2023 Mercedes-Benz EQE Sedan

The volume trim for the launch year is the RWD EQE 350+, with a single rear motor rated at 288 hp. The 500 4MATIC makes 402 hp, and the AMG EQE tops the range.

The 2023 350+ is rated at 391 lb-ft. Later model years list 417 lb-ft, so that figure is not carried back to 2023. The dual-motor trims make 564 and 633 lb-ft.

Mercedes quotes 0–60 mph in 6.2 seconds for the RWD 350+. That is adequate but unremarkable for a luxury EV.

Reviewers consistently describe the EQE's electric drive as silky, near-silent and instantly responsive. Its refinement is a signature strength of the car.

The single-speed reduction gear gives seamless, shift-free acceleration. Steering-wheel paddles select the regeneration level, including an intelligent recuperation mode.

Dual-motor 4MATIC AWD is offered on two of the three mainstream 2023 trims (350 4MATIC and 500 4MATIC), plus the AMG EQE, which adds fully variable torque distribution. The volume 350+ is RWD only.

The EQE is EV-only, with no gas or hybrid option. Within that, the launch year offers three mainstream electric tunings from 288 to 402 hp, with the AMG EQE above them.

This is the EPA combined MPGe for the volume RWD EQE 350+. It is middling efficiency for an EV sedan of this weight.

This is the EPA city MPGe for the 350+. The car's mass keeps it behind the most efficient EV sedans.

This is the EPA highway MPGe for the 350+. The slippery body holds the highway figure close to the city figure.

This is the EPA-estimated range for the 2023 350+ on its 90.6 kWh pack, 7 miles more than the 2024 rating. It is respectable, but well short of the 400-mile Lucid Air and Model S.

Mercedes rates the 400-volt EQE at up to 170 kW DC. That is mid-pack, behind 800-volt rivals that accept 230–320 kW.

A 10–80% session takes about 32 minutes on the 90.6 kWh 350+. A well-sustained charge curve partly offsets the modest peak rate.

35 kWh/100 mi over 15,000 mi is about 5,250 kWh a year, which comes to roughly $800 at EPA electricity-price assumptions. That is mid-pack among EV sedans.

It burns no gasoline, home Level 2 charging refills it overnight, and energy costs are low. The score is held in the low 70s because the 2023 car uses a CCS1 inlet, and Tesla Supercharger access arrived only later, through an adapter.

NHTSA has not crash-tested the 2023 EQE Sedan, the first US model year. Both the RWD (EQE 350+) and AWD (EQE 350/500 4MATIC) records list every rating as 'Not Rated'.

IIHS has not tested the EQE Sedan, so there is no US crashworthiness data and no 2023 award. Euro NCAP (2022) and ANCAP both gave the same V295 body 5 stars with strong adult and child occupant scores, which puts it at the top of the untested band.

On the volume Premium trim, Active Brake Assist (AEB with pedestrian detection), Blind Spot Assist with Exit Warning, Attention Assist and parking camera/sensors are standard. DISTRONIC adaptive cruise, Active Steering Assist and Active Blind Spot Assist are in the optional Driver Assistance Package, which is standard only on the Exclusive and Pinnacle trims. That is a gap at a $75k price point.

IIHS has not run a front-crash-prevention test on the EQE Sedan. Euro NCAP and ANCAP rated its AEB well (car-to-car, pedestrian, cyclist), and the same Active Brake Assist hardware has tested well at IIHS on related Mercedes models. That supports an above-average score, capped by the missing US data.

Blind Spot Assist with Exit Warning (it alerts for approaching traffic and cyclists when a door is opened) is standard. Active Blind Spot Assist with braking intervention comes with the Driver Assistance Package.

Lane Keeping Assist is standard, but true lane centering (Active Steering Assist) is optional on the volume trim. Reviewers find Mercedes' centering smooth and predictable on marked highways, with some wander in construction zones.

DISTRONIC, with route-based speed adaptation and extended stop-and-go restart, is among the more refined adaptive cruise systems. It scores no higher because it is a paid option on the volume trim rather than standard.

