Review: 2010 Mercedes-Benz S400 Hybrid

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Behind the Wheel

What do you give up in opting for the S400 over a conventional model? Quickness, mainly. Mercedes says the S400 will accelerate from zero to 60 in 7.2 seconds, which is plenty fast for most luxury-car drivers. But that's nearly two seconds slower than the S550 (5.4 seconds) and the Lexus LS 600h L (5.5 seconds), and way behind the BMW ActiveHybrid 7 (4.7 seconds).

In other respects, the S400 drives similarly to any S-Class sedan, with less road feel and a softer suspension than the BMW 7 Series and Audi A8. My test car came with the Airmatic suspension system, which automatically adjusts the damping characteristics of each wheel according to conditions and the driver's driving style. There's a "sport" setting that firms up the suspension and enhances road contact, according to the owner's manual. However, the difference is much less pronounced than in the BMW ActiveHybrid 7, which has "normal" and "sport-plus" settings, in addition to "comfort" and "sport."

The S400's electronic transmission is operated by a stumpy lever on the steering column. Basically, you put the car in "Drive" or "Reverse" and go. However, there are steering-wheel-mounted paddle shifters for those who want to do the shifting themselves. The transmission goes into manual mode when you use the shifters, and reverts to automatic if you don't use them for a while.

The S400 has the same roomy, elegant, wood-trimmed interior as the regular S-Class sedan. Fit-and-finish is impeccable and the seats are extremely comfortable. However, I find Mercedes' Comand control system complicated and not very intuitive. It isn't obvious how to do something simple like change the radio station or alter the map display in the navigation system. Once you master its intricacies, the system is fairly easy to operate. But it takes a lot of trial and error to figure out.

The S400 is available with all the high-tech options found on the S550—though, as always in a Mercedes, at a price. Major options include a night vision system ($1,740); power-adjustable, heated, and ventilated rear seats ($2,990); and rear-seat entertainment ($2,990). A Driver Assistance Package ($2,900) monitors the road ahead and engages the brakes if danger looms, monitors the driver's blind spot, and sounds an alarm if the vehicle goes over lane markers or the driver seems drowsy.

A $4,950 premium package includes everything from heated and ventilated front seats (with massage function), an electronic trunk closer, and a rearview camera to headlights that dim automatically when they sense oncoming traffic and a parking guidance system that sizes up potential parking spots and provides assistance. A pair of sport packages ($5,800 and $6,550) add "AMG"-style wheels, bodywork, and tires.

Buy It or Bag It?

The pros and cons here are clear. On the plus side, the S400 costs $3,650 less than a conventional S550, will save the average owner about $400 annually in fuel costs based on government estimates (and more if you do a lot of in-town driving), and qualifies for a federal tax credit of up to $1,150. The S400's starting price also is some $14,000 to $21,000 less than comparable BMW and Lexus hybrids. Oh, and the S400 pollutes less than a conventional luxury sedan.

Though pricing hasn't been announced, the S400 will remain almost unchanged in 2011, with dark eucalyptus-wood interior trim and 18-in./10-spoke wheels being the main new options.

The S400's downsides: It isn't nearly as quick as the S550 and its main competitors. Also, it isn't available with all-wheel drive, while the S550 and Lexus LS 600h L are.

So, if raw acceleration and all-wheel drive are priorities, you can drop the S400 from your shopping list. If they aren't, the S400 is well worth considering, even if you aren't necessarily shopping for a hybrid.

Click here to see more of the 2010 Mercedes-Benz S400 Hybrid.

Thane Peterson reviews cars for Businessweek.com.

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