2025 Mercedes-Benz EQE Sedan

The volume trim is the EQE 350+, which has a single rear-mounted permanent-magnet motor rated at 288 hp. The 350 4MATIC also makes 288 hp, the 500 4MATIC makes 402 hp, and the AMG EQE tops the range at 617 hp (677 hp with boost).

The single-motor 350+ makes 417 lb-ft of instant torque, which is strong for its class. The dual-motor trims go up to 564 and 633 lb-ft.

Mercedes quotes 6.2 seconds from 0–60 mph for the RWD 350+. That is adequate but unremarkable for a luxury EV, and slower than the 2026 EQE 320+ (5.8 s). The AMG EQE runs 0–60 in 3.2 seconds.

Reviewers consistently describe the EQE's electric drive as silky, near-silent and instantly responsive. Its refinement is a signature strength, and the powertrain is unchanged from the 2023 launch.

The single-speed reduction gear gives continuous acceleration with no shifts, hunting or drone. Steering-wheel paddles adjust regeneration levels, including a one-pedal mode.

Dual-motor 4MATIC AWD comes on three of the four 2025 trims (350 4MATIC, 500 4MATIC and AMG EQE), and the AMG adds fully variable torque distribution. The volume 350+ is RWD only.

The lineup is EV-only, with no hybrid or gas option. Within that, it offers four electric tunings from 288 to 617 hp across two battery packs (96 and 90.6 kWh), which gives somewhat more choice than the three-trim 2026 lineup.

This is the EPA combined MPGe for the volume RWD EQE 350+, the trim scored in cat1. It is middling efficiency for an EV sedan of this weight.

This is the EPA city MPGe for the 350+. The car's mass holds city efficiency below the better EV sedans.

This is the EPA highway MPGe for the 350+. The slippery body keeps the highway figure level with the city figure.

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

Mercedes quotes a 170 kW DC peak for the 400-volt EQE. That puts it 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 sits 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 2025 car has a CCS1 inlet and needs a NACS adapter for Tesla Superchargers, which only became standard equipment from MY26.

NHTSA has never crash-tested the EQE Sedan: the 2023 and 2024 records list every rating as 'Not Rated', and NHTSA's 2025 Mercedes-Benz model list has no EQE entry at all. Low-volume luxury EVs are often skipped, but buyers get no US government crash data for this car.

IIHS has not tested the EQE Sedan in any model year, and it is absent from the 2024/2025 Mercedes TSP lists (C-Class, E-Class, GLC, GLE only), so there is no US crashworthiness data or award. The European tests show a strong structure: Euro NCAP gave it 5 stars and ANCAP gave it 5 stars, with 95% adult and 92% child occupant protection. That keeps the score at the top of the untested band rather than lower.

Standard equipment includes Active Brake Assist (AEB with pedestrian detection), Blind Spot Assist, Lane Keeping Assist, Attention Assist and rear camera/parking aids. DISTRONIC adaptive cruise and Active Steering Assist need the optional Driver Assistance Package, a notable gap at this price, where BMW i5 and Tesla Model 3 include ACC as standard.

There is no IIHS front crash prevention test for the EQE Sedan. Euro NCAP and ANCAP rated its AEB (car-to-car, pedestrian and cyclist) highly, and the same Active Brake Assist hardware earned strong IIHS results on related Mercedes models. That supports an above-average score, held back by the missing US test data.

Blind Spot Assist is standard and includes Exit Warning Assist, which flags approaching cyclists and vehicles when a door is opened. Active Blind Spot Assist with braking intervention and rear cross-traffic braking come with the Driver Assistance Package.

Lane Keeping Assist is standard. True lane centering (Active Steering Assist) is optional, and reviewers find it smooth and predictable on marked highways, though it can wander in construction zones.

Active Distance Assist DISTRONIC, with route-based speed adaptation and stop-and-go, is one of the more refined adaptive cruise systems available. It is held back from a higher score because it is a paid option rather than standard.

