2014 Mercedes-Benz S-Class

S550 RWD 4-Dr Sedan V8 auto trans

2014 mercedes-benz s-class Reviews and News

2014 Mercedes Benz S63 AMG Front Left View
Aschau, Germany -- Should I feel guilty for dozing in the back seat of the 2014 Mercedes-Benz S63 AMG while someone else drives? No, I should not. The best navigation display screen I've ever seen is guiding my colleague to our destination -- a hotel near the border of German and Austria where we'll have lunch -- so he doesn't need me to bark out directions from a map book.
Besides, I'm busy playing with all the seat and television controls back here. This 2014 Mercedes-Benz S63 AMG is equipped with the $3500 Executive Rear Seat package, which not only heats the armrests but also effectively turns the starboard rear spot into the equivalent of a business-class airliner seat. This is a better place to sit than a Boeing 787 Dreamliner. If only a Lufthansa flight attendant would bring me a cool drink.

The Burden of the Responsible Journalist

Surely I am required to test the suitability of the S-Class for a late-morning snooze just as I am required to evaluate this car's steering response, ride comfort and value for money. After all, the 2014 S63 AMG is supposed to be all things to the captains of industry who buy it. It is meant to be a soothing cocoon of rest and rejuvenation; a prestigious means of transportation; and a stunningly powerful Q-ship when the chauffeur has the day off and the owner wishes to take the reins. I'll be taking the reins myself after lunch, but for now I settle in, close my eyes, and think, "I could so, so get used to this."
Sadly our route is awash with rain, so we've abandoned any fantasies of storming along the autobahn at 155 mph. In fact, we have been obliged by our hosts at Mercedes-Benz to spend most of our time with this car on twisting two-lane roads crowded with Opel microvans and Volkswagen Polos. Not that we're complaining. The 2014 S63 AMG feels like an impregnable fortress, one that's lined with supple diamond-stitched nappa leather and which happens to be gliding along on 20-inch tires. Could we just have our lunch here in the car, please?

Absolute Power Corrupts Absolutely

Despite the weather, the surefootedness provided by the standard, all-wheel-drive 4Matic system in the 2014 S63 AMG allows us to occasionally thumb our noses at the rain and use the twin-turbo 5.5-liter V-8's 577 hp and 664 lb-ft of torque to take advantage of rare openings in traffic flow. "It's all about the torque," Tobias Moers, director of vehicle development for AMG and now its newly appointed CEO, tells us later. "This is what you feel in the car -- in any AMG car."
And what you hear is the AMG sport exhaust system, which has flaps that open for the full tailpipe serenade when the transmission is in Sport or Manual mode. You might also occasionally hear a slight grinding noise from the standard carbon-composite brakes, a small price to pay for serious bite, resistance to fading, and (surprise) excellent pedal modulation.
Of course, the 2014 S63 AMG is no light and lithe sporting sedan. Although the curb weight is said to be about 4400 lb, the selection of test cars that we drove felt heavier, a feeling that was exacerbated by the artificially heavy effort level of the steering. Fortunately once you switch the AMG sport suspension to its comfort setting, there's a bit more lightness in the wheel action.
Meanwhile, the usual seven-speed automatic transmission from AMG can be set to C (controlled efficiency, or Eco mode, with engine start-stop function); S (sport); or M (manual shifting via paddles). When in Comfort, the S63 AMG, in traditional Mercedes style, starts off from a standstill in second gear. Throttle tip-in is well balanced, and it's very easy to move out both smoothly and rapidly even if you're in S or M mode.

