10/10/2023 UPDATE: This review has been updated with test results.
There’s a synergy in the working arrangement between Mercedes-Benz and its AMG subsidiary. The former focuses on core model development for widespread appeal, while the latter is tasked with extracting maximum performance from the platform for discerning customers seeking a heightened visceral experience.
The 2024 Mercedes-AMG EQE SUV, however, tosses a tiny yet highly conductive virtual spanner into that symbiotic groove. Based on the Mercedes-Benz EQE SUV, the AMG variant offers more—and not just in terms of performance. It’s better in almost every regard, leaving the standard-issue MB EQE EVs feeling a bit wanting, not to mention making the otherwise lovely Mercedes-AMG GLE-class, its internal-combustion analog, feel a bit like aging ordnance in a world of laser-guided missiles.
The plug-and-play componentry and infinitely tweakable software native to electric vehicles provide new and alternative avenues for the intrepid AMG engineers to exploit. In the case of the AMG EQE SUV, you get access to massive torque at any speed, an optional electronically limited 149-mph top end, and a refined blend of handling and comfort, all with few of the concessions required by internal-combustion vehicle development to achieve the same parameters. Not that we’re saying it’s easy. AMG built its rogue-in-a-tailored-suit identity on a trademark husky exhaust note and a certain menacing presence, and those elements don’t readily translate to this electric SUV.
AMG EQE SUV adds more power
Naturally, the AMG EQE SUV begins with a power infusion. A pair of AMG-specific electric motors, one at each axle, bring a standard output of 617 horsepower and 701 pound-feet of torque. That’s an increase of 215 horsepower and 68 pound-feet over the dual-motor setup that powers the Mercedes-Benz EQE500 SUV. Usable battery capacity is unchanged from the 90.6-kWh lithium-ion unit in the standard Benz. (The base EQE is also available as the single-motor 350+ and dual-motor EQE350 4Matic.) The AMG EQE can charge at rates up to 170 kilowatts on a DC fast-charger, enough to add 100 miles in 15 minutes, according to Mercedes. A/C home and public charging via the built-in charger is limited to 9.6 kilowatts.
True to AMG form, there is a user-selected launch mode. Dubbed Race Start, it can be deployed whether you buy the optional $4000 AMG Dynamic Plus package or not, but if you do make the extra spend you’ll get an added boost function. The former performs the familiar launch with all systems primed for a clean, neck-snapping getaway; try the same antics with the Dynamic Plus boost mode engaged, and it temporarily ups the output to the maximum 677 ponies and 738 pound-feet of torque. The car steps off with the same authority but adds just enough extra push to extend the list of physiological-based acceleration clichés to include your choice of internal organs.
At the test track, the AMG-ified EQE SUV delivered a 60-mph romp of 3.1 seconds, versus 4.2 clicks for the EQE500. It also ripped through the quarter-mile in 11.5 seconds at 117 mph and leapt from 50 to 70 mph in 1.8 seconds. That puts it in league with a fellow EV SUV extrovert, the BMW iX M60. And it’s not far behind its AMG EQE sedan sibling or the Audi RS e-tron GT.
Heat is the buzzkill here, so the fortified EQE SUV employs some AMG-specific cooling sorcery to withstand the heat generated by repeated stand-on-it launches. The rear motor features a “water lance,” which, despite sounding like the name of a competition-grade kayak paddle, is a hollow shaft in the motor’s rotor where coolant circulates. Other AMG-specific elements designed to dispatch heat include specific ribs on the stator and a “needle-shaped pin-fin structure” on the inverter, which is constructed of specialized performance ceramics. A transmission-oil heat exchanger manages thermal activity to cool under duress and preheat components during cold starts for improved efficiency.
AMG EQE SUV range
The EPA pegs the AMG EQE SUV with a range estimate of 235 miles. The vehicle we drove showed an indicated 225 miles with a 90 percent battery charge at the start of our drive; after covering 72 miles in mixed conditions ranging from stop-and-go traffic on the Pacific Coast Highway to a stint on the interstate, an indicated 152 miles of range remained with the battery showing 60 percent.
The onboard software predicted a remaining range of 100–153 miles, based partially on the driving style of the first 72 miles. (We spent nearly all our time behind the wheel of the EQE in Sport+ mode and subjected the vehicle to numerous full-tilt launches, as well as frequent foot-to-the-floor merges and passing moves on the highway.) Starting with a fully charged battery and driving with a gentle foot, the range likely would improve commensurately. For reference, the EQE500 SUV went 250 miles on our 75-mph highway range test.
The AMG EQE’s navigation system includes Active Range Monitoring software that, if it determines a programmed destination would bring you close to fully depleting the battery, will step in and provide the most efficient operation and prioritize nearby charging stations.
Driving the AMG EQE SUV
Select the Comfort drive mode, and the AMG EQE moves with a relaxed athletic stride, in part by limiting drivetrain output to 493 horsepower. The standard air suspension adjusts to fit the mood, the electromechanical anti-roll bars loosen their grip on the chassis, and, despite the fitment of mildly aggressive 275/40R-21 Michelin Pilot Sport EV tires, the chassis delivers a surprisingly buffered ride suitable for coddled derrières.
In faster situations, the AMG-tuned 4Matic+ all-wheel drive sends more torque to the rear in Sport and Sport+ modes for heightened agility. Up to 9.0 degrees of rear-wheel steering is on tap to aid in handling and maneuverability. The rear wheels turn opposite of the fronts below 37 mph for greater maneuverability; above that threshold, they turn in concert with the fronts, which aids high-speed agility (we recorded 0.90 g of grip on the skidpad). The effect is a little disconcerting at first, but once you learn to trust the sensation, the rock walls lining the canyon roadway disappear from your peripheral vision.