The 2023 EQE Sedan offers no hands-free system. Mercedes' DRIVE PILOT (Level 3) is offered in the US only on the S-Class and EQS Sedan, and arrived after the 2023 launch. The EQE's Active Steering Assist is hands-on with a hands-off warning.

LED headlights with Adaptive Highbeam Assist are standard, and DIGITAL LIGHT is available. IIHS has not rated the EQE's headlights. Comparable Mercedes units have rated Good (Digital Light) to Acceptable (base) on IIHS-tested models, which points to mid-to-good performance.

The cab-forward 'one-bow' profile brings thick, raked A- and C-pillars and a small rear window, leaving rear-quarter blind zones. Standard parking cameras and the available surround view partly make up for it at low speed.

Both outboard rear seats have LATCH lower anchors and top tethers. The sloping roofline and a rear seat that is adequate but not generous make bulky rear-facing seats a squeeze, and fitting three across is impractical.

Every 2023 EQE sedan seats five on a three-place rear bench.

The manufacturer figure is generous for a sedan, even with the standard panoramic roof.

Front legroom is middling for the class. The cab-forward EV packaging favors the rear seat.

The figure is good on paper, but the arched roofline and the raised cushion over the battery floor make the rear feel more closed in than the number suggests.

On a 122.8-in wheelbase, rear legroom is roomier than the E-Class of the same era. The high floor reduces thigh support.

The conventional (non-hatch) trunk is small for a mid-size luxury sedan, and the car has no front trunk.

There is a floating center console with an under-bin and a wireless charging pad, plus usable door pockets. The EQE has no frunk, no fold-flat tricks beyond the 40/20/40 seatback and no onboard power outlets.

Reviewers find the front seats comfortable and supportive. The early rear bench is stiff and sits on a high floor, which Mercedes addressed with extra cushioning for 2025.

The ride is smooth and controlled on standard steel springs, and optional air suspension softens it further. It is not quite as cosseting as an E-Class over sharp impacts.

Reviewers call the cabin exceptionally quiet, among the best in the class for road and wind noise.

Heated front seats, a panoramic roof and app preconditioning are standard. Heated rear seats and a heated wheel are widely fitted, but four-zone climate is Pinnacle-only. A heat pump did not become standard until 2024.

The 2023 launch-year entry trim is the rear-drive EQE 350+, well above the sedan band ceiling.

The AWD EQE 350 4MATIC is the volume configuration. It costs $3,000 more than the 350+.

The EV drivetrain avoids oil changes, but Mercedes dealer labor rates, tires on a heavy 5,000+ lb sedan, and air-suspension exposure after the 4-year warranty keep costs above mainstream sedans. This 2023 figure is carried from KBB's estimate for the mechanically near-identical 2024 car.

KBB shows the 2023 EQE has lost 56–57% of its value in three years, placing it among the steepest-depreciating 2023 sedans. Extrapolating the usual slower decline in years 4–5 gives roughly 32% retained at five years.

This is the standard Mercedes-Benz new-vehicle limited warranty, typical for the luxury class.

Mercedes-EQ covers the high-voltage battery, the costliest EV component, for 10 years/155,000 miles. The drive unit itself falls under the 4-year/50k coverage.

First owners get two years of unlimited 30-minute Electrify America DC fast-charging sessions, plus Mercedes roadside assistance for the warranty term and a Mercedes me connect trial. No included scheduled maintenance was found, so it sits below rivals that offer a 3-year maintenance program.

$79,050 volume-trim price minus its estimated resale value after 5 years (32% retained, or about $25,296) leaves about $53,754 in depreciation. Add the projected $7,100 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $60,854 in total.

2023 is the US launch year of the V295 EQE, and Consumer Reports has too few survey responses to publish model-specific reliability data. CR's outlook leans on Mercedes' below-average brand score. The NHTSA complaint record (about 30 complaints, with electrical faults the largest group, including mid-drive propulsion loss and multiple dashboard warnings) puts it in the below-average band, under the 2024 car and the peer p25 (68.8).