It's a Hard Road To Travel

Drive the 2014 Mercedes-Benz S63 AMG quickly and you'll find that the car's mass seems to magically dissipate, even more so than the BMW B7 Alpina. Even if the Audi S8 is livelier in your hands than is the big Benz, the S63 AMG definitely feels like it's ready to rock and roll. Credit a number of modifications to the S63's chassis as compared with a stock S-Class. "We added camber," Moers says, "and the roll center of the front axle is different. We have special dedicated crossbars at the front subframe for more responsive and direct steering. We've got different kinematics at the rear axle. And we've got spring rates that are 100 percent stiffer."
Moers also points out that both the rear-wheel-drive S63 (not offered in America) and the all-wheel-drive S63 weigh roughly the same, as the RWD car's rear subframe is composed of steel, whereas the AWD car's is made of lighter aluminum, thus compensating for the addition of the all-wheel-drive hardware. Hendrik Hummel, head of product management for AMG, further tells us, "We expect 80 percent of S63 AMGs sold worldwide to have 4Matic AWD. After all, we already sell more than 90 percent of E63 AMGs with 4Matic and, quite simply, we need all-wheel drive to compete with the Audi S8."
The AMG-specification 4Matic system is biased decidedly to the rear of the car, and it sends 67 percent of torque to the rear wheels, such that you can powerslide the AWD S63 if you try hard enough. Yet some American enthusiasts are bound to be disappointed that the RWD S63 will not be available here. This also means we won't get to try an S63 with Magic Body Control, which adjusts the suspension to accommodate for road imperfections spotted by road-scanning cameras. For that technology, you must step down the S-Class ladder of models and select the rear-wheel-drive 2014 Mercedes-Benz S550.
Speaking of the range of Mercedes-Benz S-Class sedans, a 2014 S550 starts at $93,825, whereas the 2014 S63 AMG is $140,425. Of course, once you throw in the 24-speaker Burmester stereo system ($6400), the exquisite nappa leather, a special set of wheels (the black ones look amazing when paired with diamond-white metallic paint for the bodywork), and a few other necessities of life in the fast lane, the 2014 Mercedes-Benz S63 AMG will top $150K easy. If this seems indulgent, I suggest you sit in the right-side back seat and see if you change your mind.

