatar

        When you are talking $100K cars, $15-20K is rounding error.

        I’d still buy a Phaeton if I needed a personal-sized limo. So discrete.

  • avatar

    This one doesn’t really work in white. It’s too blobby, and they should stick with dark colors – like a nice dark metallic red or brown.

    And the interior is too fussy with too many festooned textures. The cross-stitch squares on the dash, plus wood, plus contrast trims, plus piping, plus velvet headrests, oh and brougham on the speaker covers. Staaahp! This thing is like the reincarnation of a 78 Imperial. It will look very silly in a couple of years.

    The trim alignment and panel gap around the trunk is unacceptable for this segment. And it’s too expensive – I’d rather load up an A8. But I understand the “Only the S-Class will do.” idea, and certainly they have perfected that image for the car over the past decades. And sadly, even the A8 is approaching brougham status, though in smaller ways.

    IMO the XJ is in a lower category of sub-ultra luxury cars. Jaguar is tarnished, and they’ll need 20 years (if they’re still around) to restore it. It’s also ugly.

    • 0 avatar

      Makes me want some Broughamtastic American cars back. We need a de Ville, Eldo, Continental, and Mark X.

    • 0 avatar

      I want these seats Corey:

      • 0 avatar

        Those are very fancy! Someone commented correctly though, that’s a lot of little motors powering things in there.

        I like the leather version better. Never did care much for the sticky suede you sometimes get. Suede only belongs on headliners where it’s not touched. It leaves those hand and touch marks, and especially won’t work on dash or door panels in light colors.

        See: SVX.

    • 0 avatar

      “And the interior is too fussy with too many festooned textures. The cross-stitch squares on the dash, plus wood, plus contrast trims, plus piping, plus velvet headrests, oh and brougham on the speaker covers. Staaahp! This thing is like the reincarnation of a 78 Imperial. It will look very silly in a couple of years.”

      I agree with this. I really prefer the simple and clean modernity of Audi’s interiors these days. The current A6/A7 and A8 interiors are great, and IMO the new interiors of the Q7 and A4 are just a cut above any of their competitors. It will be interesting to see what the next A8 interior looks like, as presumably it will take the aesthetics of the new Q7 interior to another level. The current Mercedes S interior looks nice but it’s just so busy with different textures and surfaces, and the side by side LCD screens in a huge bezel will look absurd in a few years.

      I also find that the W222 somewhat lacks presence, but mostly due to how similar the C-class is in both styling AND in proportions. Audi’s sausages of a different length seem to vary enough in proportions that I never see an A8 and think it might be an A4 (though A4 and A6 can be difficult to tell apart at first glance). To my eyes, the A8 still has flagship presence while this S-class and the upcoming 7-series both lack it, looking like inflated C-class and 3-series, respectively.

      I actually think that the 3rd generation CTS actually has more presence than the W222 S-class. If the CT6 has similar (or better) presence on the road, it will be impressive. Conversely, I find the new S-class coupe DOES have presence when I see it on the road, for whatever reason.

  • avatar

    This is the first time I have heard someone call the W221 S–or, any S-class for that matter–“dowdy”.

    To me (and everyone else I know) the W221 has enjoyed strong road presence, and so have all of the previous S-class generations before it. It had the downward-curving beltline, which the W222 takes even further and is something that other brands are still loathe to experiment with.

  • avatar

    Um… why is the stitching on the dash above the screens pulling out already?

    • 0 avatar

      Wow, you’re right. If you look at the big version, it’s been yanked out and either cut or pulled apart. I have to think something was done to it to get it like that; it wouldn’t just ‘fail’ like that. Someone screwed up the most visible part of a $140k car. I hope it wasn’t Alex. :D

  • avatar

    Okay, I’ll bite … the difference was implied but not made explicit. What’s the performance difference between the hybrid and low-end V8?

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