2024 Mercedes-Benz EQE 53 4MATIC+ review

The EQE 53 is another AMG SUV that’s big on power but this one goes without the tailpipe emissions. Is it the way forward?

AMG is hedging its bets in the performance SUV arena.

As a counter to the Mercedes-AMG GLE 63 S, it offers the electric EQE 53, an alternative way to blast across the countryside in a much quieter manner, and without the trail of fumes.

The EQE SUV range starts at $139,900 for the single-motor 300 which offers 180kW and 550Nm.

Then there’s the 350 4matic with two motors, 215kW, 765Nm and an ask of $149,900 before you step up to the AMG 53.

This gains two AMG’d motors for a total of 460kW and 950Nm, and goes for $199,900. That makes it a cheaper prospect than the GLE model with similar straightline performance.

M-B decided to AMG the EQE, what it calls a ‘compact format’ as it has a shorter wheelbase than the EQS. And that lends itself more to performance-orientated driving.

It’s an interesting look, in a flying wedge sort of way. AMG pointers include the faux radiator grille, colour-coded wheel arches and oversized rims, measuring up at 22-inches.

It wears an AMG badge too, though it needs updating for the EV era, still featuring a camshaft and valve.

Pacey and practical

Inside there is an abundance of racy microfibre material about the place, and red stitching. Nappa leather trim finishes the seats, which are more comfort oriented than hell bent on securing you in place.

There’s good onboard storage in these electric machines, with ample spaces up front. Benz seems to be using more plastics in the cabin these days, though liberal metallic finishes help the dazzle factor.

And some bits aren’t as robust as you’d hope for on a $200k machine, the door handle with too much flex for instance. But most won’t care; look at those screens!

The optional ‘hyperscreen’ lights up the entire dashboard with three displays sitting under a single panel of glass. This puts a screen in front of the passenger which, in some markets, allows for ‘dynamic content’ on the move but not here.

However, the driver’s peripheral vision is subject to the constant flickering of reflections from the shiny surface.

The glare at night contributes to eye fatigue, forcing you off the road to work out how to turn them all off. The hyperscreen is $6700 we’d happily save.

There are no buttons inside, just touchscreens and haptic pads. You’ll learn to utilise the voice control, though the climate controls are always visible, so that’s easy.

Other functions require two or three taps to achieve but, once familiar, you’ll be fine as it’s quick acting and logically arranged.

The wheel is awash with more controls, including ones allowing you to mix up the driving modes and other AMG settings without having to delve into the touchscreen.

The haptics on the spokes require a deft touch though.

The EQE 53 is typical AMG overkill around town; the power meter barely nudging past 20 per cent most of the time. The rear steer is a boon.

Big SUVs are never easy to park but this one turns around easily, and the camera system is A1.

You can alter the recuperation via the paddles, normal offering little resistance while the strong setting is just that, coming in solidly like you’ve hit the picks in a hurry.

The brake pedal itself is soft initially then firms up, so smooth braking requires some practise.

The EQE SUV is not too long at 4.9m though the big wheelbase gives good lodgings in the rear with ample leg and headroom.

While there is a flat floor, reports from the middle passenger suggested the seat’s not that comfortable, the backrest overly firm. So it’s more of a four-up SUV.

The boot measures in at 520L, being wide and long, although the fastback-style tailgate robs some space when you’re trying to cram everything in.

Powered up

The additional motivation comes from the tweaked motors with specific windings, laminations and special inverters to allow higher motor speeds. AMG has worked on the thermal management for the battery to keep the power flowing without a decrease in performance.

Except this one threw up a ‘cooling system malfunction’ error message meaning ‘reduced drive system performance’, so we didn’t test its performance claims.

But it was still going strong, and hitting with the best of them. It’s got masses of power, punching with real force. This EQE has AMG-optimised wheel hubs, suspension links and roll bars, all stiffened for action.

Countering this, the air suspenders have their own control unit adjusting things every few milliseconds. And the adaptive dampers gain two pressure limiting valves (one for the rebound, the other for compression) which are said to help balance the ride and handling.

While it firms in the Sport+ setting, there’s still some give and so this is an AMG that does ride and handle. Active roll control is also present, the electromechanical roll bars stiffening in the bends to help manage the mass.

This bounds along on its ample torque, belying its 2690kg mass. But while the dynamic aids help reign that weight in, a slightly measured driving approach is still required.

It never quite feels like it’s flowing harmoniously with the bends.

The steering, while accurate, is slightly disconnected from the action. While it has big brakes, the pressure at the pedal is odd; it’s soft initially before you get into the meat of them.

With the rear wheels also helping, it turns quickly and does manage to hold its cornering line, though you get the sense that all those electronic aids are working overtime, as are the brakes.

Fast yes, but fun? We’ve had better.

Not a distance machine

While the AMG has a slightly bigger NCM battery (90.6kWh) it has an appetite too.

It’s a true AMG in its hunger for energy, consumption quoted at 22.1kWh/100km while the long-term average was 25.4kWh/100km. Running hot, the number spikes into the 40s!

On a trip down to the mighty Manawatu, this wasn’t a model of efficiency with open road consumption as high as 30kWh/100km at one point heading into the wind and rain. Big tyres don’t help either.

On the way back home and in better weather, we found running in the max recuperation mode helped ease consumption back to the 25kWh mark.

Still, we had to recharge four times at DC pumps (the EQE good for 170kW DC), the bill coming to $180. And now you’d be adding around $75 in RUCs to that as well.

Town and around, consumption settles around the 20 to 22kWh mark.

Big batteries take an age to recharge on AC. With it down to 20 per cent, we plugged in on a Monday night and it suggested it would be full by Thursday afternoon.

Owners would be wise to take advantage of the 22kW AC charger by installing a wall box in their garage. That reduces the time to fill to as little as five hours.

So this is not the ideal touring model, better to go for the 300. That said, from most major centres to the desirable holiday spots, where you might have your bolthole, this will get you there and back (but best have a charging solution at your holiday home too).

Unfortunately, we can’t see this persuading too many people out of their gas-powered AMGs; it’s quick but lacks that connection for an enthusiast.

It’s a technological marvel, but it would seem the 300/350 models make more sense for electric buyers.

This story first appeared in the May 2024 issue of NZ Autocar magazine.