Standard six-piston calipers pinch 16.3-inch rotors in front with single-piston units in the rear biting 14.9-inch rotors. (Our test car featured the optional ceramic high-performance composite brake setup with 17.3-inch front rotors.) Yes, there’s still a bit of a fiddly, uncertain feeling at the pedal as the mechanical and regenerative systems exchange stopping duty, an issue we found with the non-AMG EQE SUV as well. In our testing, the big stoppers brought the 5851-pound AMG EQE SUV to a halt from 70 mph in 168 feet.
Thankfully, with three levels of regenerative braking available, one can minimize the amount of brake-pedal interaction. Strong recuperation mode is the most aggressive and returns the most energy but requires a slight rewiring of your instincts to employ it gracefully. Even at high speeds sweeping through winding mountain roads, the trick is to never fully remove your foot from the accelerator. Doing so engages the full regenerative braking force, which is deceptively effective at slowing the vehicle. And the software decision to throw out the anchor is made in approximately the first 1 to 4 percent of pedal travel. Keeping a light touch on the accelerator at all times allows you to modulate the braking force with reasonably organic results.
Styling and interior
Cosmetically, AMG has taken a decisively conservative tack. A new hood badge with the AMG emblem replaces the traditional Mercedes star. An AMG-specific body-color front fascia is punctuated with a black panel with chrome adornments, and the front aero elements also get highlighted in chrome.
AMG interior signifiers include upholstery with specific patterns rendered in MB-Tex with microfiber and red topstitching, although nappa leather is available as standard too. There are embossed AMG logos on the seats and headrests, the requisite illuminated door sills, and an AMG flat-bottom steering wheel. The helm is a delight to grip, but the wheel-mounted controls feel a bit flimsier and far less tactile than those of previous versions. The standard Hyperscreen dominates the dash and here is packed with AMG-specific content, including the available AMG Track Pace software for all those who’ll be taking their electric SUV to track days.
Though the 2024 Mercedes-AMG EQE SUV is worthy of the AMG tag, it redefines the product formula. Yes, it has heightened performance, but software plays an increasingly important role. In the EV age, tuner arms like AMG need to work overtime to cultivate the magic that separates them from their less rarefied siblings. For now, the 2024 Mercedes-AMG EQE SUV is simply the most engaging example of the EQE family.
Specifications
Specifications
2024 Mercedes-AMG EQE SUV
Vehicle Type: front- and mid-motor, all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base/As Tested: $110,450/$130,950
Options: AMG High-Performance Ceramic Composite brakes, $5450; AMG Dynamic Plus package (Race Start boost mode, AMG Sound “Performance,” 149-mph top-speed limiter), $4000; Pinnacle Trim package (head-up display, 4-zone climate control, Advanced USB package, active ambient lighting, AMG animated logo projector, Air Balance package, augmented video navigation), $3300; Manufaktur Diamond White Metallic paint, $1750; AMG carbon-fiber trim, $1500; Acoustic Comfort package, $1100; AMG Night package (gloss black and black chrome exterior accents), $750; AMG Night Package Plus (black chrome grille, badges, and Mercedes star), $550; Energizing Air Control Plus package, $450; ventilated front seats, $450; 21-inch AMG black Y-spoke wheels, $300; heated steering wheel, $250; AMG Track Pace, $250; dash camera, $200; Energizing Comfort package, $200
POWERTRAIN
Motors: permanent-magnet synchronous AC
Combined Power: 677 hp
Combined Torque: 738 lb-ft
Battery Pack: liquid-cooled lithium-ion, 90.6 kWh
Onboard Charger: 9.6 kW
Peak DC Fast-Charge Rate: 170 kW
Transmissions, F/R: direct-drive
CHASSIS
Suspension, F/R: multilink/multilink
Brakes, F/R: 17.3-in vented, cross-drilled carbon-ceramic disc/14.9-in vented, cross-drilled disc
Tires: Michelin Pilot Sport EV
275/40R-21 107W MO1 Extra Load
DIMENSIONS
Wheelbase: 119.3 in
Length: 192.1 in
Width: 76.4 in
Height: 65.8 in
Passenger Volume, F/R: 55/53 ft3
Cargo Volume, Behind F/R: 55/14 ft3
Curb Weight: 5851 lb
C/D TEST RESULTS
60 mph: 3.1 sec
100 mph: 7.8 sec
1/4-Mile: 11.5 sec @ 117 mph
130 mph: 15.0 sec
Results above omit 1-ft rollout of 0.2 sec.
Rolling Start, 5–60 mph: 3.4 sec
Top Gear, 30–50 mph: 1.3 sec
Top Gear, 50–70 mph: 1.8 sec
Top Speed (gov ltd): 149 mph
Braking, 70–0 mph: 168 ft
Braking, 100–0 mph: 350 ft
Roadholding, 300-ft Skidpad: 0.90 g
C/D FUEL ECONOMY
Observed: 73 MPGe
EPA FUEL ECONOMY
Combined/City/Highway: 74/77/71 MPGe
Range: 235 mi
C/D TESTING EXPLAINED
Contributing Editor
Andrew Wendler brings decades of wrenching, writing, and editorial experience with numerous outlets to Car and Driver. A rust-belt native and tireless promoter of the region, he once won a $5 bet by walking the entire length of the elevated People Mover track that encircles downtown Detroit.