2024 Mercedes-Benz EQE Sedan

The volume trim is the RWD EQE 350+, which has a single rear motor rated at 288 hp. The range runs from 288 hp up to 617 hp (677 hp on boost) in the AMG EQE.

The single-motor 350+ delivers 417 lb-ft of instant torque, which is strong for the class. 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. Paddles adjust the regeneration level, including a one-pedal mode.

Dual-motor 4MATIC AWD is offered on three of the four 2024 trims (350 4MATIC, 500 4MATIC and AMG EQE), and the AMG adds fully variable torque distribution. The volume 350+ is RWD only.

The EQE is EV-only, with no gas or hybrid option. Within that, it offers four electric tunings from 288 to 617 hp on two battery packs.

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 range for the 350+ on its 96 kWh pack. It is respectable, but well short of the 400-mile Lucid Air and Model S.

Mercedes quotes a 170 kW DC peak for the 400-volt EQE. That is mid-pack, behind 800-volt rivals that accept 230–320 kW.

Mercedes quotes about 32 minutes from 10–80% for the 96 kWh 350+. A well-sustained charge curve partly offsets the modest peak rate.

This is the EPA annual electricity cost at 15,000 mi/yr for the 350+. It is mid-pack among EV sedans.

It burns no gasoline, the 9.6 kW onboard charger refills the pack overnight on Level 2, and energy costs are low. The score is held in the low 70s because the 2024 car uses a CCS1 inlet and needs an adapter for Tesla Superchargers.

NHTSA has not crash-tested the 2024 EQE: both the RWD (EQE 350+) and AWD (4MATIC) records list every rating as 'Not Rated', so US buyers have no government crash data.

IIHS has not tested the EQE Sedan, and the 2024 Top Safety Pick list names only the C-Class, E-Class, GLC and GLE from Mercedes, so there is no US crashworthiness data or award. Euro NCAP and ANCAP both gave the same V295 body 5 stars, with strong occupant scores. That puts it at the top of the untested band.

Active Brake Assist (AEB with pedestrian detection), Blind Spot Assist, Attention Assist and parking camera/sensors are standard. DISTRONIC adaptive cruise, Active Steering Assist and active lane-change functions are in the optional Driver Assistance Package. That is a gap at this price, given BMW's i5 and Tesla's Model 3 include ACC as standard.

IIHS has not run a front-crash-prevention test on the EQE Sedan. Euro NCAP/ANCAP rated its AEB well (car-to-car, pedestrian, cyclist), and the same Active Brake Assist hardware has done well in IIHS tests 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 and cross-traffic functions come with the Driver Assistance Package.

Lane Keeping Assist is standard, but true lane centering (Active Steering Assist) is optional. Reviewers find the 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 rather than standard.

The 2024 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 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 as a package. 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 2024 EQE Sedan trim seats five, with two seats up front and a three-place rear bench.

Front headroom is generous for a mid-size luxury sedan, even with the panoramic roof that is standard for 2024.

Front legroom is below average for the class. The cab-forward EV packaging and wide console give less stretch-out room than a G80 or i5.

The published figure is competitive, but reviewers say the low roofline and high rear cushions make the back seat feel closed in.

Rear legroom is adequate for adults on medium trips. The high battery floor raises occupants’ knees, and the 2024 rear bench lacks the extra cushioning added for 2025.

The trunk is small for the class, the sedan decklid leaves a narrow opening, and there is no front trunk.

Everyday storage is competitive: a covered console bin, cupholders, a wireless charging tray and usable door pockets. There are no clever tricks and no frunk, which Tesla and Lucid rivals offer.

The front seats are supportive and widely adjustable, with multicontour and massage seats on higher trims. The 2024 rear bench is firm and knees-up; Mercedes added rear cushioning only for 2025.

The ride is smooth and composed. The volume 350+ uses steel springs with adaptive dampers, and air suspension is optional. It does not ride quite as softly as the E-Class.

The cabin is library-quiet. The silent drivetrain, slippery body and heavy insulation leave only some tire roar on coarse surfaces.

Heated front and rear seats, dual-zone climate, a standard heat pump for 2024 and app-based preconditioning are all included. Ventilated and massage seats and four-zone climate are reserved for upper trims.

The 2024 entry trim is the rear-drive EQE 350+, well above the sedan band ceiling.

The AWD EQE 350 4MATIC is the volume configuration and the trim KBB keys its headline resale figures to.

The EV drivetrain avoids oil changes, but Mercedes dealer labor rates, tires on a heavy sedan, and air-suspension exposure after the 4-year warranty keep projected costs above mainstream sedans.