No hands-free system is offered on the EQE Sedan. Mercedes' DRIVE PILOT (Level 3) is limited in the US to the S-Class and EQS Sedan, and Active Steering Assist requires hands on the wheel.

LED headlights with Adaptive Highbeam Assist are standard, and DIGITAL LIGHT is available on upper trims and packages. IIHS has not rated the EQE's headlights. On the E-Class, IIHS rated the projector/Digital Light units Good and the base units Acceptable, which points to mid-to-good performance.

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

LATCH lower anchors are in both outboard rear seats, with top tethers. The sloping roofline and an adequate but not generous rear seat make bulky rear-facing seats a squeeze, and three-across fitting is impractical.

Every 2025 EQE Sedan trim seats five, two up front and three on the rear bench.

Front headroom is generous for a mid-size luxury sedan, even with the panoramic roof that is standard on 2025.

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

The published figure is competitive, but reviewers still call rear headroom sedan-tight under the arched roofline and glass roof. That fits with the published number being taken at seat center.

Rear legroom is adequate for adults on medium trips. For 2025 Mercedes added extra cushioning to the rear seats and revised the backrests and headrests, though the high battery floor still raises the knees.

The trunk is small for the class. KBB calls it 'on the small side', the sedan decklid gives a narrow opening, and there is no front trunk.

Storage is competitive for daily use: a covered center-console bin, cupholders, a front 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 2025 rear-seat cushioning upgrade answers earlier complaints about a stiff rear bench, but the low, knees-up rear position still limits long trips.

The ride is smooth and composed. However, the volume 350+ comes with steel springs and adjustable dampers; AIRMATIC air suspension is an option. Reviewers of steel-sprung cars report sharper impacts that the air setup would smooth out.

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

Heated front seats and dual-zone climate are standard, and the app can precondition the cabin remotely. Ventilated and massaging seats and four-zone climate require the Exclusive or Pinnacle trims.

The 2025 entry trim is the rear-drive EQE 350+, well above the sedan band ceiling. The cheaper EQE 320+ base arrived only for 2026.

The AWD EQE 350 4MATIC is the volume configuration in US dealer inventory. Typical optioned stickers run higher.

The simpler EV drivetrain and two years of included maintenance keep routine costs moderate. Mercedes dealer labor rates and out-of-warranty air-suspension and high-voltage repairs still put it above mainstream sedans.

Luxury EV depreciation is severe, and the EQE has been among the worst performers. KBB projects $44.9k of depreciation on the $79k 350 4MATIC (~43% retained) and $52.2k on its generic EQE page (~31% retained), so the midpoint is ~37%.

Standard Mercedes-Benz new-vehicle limited warranty, which is typical for the luxury class.

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

Two years / 20,000 miles of scheduled maintenance is included, plus Mercedes roadside assistance, a Mercedes me connect trial and Mercedes-EQ public-charging perks. That is solid for the class, but short of the 3-year plans BMW and Genesis offer.

$79,050 volume-trim price minus its estimated resale value after 5 years (37% retained, or about $29,249) leaves about $49,802 in depreciation. Add the projected $6,525 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $56,327 in total.

Consumer Reports expects the 2025 EQE to be less reliable than the average new car, a prediction built on the weak Mercedes-Benz brand score and thin EQE survey data. 2025 is a carry-over year of the 2023-launch V295 generation, so the early-generation electronics and BMS issues are still the reference point. Sits below the BMW i5 (73.5 in cat6) and well below the Lexus ES.

Mercedes-Benz scores well below the industry average in J.D. Power's US dependability study and ranks in the bottom group of brands. It trails Lexus by a wide margin and sits behind BMW. Not the worst brand, but clearly bottom-third rather than mid-pack.