Mercedes-Benz has scored worse than the industry average in J.D. Power's US Vehicle Dependability Study in recent years and sits in the lower part of CR's brand rankings. That is well behind Lexus and behind BMW: bottom-third rather than mid-pack, but not last.

MY2023 carries nine NHTSA campaigns, the heaviest recall load of any EQE year. They include an electric-drivetrain software fault that can cut drive power, a high-voltage battery-monitoring software non-compliance, a faulty 80 A fuse box (loss of drive power or restraints, plus fire risk) whose recall repair itself needed a follow-up recall, and a steering-coupling bolt that may loosen. All are simple dealer fixes with no do-not-drive advisory, but the repeated powertrain and electrical campaigns put it in the major/repeated band.

First model year of Mercedes' EVA2 drive unit and roughly 90 kWh pack in the EQE (shared with the EQS). There is no widespread motor or cell hardware failure pattern. However, 2023 cars needed drivetrain and battery-monitoring software recalls, and owners report propulsion-loss events. The August 2024 Korean car-park fire involving an EQE, cause under investigation, adds perceived risk. The pattern is unproven rather than known-bad, and the 10-year battery warranty softens the exposure.

Reviewers of the launch-year EQE praise a cabin among the richest in its class: quality upholstery, open-pore wood, extensive ambient lighting, and the optional MBUX Hyperscreen. It sits just below the EQS. Gloss-black trim that collects fingerprints is the main complaint.

Road tests describe a tight, very quiet, rattle-free cabin. Launch-year build issues are on record, though: roof-frame absorbers not secured (recall 23V555000) and wheel rim inserts that can detach (25V150000), on top of MBUX and electronics glitches. That keeps it a step below the 2024 car.

Mercedes-Benz has one of the densest luxury dealer networks in the US, about 380 retailers, and most are equipped for EQ high-voltage service. Service satisfaction is mid-pack among luxury brands, and some EV-specific repairs face parts lead times.

Mercedes parts and labor rank among the costliest in the industry. EQE-specific HV pack, drive-unit, air-suspension and Hyperscreen components are dealer-only, with minimal aftermarket support. Routine EV maintenance is light, but out-of-warranty repairs are expensive.

Every 2023 EQE gets a large portrait OLED center screen. The optional Hyperscreen adds a 17.7-in center display and a passenger screen.

MBUX is fast, attractive and well integrated, but menus are deep. Capacitive steering-wheel touch controls are widely criticized as fussy.

Wireless Apple CarPlay and Android Auto come standard on the second-generation MBUX system across the range.

Navigation with Electric Intelligence route and charge planning is standard, the "Hey Mercedes" natural-language assistant is strong, and AR navigation is on Exclusive and up. Connectivity was 4G for 2023; 5G arrived in 2024.

Burmester 3D surround audio is standard even on the base Premium trim, which few rivals match.

A crisp, configurable 12.3-in digital driver display is standard on every trim.

Mercedes pushes OTA updates to MBUX, maps and selected vehicle ECUs, and offers some paid feature unlocks. Updates are less frequent and less feature-rich than Tesla's.

The Mercedes me app handles remote lock, locate, preconditioning, charge scheduling and plug-and-charge. Some services require a subscription after the trial period.

USB-C ports front and rear and a wireless charging pad are standard; a 100 W USB-C package comes on upper trims. There is no household outlet or V2L.

KEYLESS-GO proximity entry, flush handles and push-button start are standard, with remote functions through the app. The power charge-port door did not arrive until 2024.

A surround-view camera and parking sensors are standard on every 2023 EQE, and Parking Assist PARKTRONIC automated parking is available.

An AR-capable head-up display is limited to the top Pinnacle trim and is not on the volume Premium 350+.

The rear has decent legroom and outboard LATCH, but the high rear cushion and sloping roof complicate loading. A 10.9-cu-ft sedan trunk struggles with a stroller plus groceries.

There are no NHTSA or IIHS ratings for the 2023 car (Euro NCAP 5 stars). Adaptive cruise and lane centering sit in an optional Driver Assistance Package on the volume Premium trim.

The quiet cabin, smooth ride and heated rear seats suit long trips, but the stiff rear bench and small trunk limit luggage with four aboard. Rear climate zones are Pinnacle-only.

