Mercedes-Benz EQE 2023 review: Sedan

Mercedes Australia has opted for a three model line-up for the EQE Sedan – the EQE300, EQE350 4Matic and the AMG 53 4Matic+ – so there’s a broad spread in terms of price and performance.

The EQE300 begins the range at $134,900 (all prices exclude on-road costs) and the dual-motor EQE350 starts at $154,900.

For that money you get a well-appointed luxury car with Mercedes’ latest MBUX multimedia system, a Burmester 3D surround sound system, smartphone integration for Apple and Android devices and wireless charging, heated seats and a panoramic sliding sunroof.

Both the 300 and 350 models come with AMG Line interior and exterior packages.

These include sports-style seats, a multifunction sports steering wheel in Nappa leather and AMG floor mats.

Externally there are 20-inch alloy wheels and an ‘AMG-inspired’ body styling package that includes a tiny three-pointed star repeating pattern on the ‘grille’ panel.

The dual-motor EQE350 starts at $154,900 (before on-road costs).

The EQE53 4Matic+ has a price tag of $214,900 (before on-road costs).

If you want even more AMG you can step up to the genuine AMG model, the EQE53 4Matic+, which will cost you $214,900.

For the extra money there’s extra performance (which we’ll detail later) as well as an Mercedes-AMG interior with an AMG Performance steering wheel in Nappa leather and AMG shortcut buttons.

The AMG sports seats are heated and ventilated and finished in Nappa leather. There are some key mechanical changes, too, including air suspension and rear-axle steering, plus red-painted brake callipers.

The AMG sports seats are heated and ventilated and finished in Nappa leather.

The EQE features a wireless smartphone charging pad.

The EQE wears 20-inch alloy wheels. (EQE 53 variant shown)

Inside is a Burmester 3D surround sound system.

Back seat passengers have access to climate control and adjustable vents.

If you want even more stopping power you can option the AMG ceramic brake package for an extra $9100.

Other notable options include $3800 for the ‘Airmatic’ suspension on the 300 and 350 models or you can add the spectacular ‘hyperscreen’ for the multimedia system for an eye-watering $16,000.

When you look at the internal combustion alternatives, such as the hybrid BMW 530e (from $125,400) and 530d (from $129,400), the price of moving into an electric vehicle is certainly smaller than it has been previously and helps the EQE’s value argument.

Interesting is one way to describe Mercedes’ latest design language that has shaped its EQ range (as has the wind tunnel).

These new EVs are a major departure from the brand’s more angular past, replacing the sharp, crisp lines with more aerodynamic, flowing curves.

The so-called ‘one bow line’ roofline certainly makes for a dramatic look, but it also compromises getting in and out of the back seat without hitting your head if you’re an adult.

It also means the doors look very tall, or to be more accurate, the doors are very tall – taking up a large percentage of the side profile.

While at the front the closed off ‘grille’ with its large three-pointed star surrounded by lots of small ones, is an unsubtle reminder of what you’re driving.

The AMG exterior pack offered on the 300/350 does help give it a slightly more muscular appearance, as does the small boot lid spoiler. While the 53 naturally gets the full AMG treatment, with the trademark AMG grille with vertical ‘bars’ and a larger rear spoiler.

Ultimately, this design concept helps the EQE slip through the air, with Mercedes claiming it has a drag coefficient of just 0.22, making it one of the most aerodynamic road cars in the world.

But whether you think it’s function over form or a perfect blend of both will depend greatly on your own perspective, because it’s a polarising car based on our anecdotal evidence.

That sweeping design carries over to the interior, with the huge dashboard that wraps around the front seat occupants. It does a nice job of blending Mercedes’ trademark classical luxury elements with some nods to modern convenience and technology.

For example, there are premium materials and finishes throughout the cabin that lend an air of quality, while the tablet-style screens for the instrument display and the multimedia system (not to mention the optional hyperscreen that’s genuinely spectacular) are utterly contemporary.

One design element that is less-impressive is the digital dashboard and its multiple displays. The main display features two virtual dials – one for speed and one for the percentage of power used – like a conventional car which has a speedo and tacho.

However, as electric cars deliver their power very differently from an internal combustion engine, this reviewer found the near constant flickering from the ‘Power’ dial distracting.

