2026 Mercedes S-Class | PH Review
A first drive of Mercedes long-standing flagship - and the new flat-plane crank V8
The task of making a luxury saloon like the Mercedes S-Class looks more difficult than ever before. Not so long ago, the job was about squeezing as much engine under the bonnet as possible, followed by all the tech and leather and wood that befitted an upmarket behemoth. Now look: carmakers must consider assisted and autonomous driving, wellness packages, over-the-air updates, AI input, sensors, cameras and everything else besides. On top of working out which powertrains to offer (the answer seems to be 'all' at the moment) and deciding how many buyers still want a traditional four-door versus an equally opulent SUV.
Oh yes, and for Mercedes there’s the additional responsibility of remaking the S-Class because it is, well, the S-Class. The big saloon by which all others are judged, and typically the model we look to when it comes to the business of laying down a blueprint for upcoming smaller Benzes. Maybe its role in this regard has been lessened slightly in the electric era, with cars like the EQS and AMG GT 4 door able to act as additional tech showcases, but there’s still an importance attached to the S that’s unrivalled by most saloons. Like the Golf and 911, the Mercedes is the standard bearer for the segment; however much things change, a new one is a big moment.
Even if, this time around, it doesn’t look tremendously different - the 20 per cent larger grille and redesign of the lights (that could serve as Blackpool illuminations from Preston, with up to 600m of range) are the big changes. And that’s because this S-Class isn’t all-new for 2026, instead with around half of its parts refreshed from the W223 generation launched at the start of the decade. Probably no bad thing: it was a car deemed more special on PH than an A8 or a 7 Series, which is surely priority number one achieved for an S. This one is said to be more S-Class than ever before, whatever that means. And don’t think this is a merely a clumsy facelift (there really isn’t a backdrop against which the new front looks better), as there’s way more going on than meets the eye.
Under the skin are 10 external cameras, five radar sensors and 12 ultrasonic sensors, a veritable GCHQ outpost. In the S-Class, they serve the MB.Drive assisted driving program, and are managed by a water-cooled super-computer that’s capable of performing 254 trillion calculations a second. With headroom, Mercedes says, for additional features to be incorporated over time (and the air). Like a great bottle of red wine is how the new car is pitched to the media, one that will get better with age through new features that don’t require a dealer visit. In China, the S-Class can already be left to its own devices for ‘seamless point-to-point driving in dense urban traffic.’
Additional highlights include the fourth generation of MBUX, including the AI-based ‘Hey Mercedes’ Virtual Assistance, a ‘Boardroom on wheels’ in the back seats, a Evasive Steering Function Plus and even heated seatbelts. You won’t want for more stuff. If you do, it probably doesn’t exist yet - the S-Class’s role as tech pioneer still seems pretty safe.
The most obvious change inside is the substitution of the old portrait screen with the already infamous Superscreen. With a passenger display alongside, it does feel a bit like sitting in a branch of Currys (though Mercedes is hardly alone in doing this). Safe to say this isn’t the installation to convince those unsure of screens in luxury machines; a Bentley-style rotating display might have been nice to show off some other materials instead of just pixels. Especially given the voice assistant is so good; should the screen prove too much of a distraction (it’s actually very slick, but you know how it can be), then Hey Mercedes understands an awful lot, and it becomes second nature to rely on it. Nice for the driver of an S-Class to give the instructions rather than receive them, too…
The rear bench experience is fabulous, with supremely comfortable seats (and headrests), top-drawer headphones and endless entertainment options. Where the passenger display feels a bit superfluous - there, one suspects, because everyone in thrall to the Chinese market is doing it - the pair of tablets for occupants in the back offers up everything you could need and more for hours. Functionality is again very impressive, and clearly it all fits in better back there than BMW’s ginormous theatre screen. Maybe some specs are a bit sombre, but there’s always Manufaktur for more lavish options.
The road driving begins in an S500, so that’s the mild-hybrid straight-six as found in some AMGs. With 449hp and 442lb ft, it can shove an S-Class to 62mph in 4.5 seconds. For whatever reason, it never feels quite that brisk, however, and the M256 is far from the sweetest six-pot to listen to. Mild hybridisation keeps it responsive enough, and the nine-speed auto is good in most situations, but can feel a tad reluctant if asked for a quick kickdown.
Similarly, the assisted driving technology is great when asked to function in its comfort zone. In slow (or fairly fast) moving traffic on the autobahn, it’s pretty much beyond reproach. Yet when asked to deal with speed-limited roadworks (because they’re the most boring bits of motorway driving) it struggles, wavering between the temporary barrier and the painted lines unconvincingly. Which sort of undermines confidence, meaning you stick to driving yourself.