The 2024 EQE has lost about 55% of its value in two years, one of the steepest drops among 2024 sedans. Projecting the usual slower decline in years 3–5 points to roughly 30% 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 and a Mercedes me connect trial. I couldn't confirm included scheduled maintenance for the 2024 sedan, so it sits below rivals' 3-year included-maintenance programs.

$79,050 volume-trim price minus its estimated resale value after 5 years (30% retained, or about $23,715) leaves about $55,335 in depreciation. Add the projected $7,186 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $62,521 in total.

Consumer Reports has no model-specific reliability data for the 2024 EQE because the sample is too small, and it predicts the EQE will be less reliable than the average new car, based mainly on the weak Mercedes-Benz brand score. 2024 is the second year of the V295 generation that launched for 2023, and owner reports cite software glitches, driver-assist and sensor warnings, and scattered quality issues. That puts it below the BMW i5 (73.5) and the peer median (71.7).

Mercedes-Benz scored worse than the industry average in J.D. Power's US dependability study. In 2024 it improved by 22 PP100 but still ranked outside the top 21 brands, well behind Lexus and behind BMW. Bottom-third rather than mid-pack, though not the worst.

The 2024 model year has four NHTSA campaigns, and two of them are serious. One is a battery-management software fault that can shut down the high-voltage battery and cut drive power. The other is a faulty 80-amp fuse box that risks loss of drive power or restraints, plus a fire risk. Both have simple fixes and no do-not-drive advisory, so this is the low end of typical rather than systemic.

This is Mercedes' first-generation EVA2 drive unit and roughly 90 kWh pack, shared with the EQS and EQE SUV. There is no widespread motor or pack hardware failure pattern. However, the 2024 cars specifically needed a BMS recall for sudden HV shutdown, following drivetrain software recalls on 2023 cars. The August 2024 Korean car-park fire involving an EQE, cause under investigation, adds perceived risk. Less proven than BMW's eDrive in the i5.

Reviewers rate the EQE cabin among the best in its class for materials: premium or Nappa upholstery, open-pore wood, extensive ambient lighting, and the optional MBUX Hyperscreen. It sits just below the EQS and level with the BMW i5. Gloss-black surfaces that collect fingerprints are the main complaint.

Road tests describe solid V295 assembly, with tight panel gaps and a very quiet, rattle-free cabin. Early-generation initial-quality complaints cluster on MBUX freezes, sensor warnings and electronics rather than physical build defects, keeping it a step behind the cleanest rivals.

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 long parts lead times.

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

The volume 350+ uses a 12.8-inch portrait OLED center screen. The MBUX Hyperscreen, optional on lower trims and standard on the EQE 500 from 2024, swaps in a 17.7-inch central OLED.

MBUX on the OLED screen is quick and sharp, and its EV menus are useful. Reviewers fault the deep menus and capacitive steering-wheel controls, so it trails BMW iDrive slightly.

Apple CarPlay and Android Auto are standard on all trims, and MBUX supports wireless projection for both.

"Hey Mercedes" is among the best natural-language assistants. Native navigation with Electric Intelligence plans charging stops and preconditions the battery.

Burmester 3D surround sound with Dolby Atmos is standard on the 2024 EQE 350+, a stronger baseline than most rivals.

A configurable 12.3-inch fully digital driver display is standard, with several display styles.

MBUX receives over-the-air updates for infotainment, maps and selected vehicle functions. Coverage is narrower than Tesla’s whole-vehicle updates.

The Mercedes me app handles remote locking, locating, preconditioning and charge scheduling. Some services become paid after the complimentary period.

USB-C ports are fitted in both rows, and a front wireless charger is standard. There is no household AC outlet or vehicle-to-load capability.

Proximity entry and push-button start are standard. The power trunk and app-based digital-key functions complete the keyless set.

A rear camera and PARKTRONIC sensors are standard. The surround-view monitor and Active Parking Assist are fitted on most 2024 cars through packages rather than on every one.

An augmented-reality head-up display is offered, but only on upper trims and packages, not as standard on the volume 350+.

Normal rear door openings and outboard LATCH make child seats workable. The sloped roofline complicates tall rear-facing seats, and the 11 cu ft trunk struggles with a stroller plus family gear.

It has Euro NCAP five stars, but no NHTSA or IIHS rating in the US. Adaptive cruise and lane centering sit in an optional package, and the front center airbag did not arrive until 2025.