Unfortunately, even the minimalist display is too complex and lacks a large digital speed read-out – which is all you really need in an EV.

The EQE is based on the EVA2 platform that Mercedes has developed specifically for EVs, rather than simply being an electric version of the E-Class.

That means it’s 181mm longer than the E-Class in the wheelbase and, crucially, has an extra 80mm of interior space and 27mm of extra shoulder room.

That translates to a spacious cabin with room for four adults to travel in comfort or a pair of adults up front and three kids across the rear seats.

There’s plenty of small item storage space, at least in the front, with the lack of a transmission tunnel allowing for a two-storey centre console with a large, flat space at the bottom and the cupholders and smartphone charging pad on top.

The tablet-style screen for the multimedia system is utterly contemporary.

Driver and passengers enjoy an extra 80mm of interior space and 27mm of extra shoulder room.

A pair of adults or three children would fit comfortably in the rear seats.

There’s plenty of small item storage space upfront including a two-storey centre console.

The Mercedes-Benz EQE Sedan has 430 litres of boot capacity.

Unfortunately, whether you get the hyperscreen or not, the EQE continues the modern trend of replacing conventional buttons with controls via the touchscreen.

It’s a pet-peeve of this reviewer, and I don’t think I’m alone in that regard, but it does play into the hi-tech character of this car.

Another notable feature of the cabin is the height of the dashboard, which is very tall for a sedan. It feels quite high and may not be ideal for those who are a bit shorter or prefer sitting lower in the car.

To create some differentiation across the line-up, each model has its own unique powertrain.

The EQE300 gets a single, rear-mounted motor that makes a healthy 180kW of power and 550Nm of torque.

Stepping up to the EQE350 4Matic, it gets two motors, one on each axle, which combine to provide 215kW/765Nm and, as the 4Matic name implies, it has all-wheel drive for improved traction.

That means the 350 is quicker than its single-motor sibling, accelerating 0-100km/h in 6.3 seconds – a full second faster than the 300.

While that’s sprightly for such a large car, that looks a bit tardy compared to the EQE53. To earn its AMG badge it gets uniquely tuned dual motors that punch out 460kW/950Nm, enough to launch the car from 0-100km/h in just 3.5 seconds.

If that’s not good enough, you can option the ‘AMG Dynamic Plus’ pack for another $7400 which boosts performance to 505kW/1000Nm.

In addition to the extra electric grunt it also adds a range of AMG functions like the ‘Track Pace’ and ‘Race Start’.

The EQE Sedan uses a 90kWh lithium-ion battery across the three different models, but with the different motors there’s a significant difference in range.

The EQE300 has the longest range, with a stated figure of an impressive 508km – which is a highly competitive distance in the current EV market. The 350 range drops to 462km with its dual motors, which isn’t class-leading but is still a very usable range for most would-be buyers.

Not surprisingly the extra performance of the AMG EQE 53 results in the lowest claimed range of 435km. While a lot less than the 300, in reality it should be plenty for most drivers looking for an EV, particularly one so potent.

Each model in the range comes with a Type 2 CCS plug and a five-metre charging cable for either a wallbox or charging station plus a domestic power cable as standard.

Standard charging is at 11kW AC but it can take up to 170kW DC for the 300/350 and up to 200kW DC for the EQE 53.

Energy use is rated at 16.3kWh per 100km for the 300, 17.6kWh/100km for the 350 and 21.8kWh/100km for the 53.

During our drive in the AMG EQE 53, which involved urban commuting and some higher speed open road driving, we saw the car’s computer hover around 27kWh/100km – which is impressive as, like fuel consumption, the energy figure will increase the faster and harder you drive.

The EQE is also designed to work with the latest iteration of the Mercedes Me Connect app, which allows for a variety of functions to be monitored or even controlled via your smartphone.

It should also be noted, from a holistic-sense, that Mercedes is manufactured using 100 per cent recycled steel for the bodyshell and is built in its Bremen plant in Germany, which has been redesigned to operate carbon-neutral using renewable electricity.

Each model in the range comes loaded with a comprehensive suite of both passive and active safety features.

This includes 10 airbags, a 360-degree view parking camera, Active Parking Assist and Traffic Sign Assist.