2014 Mercedes-Benz S63 AMG

On Sale: November 2013
Base Price: $140,425
Engine: 5.5-liter twin-turbocharged V-8, 577 lb-ft/664 lb-ft
Drive: 4-wheel
2014 Mercedes Benz S63 AMG 4Matic Front Right Side View 3
AMG chief Ola Källenius and engineering director Tobias Moers are showing us a lightly camouflaged new Mercedes-Benz S63 AMG. It's a long-wheelbase example with 4Matic -- a first for the S63. A short walkaround reveals other details. The exhaust can now play two different tunes. The battery is a tiny silver box stuffed with lithium ion energy cells -- it weighs 44 pounds less than the S500 battery. Peeking out from behind the optional twenty-inch wheels, shod with 255/40 (front) and 285/35 (rear) footwear, are carbon-ceramic brakes with massive, 16.5-inch front rotors. "All in all, we managed to reduce the weight by 220 pounds," says Moers. "All body panels, the roof, and the entire front-end structure are made of aluminum."
Inside, too, the S63 looks decidedly sportier than the plush standard S-class, with reshaped seats, perforated nappa leather, an IWC clock, larger shift paddles, a two-spoke steering wheel with a thicker rim, unique graphics on the virtual speedometer and tach, and plenty of AMG badging. Of course, the standard car's Burmester stereo, fully electric first-class rear seat with energizing hot stone massage, and host of driver assistance systems are available here too. North America gets only the LWB model, so that means standard 4Matic but no Magic Body Control; instead our S63 uses the AMG Ride Control sports suspension with Airmatic and adjustable dampers.
Time for a quick spin. On a quiet straight road, Ola Källenius holds the car with his left foot on the brake, turns the Speedshift selector to Manual, dials up ESP Sport, then floors the throttle. The S63 lunges forward, spinning its rear wheels ever so slightly as it gains momentum, the exhaust barking angrily to mark the split-second upshift into second gear, and then we are picking up speed and noise and flies and excitement again. The sprint from 0 to 62 mph takes only 4.0 seconds (4.4 seconds in the RWD version). Redlined at 6400 rpm, the 585-hp 5.5-liter twin-turbo V-8 makes its maximum torque of 664 pound-feet available from 2250 to 3750 rpm.
Driver change. Now it is Tobias Moers who turns the Affalterbach hinterland into his own private Nordschleife. "Although the power output went up by 41 hp, the real-world fuel economy improved by five percent," he claims. "With this rear-biased AWD system, the S63 AMG can now be driven with almost the same verve as the SL63 AMG. To push out the handling and roadholding envelope even further, we developed an uprated front axle, a variable-ratio sports steering, and a choice of two different chassis settings." Watching Moers put the S63 through its paces is a real eye-opener. Turn-in is immediate; grip is astounding even on broken pavement; the ESP's Sport mode permits small sidesteps but never deviates from the chosen line; and the carbon-ceramic brakes let you peep a couple of car lengths past the apex without punishing you for your curiosity.
And there's more still to come. An even more extreme S-class AMG is being readied for a mid-2014 introduction. Again badged S65, it will be powered by a tweaked V-12 engine that produces 635 hp and 738 pound-feet of torque, which should be more than enough to make the rear tires scream for mercy.
2014 Mercedes Benz S Class Front Three Quarter Turn
"This is a very wealthy area," said our Stuttgart-native photographer as we drove the new Mercedes-Benz S-class through the Swabian Alps. "But you'd never know it." That's because the Swabians, he explained, are very reticent to display their wealth. The new S-class, then, might not be very popular here. Although the new car has not grown in length or wheelbase, its styling is more extroverted.
Whatever the Swabians think of it, the S-class is the most popular luxury sedan worldwide. An S-class still means something, and as the Mercedes-Benz model range stretches ever further downmarket, it is more important than ever that the S-class remain an estimable machine, one that can confer rub-off status onto even the lowliest A-class.
Familiar V-8
The 2014 S-class (the V222 to the cognoscenti) reinforces its position with more dramatic styling, a more cosseting interior, and more -- lots more -- leading-edge technology. Mechanically, though, much of the V222 S-class is an evolution. The 4.7-liter twin-turbo V-8 engine of the mainstay S550 (badged S500 in Europe) is essentially carryover, as is the seven-speed automatic transmission. Output has crept up from 429 to 455 hp, but torque is unchanged at 516 lb-ft. As before, the S550 steps lively for such a big machine; it can gather itself up to reach 60 mph in 4.8 seconds, according to Mercedes. Delve deeply into the long accelerator-pedal travel and the S550 can blast around slower-moving traffic, creating opportunities even in short passing zones. In more relaxed driving, one appreciates the luxuriously smooth and predictable throttle tip-in; turbo lag is unmentionable. Aside from the slight power increase, chief engineer Dr. Hermann-Joseph Storp says that they worked on the V-8's sound quality at higher rpm; indeed, when it crosses 3000 rpm the engine emits a muted burble, while at lower engine speeds it's barely audible.
Smarter Suspension
Despite the power increase, Mercedes engineers were able to achieve a roughly five percent improvement in efficiency (although U.S. EPA figures aren't yet available). All outer body panels are aluminum, including the roof -- a first at Mercedes-Benz. Aluminum is used in the under-the-skin structure as well, including the suspension. Air springs return, along with adaptive dampers. The system has grown more sophisticated in that it's now infinitely adjustable rather than simply switchable between soft and firm. The bigger news, however, is the optional Magic Body Control, in which a set of stereo cameras located behind the rearview mirror scan the road 45 feet ahead so that the suspension can adjust to bumps before the wheels reach them.