It is quiet and smooth, with standard Burmester audio and heated rear seats. The 11 cu ft trunk and the firm, knees-up 2024 rear bench limit four-up trips with luggage.

Smooth instant torque, paddle-selectable regen with one-pedal driving and a near-silent cabin make it relaxing in traffic. The touch controls and the wide 41 ft turning circle without rear steer are the irritants.

At 96 MPGe and about $800 a year for electricity, the 350+ costs far less per mile than gas luxury rivals. Insurance and dealer service rates keep it out of the top band.

The sedan is about 197 in long, and surround view is available. Without optional rear-axle steering it needs a wide 41 ft circle, and the small rear window limits visibility.

It has no US tow rating, no bed and only an 11 cu ft trunk, so it is not meaningfully work-capable.

The luxury interior, complex EV drivetrain and dealer-only service make it a poor fit for hard use. It has no fleet reputation.

There is no vehicle-to-load outlet, factory hitch or upfit ecosystem, and the trunk is carpeted for luxury use.

Very low noise and supportive front seats help it tour well. Range is 298 miles (EPA), charging peaks at 170 kW on a CCS1 inlet, and DISTRONIC adaptive cruise is optional.

The volume 350+ is rear-drive only, sits low, and has no roof rails or US tow rating. 4MATIC AWD is available on other trims.

The 11 cu ft trunk has a narrow sedan opening, and there is no frunk, hitch or roof rails. Folding rear seatbacks allow some long items through.

The low, battery-heavy center of gravity makes it secure, and optional rear-axle steering adds poise. Comfort tuning, steel springs on the volume trim and about 5,200 lb of weight leave it behind the BMW i5.

The steering is accurate and suitably weighted but largely numb, in the typical modern Mercedes way.

For 2024 Mercedes retuned brake regeneration for a more natural pedal feel, and regen is paddle-adjustable with a D Auto mode. The car’s mass still lengthens stops compared with lighter rivals.

The single rear motor delivers torque instantly and seamlessly, with impeccable low-speed manners.

It is nearly silent under load, with only faint motor whine and no vibration through the controls.

Without rear-axle steering the volume 350+ needs a wide 41 ft circle. The optional rear steering cuts it to about 35 ft.

The power seat and column adjust widely, but the small rear window and thick pillars limit visibility, and the capacitive wheel controls draw complaints.

The 350+ is a comfort-first cruiser, quick enough at 6.2 s to 60 mph but short on character. The AMG EQE, new for 2024, is the enthusiast pick rather than the volume trim.

For 2024 a heat pump, 20-inch wheels, a powered charge-port door and the EQ sound experience became standard, on top of dual MBUX screens, Burmester audio, a panoramic roof and the driver-assist suite. The EQE 500 now gets the MBUX Hyperscreen as standard; rear-axle steering and AR navigation remain options.

At $76k–$87k delivered, the 2024 EQE was priced above the BMW i5 eDrive40 and far above a Tesla Model 3, for similar range and less rear headroom and trunk space. Transaction prices were much better than the sticker thanks to large lease cash, and Mercedes cut its US pricing by ~$10k for 2026, a sign the sticker was out of step with the market.

There are three Mercedes-EQ trims (350+ RWD, 350 4MATIC, 500 4MATIC) plus the $108k AMG EQE above them, with Exclusive/Pinnacle packages, AMG Line and Night options. There is no lower-priced entry point, and RWD is offered on only one trim.

US demand collapsed in 2024. Combined EQE sedan and SUV sales fell 39%, and the sedan alone sold only a few thousand units at most, well behind the BMW i5 and Tesla Model 3.

Mercedes-Benz remains one of the most aspirational auto brands. Even so, the EQ sub-brand's jellybean styling divided traditional buyers, and the widely reported August 2024 EQE car-park fire in Korea dented the model's image.

This was one of the most heavily incentivized luxury EVs of 2024. Mercedes offered $7,500 lease bonus cash through MBFS (passing through the federal commercial clean-vehicle credit) for most of the year, plus stackable EV bonuses, and dealer discounts were large on top.

MY2024 is the second year of the V295 generation that launched for 2023 on the dedicated EVA2 platform. It got a meaningful technical update (standard heat pump, 4MATIC front-motor disconnect, revised brake feel) but no facelift, so it is current rather than cutting-edge.

Reviewers praise its near-silent cabin, ride and refinement. Comparison tests usually rank it behind the BMW i5 or Lucid Air, citing a small trunk, tight rear headroom, laggy infotainment and price. It won no major North American awards.