Silent, smooth power and selectable regen including one-pedal driving make traffic effortless. The 2023 brake pedal felt mushy at the regen-to-friction transition (recalibrated for 2024), and the 41-ft turning circle without rear steering is a minor annoyance.

At 96 MPGe and about 35 kWh/100 mi, home charging makes it cheap per mile against gas luxury rivals, though it trails the efficiency of a Model 3.

The 196.9-in length and 41-ft turning circle are bulky, and rear visibility is poor. The standard surround-view camera and optional rear-axle steering (standard on the 500) help considerably.

The EQE has no US tow rating and a small sedan trunk. It is not a work vehicle.

This is a luxury-oriented EV with delicate interior trim and first-model-year electronics. It has no fleet or work-duty reputation.

The US EQE has no V2L, no factory hitch and no work-oriented provisions.

A 305-mi EPA range (350+), a very quiet cabin and good seats make it a capable tourer. Charging peaks at 170 kW (about 32 min 10–80%), and full ADAS is optional on the volume trim.

The volume 350+ is RWD (4MATIC available), with low ground clearance, no roof rails and no tow rating.

The small conventional trunk opening limits bulky items despite the folding rear seatbacks. There is no frunk, hitch or roof-rail provision.

Handling is secure and surprisingly agile for a 5,000-lb EV, especially with optional rear-axle steering. On non-AMG trims it is composed rather than engaging.

Steering is precise and well weighted, but it offers little feedback.

Stopping distances are short, but the 2023 pedal felt mushy and the regen-to-friction blend was inconsistent. Mercedes recalibrated it for 2024.

The single-speed rear motor (288 hp, 391 lb-ft) delivers seamless, immediate power with smooth tip-in and selectable recuperation levels.

The motor is essentially silent and vibration-free, and the optional synthetic soundscapes can be switched off.

The volume 350+ without rear steering has a large turning circle. Optional rear-axle steering cuts it sharply (12.5 m to 10.7 m).

Power seat and wheel adjustment is extensive. Thick pillars, a small rear window and capacitive steering-wheel controls detract.

The 350+ is quick enough (about 6 s to 60) and serene, but it is a comfort cruiser rather than a driver's car. The AMG EQE is the enthusiast option.

The launch-year EQE comes with a 12.8-inch MBUX central screen, a digital cluster, Burmester audio, a panoramic roof, a powered trunk and driver assists as standard. A heat pump, the powered charge-port door and the Hyperscreen were not added as standard until 2024, so the 2023 car is a little less generous than its successor.

At $76k–$87k delivered, the EQE was priced above the BMW i4 and far above a Tesla Model 3, for similar range and less trunk and rear headroom. As an import it did not qualify for the federal tax credit at purchase. Transaction prices fell well below sticker through lease cash, and steep depreciation shows the market judged the MSRP too high.

There are three Mercedes-EQ models (350+ RWD, 350 4MATIC, 500 4MATIC), each in Premium, Exclusive or Pinnacle form, plus the $106,900 AMG EQE above them. There is no lower-priced entry point.

2023 was the EQE's launch year and its best US year, but the sedan still sold only a few thousand units, far behind the Tesla Model 3 and the gas E-Class. Demand then fell sharply in 2024.

Mercedes-Benz is one of the most aspirational luxury brands. The EQ sub-brand's rounded jellybean styling divided traditional Mercedes buyers, which tempers the halo for this model.

After the April 2023 commercial clean-vehicle credit guidance, Mercedes passed $7,500 lease cash through MBFS on EQ models, and dealer discounts grew through the year as EV inventory piled up. That made 2023 EQE leases far cheaper than the sticker suggested.

MY2023 is the first year of the V295 generation on the dedicated EVA2 EV platform, so it is all-new. It still missed several of the 2024 updates (heat pump, 4MATIC front-axle disconnect).

Reviewers praised the near-silent cabin, ride and refinement, but criticized the small hatchless trunk, tight rear headroom, numb steering and price. Twin tests against the BMW i4 were mixed, and it won no 10Best or NACTOY honors.