Because bad pavement is hard to find in this part of Germany, Mercedes set up a demonstration with two five-inch-tall speed bumps. First we drove across them at 25 mph with Magic Body Control deactivated, and the effect was about what you'd expect: a gentle rise and fall. Then we repeated the exercise at the same speed with the system working, and it was almost as if the bumps had been erased. One oddity of the system, however, is that it works only when the suspension is in comfort mode, not sport. It seems to us that a suspension in sport mode is more likely to suffer harshness and therefore would benefit much more from Magic Body Control than the cushy standard mode.
Other than enabling or disabling Magic Body Control, there isn't much difference between the two modes, either in suspension firmness or steering effort. Regarding the latter, the V222 switches to electric power assist, but Mercedes has done a remarkable job exactly imitating the action and effort of the previous hydraulic system. We were also surprised at the maneuverability of this big machine. A tight, 40-foot turning circle combined with a split-view screen showing both the backup camera and an overhead 360-degree view makes tight spots a lot less intimidating.
Further chassis enhancements concern the braking system. The S-class adds a city braking function and pedestrian detection capability and can, after warning the driver, autonomously brake to avoid a collision at speeds up to 31 mph (or mitigate a collision at speeds up to 45 mph). The new BAS Plus can detect cross traffic, warning the driver and assisting with braking to avoid a collision. Finally, Pre-Safe Plus can detect an imminent rear-end collision and can prepare for it by cinching the seatbelt tensioners and firmly applying the brakes, reducing potential for whiplash injuries and secondary crashes.
The Cabin: Kicking it up a notch
Like the chassis, the S-class's interior combines the familiar and the new. The Comand controller returns and is easier to use than ever, as it's surrounded by more function-specific buttons. A line of silver buttons again stretches across the center stack; they look nice but could stand some separation of function. The dash itself takes a new, wraparound shape. Two 12.3-inch-diagonal TFT screens stand proud of it, and colored ambient lighting glows from behind. That lighting is LED, as is all lighting on the S-class. That's right -- no incandescent bulbs. Combining the interior and the exterior, there are some 500 LEDs in total.
The big center screen displays navigation, audio, climate control, camera views, et cetera. It can now read text messages aloud, and navigation destinations can be inputted as a single spoken entry. The screen in front of the driver houses the virtual speedometer and tachometer (à la Jaguar) with a reconfigurable space in between for the trip computer, navigation or audio info, or night vision. The last item is much enhanced, adding infrared imaging to the previous optical camera.
Some of the new features, though, smack of over reaching. Heated door armrests and center armrests, for example, seem unlikely to become the wintertime essentials that heated seats or even heated steering wheels have. Seatbelt buckles that automatically extend and retract a few inches also make that list; they're paired with a rear-seatbelt airbag (as seen in the Ford Explorer). And the available perfume atomization -- in four different scents -- through the climate-control system just seems silly.
The long-wheelbase S-class is the only version offered in the United States and the increasingly important Chinese market. There, S-class owners are usually chauffeur driven, so it's no wonder the rear seat was given particular attention. Buyers choose a three-person bench or two individual seats (the executive seating package). The latter offers a right-hand seat with greater recline range and a seat-cushion-mounted airbag that prevents reclining passengers from submarining in a crash. There are also extendable footrests and rear-passenger control of the front passenger seat. Tray tables that fold out of the center console are available, as are a remote to operate the multifunction screens and wireless headphones for the Burmester stereo.
No Hands
None of the interior features have the wow factor of Steering Assist, part of the available Distronic Plus adaptive cruise control. With Distronic engaged and a button on the lower left of the dash switched on, a green steering-wheel icon appears to indicate that autonomous steering is ready. Using the stereo cameras behind the rearview mirror, the S-class can follow the car ahead, autonomously steering through curves. If the car ahead pulls off or changes lanes, the system will pick up the lane markers, although the driver might have to grab the wheel. The system can detect a driver's hands on the wheel and will allow hands-free driving only briefly at speeds above 19 mph before flashing a hands-on-the-wheel warning. Below 19 mph, it allows more hands-off time. One can debate whether it encourages or mitigates distracted driving; certainly it's an undeniable boon to those who can't leave their smartphones alone. Mercedes engineers point to the system's usefulness in traffic jams, and when we later were stuck in a slow crawl on the way back to Stuttgart, we could see their point.
Asked whether a new S-class must introduce new features, chief engineer Storp confirms: "That's always necessary." One gets the sense that Mercedes-Benz threw everything it had into this new S-class. In that sense, it really does live up to the Mercedes mystique. It has that harmony of movement -- the action of the steering, suspension, brakes, and throttle -- that has long characterized the S-class. It's a sybaritic pleasure to drive, or just to sit in.
Given the extent of the effort with the V222, it's surprising how dramatically the new S-class lineup will be diminished, at least in the States. The new model launches in September with the S550, followed shortly by the S550 4Matic and the S63 AMG. The diesel and the hybrid are not expected to return, although we might eventually get a plug-in hybrid. The V-12s are gone, at least for the time being, but we wouldn't bet against an S65 resurfacing. Even without the ultra-prestigious twelves, however, the V222 should burnish the position of the S-class as the preeminent luxury sedan. The Swabians don't know what they're missing.