As well as that there are all the semi-autonomous functions to keep you safe including, ‘Active Distance Assist Distronic’, ‘Active Brake Assist’ with cross-traffic function, ‘Active Lane Change Assist’, ‘Active Blind Spot Assist’, ‘Active Lane Keeping Assist’, ‘Evasive Steering Assist’ and ‘Route Based Speed Adaptation’.

One of the more interesting features is what Mercedes calls, ‘Pre-Safe Plus’ and ‘Pre-Safe Impulse Side’ systems, which can detect an imminent side impact and activate a chamber in the seats to push the occupant closer to the centre of the car to try and mitigate injury.

The EQE has a maximum five-star safety rating from ANCAP, based on its 2022 protocol.

Servicing intervals are only 12-months/15,000km, which is unusually short for an EV. For context, the EQA, EQB and EQC all have 25,000km intervals and the EQV van can run up to 40,000km.

Fortunately, the EQE is still significantly cheaper to maintain compared to its internal combustion-powered E-Class equivalent.

The three-year Mercedes servicing package is $1700, which is $1100 less than the E-Class for the same period. You can extend to four years for $2500, or $2950 will cover five years.

The EQE is covered by Mercedes’ now-standard five-year/unlimited kilometre warranty, but gets an extra 10 year/250,000km of coverage for the battery.

The driving experience in the EQE Sedan is an interesting one, with each of the three models offering something unique but also having an obvious connection.

Perhaps the most overwhelming feeling from the drive is just how unspectacular it feels, not in a negative way, but with Mercedes-Benz clearly focused on making a car that will feel familiar to its loyal owners – rather than chasing the quirkiness and ‘wow factor’ traits that seem to dominate so many modern EVs.

The EQE300 may have the least power but felt suitably brisk on our drive through the sweeping roads in the hills east of Melbourne.

While not a performance car by any stretch, it has the kind of effortless performance you expect from a large luxury sedan.

The dual-motor powertrain in the EQE350 offers up noticeably more punch and the all-wheel drive layout was beneficial in the wet and slippery conditions we drove in.

Where both models struggle slightly is ride comfort on the standard steel spring suspension. It was fussy at times on the rural roads, unable to quickly settle the sizeable weight of the EQE over large bumps.

This is an increasingly familiar trait for Mercedes models and is possibly a by-product of them being tuned for Europe’s smoother roads and struggling on Australia’s more patchwork tarmac.

However, this problem can be largely solved by opting for the optional Airmatic air suspension, which is available on both the 300 and 350.

It’s no problem for the AMG EQE 53, because it gets the ‘AMG Ride Control’ version of the air suspension, and so it feels more enjoyable to drive in any condition because of it.

Despite its size and weight the suspension does an impressive job of controlling the EQE 53 and making it feel responsive and direct.

While we didn’t get the opportunity to back-to-back them, it feels very similar to how an E53 would handle the same conditions, albeit with the benefit of the instant torque from the electric motors.

And what performance they bring, launching the EQE 53 out of corners with ferocity. Which is the car’s strength because its top speed is ‘only’ 220km/h, so it’s less of an autobahn-stormer and more of a back-roads-blaster (although that top speed can be bumped to 240km/h with ‘AMG Dynamic Plus’).

Obviously, that’s less of an issue for Australia with our much lower speed limits, but given AMG drivers enjoy taking their cars to a track day it’s possible the EQE 53 will get caught on the straights by its petrol-powered AMG siblings.

Still, the bigger issue from an AMG perspective is the sound – or lack thereof.

While Mercedes has developed an artificial soundtrack you can turn on and off, it doesn’t sound anything like the raucous four-cylinder turbos and throaty V8s the brand is famous for.

It’s an obvious problem that affects not only AMG as more and more performance cars go electric, but it’s another reminder of what we’ll miss.

Another area Mercedes needs to fine-tune the EQE 53 is the braking. Specifically when it switches from regeneration to the friction brakes, because on several occasions we could feel it through the pedal – and, in fact, the whole car – as it would jolt to a stop.

It’s a far-cry from the seamless integration on the Porsche Taycan and Audi e-tron GT, so Mercedes will need to get to work to catch up; but it’s hardly a deal-breaker.