Where, of course, the S-Class is really rather nice. Subdued, effortless, cosseting - all the things we’ve come to expect of Mercedes flagship four-door. It clearly isn’t the only car in the world that can massage aches and pains away, play your favourite songs with impeccable clarity or remind you what the capital of Bolivia is on the move, but there’s something extra special about the Mercedes way of doing things. Intangible, yes, but undeniable nonetheless.
Back in early 2022, John Howell identified one or two issues with the ride quality of the previous S-Class, and the latest S500 still isn’t quite perfect. Maybe expectations are such that the car could never even meet them, let alone exceed them, but there was a pitter-patter to the secondary ride of this test car that wasn’t expected. When it’s good, the S500 is fabulous; it just doesn’t reach those highs quite as frequently as might be hoped for.
A little against predictions, the plug-in hybrid S580e - set to be the biggest seller for the UK - is a much better demonstration of what the latest S-Class is capable of. The ride is smoother, as is the sound of the straight-six, and an increased role for electric makes progress more soothing. Handover between power sources is pretty smooth, there’s plenty of EV range (officially 60 miles), and the PHEV feels commandingly fast in a fashion that the MHEV doesn’t so much. The price difference between 500 and 580e is less than £10k - on this experience, it’s well worth the premium.
And what of the new 537hp V8? Plenty has been made of the flat-plane crank 4.0-litre, an evolution of the much-loved M177 hot-V unit that means it’s now Euro7 compliant. And plenty about the S580 bodes well for future installations: there’s more cross-plane style rumble than you’d think, an eagerness to rev that’s hard to resist and more than ample performance at any engine speed. Even if the nine-speed still doesn’t feel the sharpest. Subsequent cars with this engine will surely be rowdier, and have less bulk to haul around, which is an exciting prospect given time behind the wheel of this old charmer. But the S580e honestly feels like a better fit for the remit. The V8 will find more persuasive homes than this in time.
Overall, then, the latest S-Class most certainly impresses, and it’s lovely to drive a luxury car that doesn’t scream about its status - but it doesn’t feel like a new dawn for the segment as it may once have. Perhaps nothing can now. Maybe a direct comparison with its immediate predecessor (or a direct rival) would show off its abilities and advancements more effectively. Which surely says more about the accomplishments of the old S-Class than any particular demerit on the part of this one. Based on the reality of evolution versus revolution, perhaps it isn't strictly necessary to rush from a 2024 S-Class to its replacement, though absolutely you should buy anything of similar size or cost without trying the Mercedes first. Sometimes the original is the best; if tentatively this time around, we still wouldn’t bet against that being true.
SPECIFICATION | 2026 MERCEDES-BENZ S500 L
Engine: 2,999cc, straight six, turbocharged, mild hybrid petrol
Transmission: 9-speed automatic, all-wheel drive
Power (hp): 449
Torque (lb ft): 442
0-62mph: 4.5secs
Top speed: 155mph
Weight: from 2,244kg
MPG: up to 33.6
CO2: from 191g/km
Price: £111,740 (AMG Line Premium; AMG Line Premium Plus £121,740, AMG Line Premium Plus Executive £126,740)
SPECIFICATION | 2026 MERCEDES-BENZ S580e L
Engine: 2,999cc, straight six turbo, 22kWh battery, electric motor
Transmission: 9-speed automatic, all-wheel drive
Power (hp): 585
Torque (lb ft): 553
0-62mph: 4.4secs
Top speed: 155mph
Weight: from 2,571kg
MPG: up to 34 (up to 62 miles electric)
CO2: from 65g/km
Price: £121,430 (AMG Line Premium; AMG Line Premium Plus £129,680, AMG Line Premium Plus Executive £134,680)
In 1998 a S500 cost £75k, which is £150k in 2026 prices. So even with the option included it's £25k cheaper than that car was.
In 1998 a S500 cost £75k, which is £150k in 2026 prices. So even with the option included it's £25k cheaper than that car was.
In 1998 a S500 cost £75k, which is £150k in 2026 prices. So even with the option included it's £25k cheaper than that car was.
W140 500 4-door $95k in 1994.
S500 today - $125k.
The additional twist is that a 2026 S-Class has a half-decent base spec - the W140 probably came with a hole for the radio.
Little wonder they seemed very special when I was a teenager...
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