2014 Mercedes-Benz S-class

On Sale: September (S550), November (S550 4Matic, S63 AMG)
Base Price: $99,000 (estimated)
Engine: 4.7-liter twin-turbocharged V-8
Horsepower: 455 hp @ 5250-5500 rpm
Torque: 516 lb-ft @ 1800-3500 rpm
Drive: Rear-wheel
Wheels: 19-inch
Tires (F/R): 245/45R19, 275/40R19 Michelin Pilot Sport 3
0-60 mph: 4.8 seconds (manufacturer's data)
2014 Mercedes Benz S550 Side View
2014 Mercedes-Benz S-Class

New For 2014

The S-Class is redesigned for 2014, and the latest iteration of the top-drawer Mercedes-Benz brings with it a host of new technologies along with the performance and refinement that have made the S-Class the most popular choice in a category where buyers can afford the best. The one thing that the latest S-Class offers less of is choice: The model lineup has been trimmed to just the S550 -- with or without 4Matic all-wheel drive -- and the S63 AMG 4Matic. Gone (for now at least) are the S350 BlueTec diesel, the S400 Hybrid, and the twelve-cylinder S65 AMG.

Vehicle Summary

As Mercedes-Benz stretches its lineup in all directions, it's fortunate that the S-Class luxury sedan is good enough to cast its aspirational glow over so many disparate Mercedes models. Although it has long been an excellent all-around luxury sedan, the 2014 S-Class tops the previous models chiefly in two areas: coddling rear-seat passengers and easing the burden for drivers via a slew of electronics.


The luxury-car market is a global one, and in many countries (particularly China) a car like an S-Class is often chauffeur-driven. Therefore, it makes sense that the new S-Class strives to make its back seat feel first-class. All S-Class cars sold in North America are the longer-wheelbase version (as was the case with the outgoing model), so space is plentiful. How buyers can outfit that space, however, has changed. Individual rear seats bisected by a wide console are available. Pillowed headrests and individual tray tables are a nice touch. With the executive seating package, the right-hand seat gets an extendable leg rest. Some features, however, veer toward the absurd, such as the available heated armrests and the perfume atomizer, which can waft one of four scents through the HVAC system.

This S-Class is also characterized by its extensive suite of high-tech driver aids. Beyond the expected lane-departure prevention and blind-spot warning systems, the S-Class pre-collision system can, after alerting the driver, autonomously brake to avoid a collision. The BAS Plus system can detect cross traffic (such as when backing out of a blind parking space), again alerting the driver and braking to avoid a collision. The system can even detect a car closing too fast from behind and can prepare the S-Class for an imminent rear-end collision. The optional Magic Body Control scans the road ahead for bumps, relaying its findings to the active body control suspension so it can react before reaching them -- this has the affect of making speed bumps virtually disappear. The biggest wow feature is Steering Assist, the hands-free steering feature that is part of the Distronic Plus adaptive cruise control. With cruise engaged and a steering-wheel icon illuminated, the system can follow the car ahead, autonomously steering through curves; if the car in front pulls off or changes lanes, the system will pick up the lane markers, although the driver might have to grab the wheel. Steering Assist can detect a driver's hands on the wheel and allows hands-free driving only briefly before flashing a warning; below 19 mph, it allows more hands-free driving time.

Beyond all the available features, the S-Class is a very rewarding car to drive. The S550's familiar 4.6-liter bi-turbo V-8 now puts out 455 hp, smoothly hustling the big Benz from 0 to 60 mph in 4.8 seconds. This powertrain is creamy, and the seven-speed automatic transmission never makes a false move. The S63 AMG proffers even more power from its 5.5-liter bi-turbo V-8, cutting the 0-to-60 sprint to four seconds flat. The AMG car also features a bolder exhaust note, high-performance brakes, and AMG's specific sports suspension (but no Magic Body Control). For such a big car, the S-Class proves surprisingly easy to maneuver, with a very tight turning circle and an ingenious split-view screen that can show images from the rear-view camera and the top-down surround view simultaneously.