MY2025 has a lighter recall load than 2023–2024: a steering-coupling bolt torque campaign (loss-of-steering risk, simple re-torque fix) and an AVAS pedestrian-sound software update. The generation as a whole carries heavier history: a 2024 BMS shutdown recall (loss of drive power), an 80-amp fuse-box campaign, and drivetrain software fixes on 2023 cars. Typical activity with one serious item, and no fire or structural campaigns on this model year.

Mercedes' first-generation EVA2 drive units and roughly 90 kWh pack, shared with the EQS and EQE SUV since 2022. There's no widespread motor or pack failure pattern, but the family has needed repeated BMS and drivetrain software recalls for loss-of-drive-power risks. A 2024 Korean car-park fire involving an EQE (cause under investigation) adds to the perceived risk. Newer and less proven than BMW's eDrive in the i5.

Reviewers rate the EQE cabin among the best in the class for materials: Nappa or premium upholstery, open-pore wood, ambient-lit trim, and the optional MBUX Hyperscreen. It sits just below the EQS and is roughly level with the BMW i5. Some complain about gloss-black surfaces and piano-black fingerprints.

Bremen/Beijing-built V295 assembly is solid, with tight panel gaps and a quiet, rattle-free cabin per road tests. Initial-quality complaints focus on MBUX freezes and electronics rather than build defects, keeping it a little behind the cleanest rivals.

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

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

The volume 350+ has a 12.8-inch portrait OLED center screen. The optional MBUX Hyperscreen swaps it for a 17.7-inch central OLED inside a dash-wide glass panel.

MBUX on the OLED screen is fast and sharp, and its EV-specific menus are good. Reviewers fault deep menus and the capacitive steering-wheel touch controls, so it lands just below BMW's iDrive in the i5.

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

'Hey Mercedes' is among the best natural-language assistants. The native navigation uses Electric Intelligence to plan charging stops and precondition the battery, and augmented-reality guidance is available.

A 15-speaker Burmester 3D surround system is standard on every 2025 EQE Sedan, a stronger baseline than most rivals. The Burmester 4D upgrade is optional.

A configurable 12.3-inch fully digital driver display is standard, with several display styles. The Hyperscreen option upgrades it to OLED.

MBUX takes over-the-air updates for infotainment, maps and some vehicle functions. KBB notes that 2025 cars received updated regenerative-braking software. Coverage is narrower than Tesla's whole-vehicle updates.

The Mercedes me app handles remote locking, locating, preconditioning and charge scheduling. Some services move to a paid subscription once the complimentary period ends.

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

Proximity entry and push-button start are standard. The power trunk and a digital key through the Mercedes me app round out the keyless features.

A surround-view camera system with front, side and rear cameras is standard on the volume 350+, along with PARKTRONIC sensors. Active Parking Assist is available.

A large augmented-reality head-up display is offered, but only on the upper Pinnacle trim and packages, not on the volume 350+.

Normal four-door openings and outboard LATCH make child seats workable. The sloped roofline makes loading tall rear-facing seats awkward, and the 11 cu ft trunk with no frunk struggles to take a stroller plus family gear.

Euro NCAP and ANCAP give it five stars, and a front center airbag became standard for 2025. However, the 2025 EQE has no US NHTSA or IIHS ratings, and adaptive cruise and lane centering are locked in the optional Driver Assistance Package.

It is a quiet, smooth cruiser with standard Burmester audio and better rear cushioning for 2025. The 11 cu ft trunk and knees-up rear seating limit four-up luggage-laden trips, and rear climate and amenities are thin on the volume trim.

Instant smooth torque, paddle-selectable regen including one-pedal driving, a standard surround-view camera and a near-silent cabin make it relaxing in traffic. Fussy touch controls and the wide 41 ft turning circle without rear-axle steering are the minor annoyances.

At 94 MPGe and an EPA-estimated $800 a year in electricity, the 350+ costs far less per mile than a gas luxury sedan. Insurance and Mercedes dealer service rates keep it out of the top band.

It is a 196.9-inch sedan with a standard surround-view camera. Without the optional rear-axle steering the turning circle is a wide 41 ft, and the thick rear pillars limit over-the-shoulder 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 pricing make it a poor fit for hard work use. It has no fleet or work reputation.