You'll like:

  • Sybaritic comfort
  • Creamy, smooth performance
  • Tech maven's dream

You won't like:

  • Curtailed model range
  • Steep learning curve
  • Technophobe's nightmare

Key Competitors

  • Audi A8
  • BMW 7 Series
  • Jaguar XJ
  • Lexus LS
2014 Brabus 850 6 Ibusiness Brabus Aero Kit 02
The Brabus 850 6.0 Biturbo iBusiness and I first met back in March 2014 at the Geneva Motor Show. The latest in a long line of extremely well-appointed Brabus S-Class models, this über-sedan offers supreme speed, comfort and connectivity for the tycoon on the move. However, with the Brabus stand offering plenty of captivating machinery and dozens of new car unveilings going on elsewhere at the show, this was not the time or place to get to grips with the world's fastest business tool on wheels.
2015 Mercedes Benz S600 Side View
Costing more than ten times as much as a standard Mercedes-Benz S-Class sedan, the rumored new Pullman variant of Mercedes-Benz’s flagship model will be an extravagant, ultra-luxury limousine to top even the most expensive Rolls-Royce. The Mercedes-Benz S-Class Pullman is reported to go on sale next year, according to Bloomberg, and is meant to evoke bespoke Mercedes-Benz sedans of the past like the 600 Pullman owned by many of the world’s elite, including foreign dignitaries and celebrities like John Lennon.
2014 Mercedes Benz S550 Front Three Quarter In Motion 02
Mercedes-Benz is extending shifts at some factories to increase production and help meet demand for new products. Bloomberg reports that workers at the Mercedes plant in Sindelfingen, Germany, agreed to extend their shifts by 74 minutes per day in 2014.
2014 Mercedes Benz S Class Head On
Mercedes-Benz intends to make its new flagship S-Class live up to founder Gottlieb Daimler’s famous credo that the brand be “the best or nothing.” Automotive News reports that the blessing of carte blanche has come down from CEO of Mercedes-Benz USA Steve Cannon, who has delegated to dealers $2,500 of buttering-up cash per buyer to ensure that every 2014 Mercedes-Benz S-Class owner is fully contented.
2014 Mercedes Benz S550 Front Three Quarter View
The 2014 Mercedes-Benz S550 is the latest iteration of the most popular luxury sedan in the world. Although the CLA-class might be the most talked about new Benz, the 2014 S-class is by far the most significant Benz.

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2014 Mercedes-Benz S-Class Specifications

Quick Glance:
4.7L V8Engine
Fuel economy City:
17 MPG
Fuel economy Highway:
25 MPG
449 hp @ 5250rpm
516 ft lb of torque @ 1800rpm
  • Air Conditioning
  • Power Windows
  • Power Locks
  • Power Seats
  • Steering Wheel Tilt
  • Cruise Control
  • Sunroof
  • ABS
  • Stabilizer Front
  • Stabilizer RearABS
  • Electronic Traction Control
  • Electronic Stability Control
  • Locking Differential (optional)
  • Limited Slip Differential
  • Airbag Driver
  • Airbag Passenger
  • Airbag Side Front
  • Airbag Side Rear
  • Radio
  • CD Player (optional)
  • CD Changer
  • DVD
  • Navigation
50,000 miles / 48 months
50,000 miles / 48 months
50,000 miles / 48 months
50,000 miles / 48 months
IIHS Front Small Overlap
NHTSA Rating Front Driver
Not Rated
NHTSA Rating Front Passenger
Not Rated
NHTSA Rating Front Side
Not Rated
NHTSA Rating Rear Side
Not Rated
NHTSA Rating Overall
Not Rated
NHTSA Rating Rollover
Not Rated
IIHS Front Moderate Overlap
IIHS Overall Side Crash
IIHS Rear Crash
IIHS Roof Strength

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5-Year Total Cost to Own For The 2014 Mercedes-Benz S-Class

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Five Year Cost of Ownership: $91,222 What's This?
Value Rating: Poor