There is no US vehicle-to-load outlet, no factory hitch, no upfit ecosystem and only a carpeted luxury trunk.

Very low noise, supportive front seats and a 308-mile EPA range on the 96 kWh 350+ make it a good tourer. Range and fast charging are held back by a 170 kW peak (about 32 min 10–80%), a CCS1 inlet that needs an adapter for Superchargers, and DISTRONIC being optional.

The volume 350+ is rear-drive only, has low ground clearance, no roof rails and no US tow rating, which confines it to pavement and graded gravel. 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 give some long-item pass-through.

The low, battery-heavy center of gravity makes it composed and secure, and optional rear-axle steering adds poise on twisting roads. Its comfort tuning, steel springs on the volume trim and roughly 5,200 lb weight keep it behind the sharper BMW i5.

The steering is accurate and suitably weighted but largely numb, in the typical modern Mercedes way: fine rather than memorable.

For 2025 Mercedes updated the regenerative-braking software, and paddle-adjustable regen with an intelligent D Auto mode blends smoothly. The pedal is still somewhat soft and long, and the car's weight lengthens stops compared with lighter rivals.

The single rear motor delivers torque instantly and seamlessly, with no shifts and impeccable low-speed manners.

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

Without rear-axle steering the volume 350+ needs a wide 41-foot circle. The optional rear-axle steering cuts it to about 35 ft, which would be class-leading.

The power seat and steering column adjust widely, but the low beltline and thick rear pillars limit visibility. Capacitive steering-wheel controls and touch-heavy menus are frequent complaints.

The 350+ is a comfort-first cruiser, quick enough with 0–60 in 6.2 seconds but short on character or steering engagement. The AMG EQE is the enthusiast choice, not the volume trim.

The 2025 EQE 350+ comes with dual MBUX screens, Burmester audio, a panoramic roof, wireless charging, ambient lighting and the driver-assist suite. For 2025 it also gains a standard front center airbag and upgraded rear-seat cushioning. Hyperscreen, AR navigation and rear-axle steering remain paid options.

At $76k–$87k delivered, the 2025 EQE is priced ~$10k above the BMW i5 eDrive40 and far above the Tesla Model 3 for similar range and less rear space. Mercedes cut the price by ~$10k for 2026, which suggests the 2025 sticker was out of step with the market. Large dealer discounts improve transaction value.

Three Mercedes-EQ trims (350+ RWD, 350 4MATIC, 500 4MATIC), plus the AMG EQE above them. Pinnacle and Exclusive trim packages, AMG Line, Night and Hyperscreen options allow broad build-up, but there is no budget entry point and RWD is limited to one trim.

EQE Sedan US demand has been weak and was falling through 2024–2025. It trails the BMW i5, the Tesla Model 3 and even its own EQE SUV sibling, and Mercedes has scaled back EQ targets and leaned on heavy incentives.

Mercedes-Benz is one of the strongest aspirational auto brands. The EQ sub-brand's jellybean styling has divided traditional buyers, and the widely reported August 2024 EQE car-park fire in Korea dented its image somewhat.

The EQE is among the most heavily discounted luxury EVs. KBB's Fair Purchase Price sits ~$5k under MSRP before incentives, and dealer discounts of $10k+ plus leases passing through the $7,500 commercial clean-vehicle credit were widely available until that credit expired in September 2025.

MY2025 is year three of the V295 generation that launched for 2023 on the dedicated EVA2 platform. It received a meaningful content update (350+ battery revision with range up to 308 mi, center airbag, brake-regen software) but no facelift. It is current, not cutting-edge.

Reviewers praise its near-silent cabin, ride and refinement (KBB expert rating 4.5/5). Comparison tests usually place it behind the BMW i5 or Lucid Air, citing limited trunk space, rear headroom, a laggy AR navigation and price. It has won no major North American awards.