2024 Mercedes-Benz EQE SUV

The volume 2024 EQE 350 4MATIC SUV's dual motors make 288 hp combined (215 kW). Above it sit the 402 hp EQE 500 4MATIC and the Mercedes-AMG EQE SUV, which makes up to 617 hp with boost. The 2024 US lineup uses the 350+/350 4MATIC/500 4MATIC naming.

The 350 4MATIC's two motors deliver 564 lb-ft combined, all of it available instantly. That is very strong for a mid-size luxury SUV.

Mercedes quotes 6.2 s from 0 to 60 mph for the volume 350 4MATIC. The 500 4MATIC runs about 4.6 s and the AMG reaches the mid-3s with boost.

Power delivery is near-silent and immediate, and NVH isolation is excellent. Reviewers praise how effortless it feels, though the 350's output is unremarkable for the class. For 2024, 4MATIC models gained a front-motor disconnect and retuned brake blending.

Each motor drives through a single speed, so there are no shifts and no hunting. Paddles select regen levels, including adaptive and one-pedal modes. The 2024 brake retune targeted the regen-to-friction blend that reviewers criticised on launch cars.

Rated to tow 3,500 lbs with the optional hitch. That is modest for the class, where gas rivals commonly tow 5,000–7,700 lbs.

4MATIC dual-motor AWD comes on the 350 4MATIC, the 500 4MATIC and the AMG, so only the RWD 350+ goes without. Torque split is fully variable, and the front motor gained a disconnect unit for 2024. An Offroad drive mode is offered, but there is no low range.

This is a pavement-oriented luxury EV, with roughly 7 in of ground clearance and no skid plates, lockers or low range. Optional AIRMATIC air suspension can raise the body, and an Offroad mode is offered, but nothing makes it trail-ready.

The nameplate is EV-only, with four tunes: 350+ RWD, 350 4MATIC, 500 4MATIC and AMG EQE. That gives real spread in power and range, but there is no gas, hybrid or PHEV option.

EPA rates the volume 2024 EQE 350 4MATIC SUV at 85 MPGe combined (40 kWh/100 mi). That is middling-to-low for a modern EV, and the RWD 350+ is notably better at 94 MPGe.

This is the EPA city rating for the volume 4MATIC trim. It sits in the lower half of the EV field.

This is the EPA highway rating for the volume 4MATIC trim. Good aerodynamics and the new-for-2024 front-motor disconnect help at cruise.

EPA range for the volume 350 4MATIC is 265 mi from its 90.6 kWh pack, short of the 300 mi buyers in this class expect. Only the RWD 350+, with its 96.0 kWh pack, clears 300 mi.

The 400-volt EVA2 platform accepts up to 170 kW at a DC fast charger. That is adequate, but well behind 800-volt rivals that take 235–350 kW.

On a suitable DC fast charger it goes from 10 to 80% in about 32 minutes. That is mid-pack, well behind 800-volt EVs that do it in under 20 minutes.

EPA estimates $900 a year in energy at 15,000 mi/yr. That is cheap next to a gas GLE but toward the costly end for EVs, because the car uses 40 kWh/100 mi.

It burns no gasoline, and overnight Level 2 home charging covers daily driving cheaply. Points come off for the 9.6 kW onboard AC charger (10.75 h to full at 240V), the above-average energy use, and the CCS1 inlet: Tesla Supercharger access needs an adapter bought separately, and one is supplied only from MY2026.

NHTSA lists the 2024 EQE SUV, in both RWD and AWD, but has not crash-tested it: every NCAP field reads 'Not Rated'. Euro NCAP gave it 5 stars in 2023, but that is not a US rating.

IIHS has not tested the EQE SUV, and it has no 2024 Top Safety Pick award. Euro NCAP's 5-star result and Mercedes' strong structural record suggest good crash protection, but with no US crash data it scores in the middle band, below rivals that have earned TSP/TSP+.

Standard: Active Brake Assist (AEB with pedestrian/cyclist detection), Blind Spot Assist, rear cross-traffic alert and auto high beams. Full-speed DISTRONIC, Active Steering Assist and Active Blind Spot Assist are in the Driver Assistance Package, a $1,250 option on the volume Premium trim (often bundled on higher trims). That is a demerit for an EV near $80k.

Active Brake Assist works up to highway speeds and detects pedestrians and cyclists, and Euro NCAP rated the EQE SUV's active safety highly. IIHS has no front crash prevention result for this model, so the score rests on non-US testing.

Blind Spot Assist (warning, with exit warning) and rear cross-traffic alert are standard. Active Blind Spot Assist, which brakes to intervene, comes only with the Driver Assistance Package.

Lane keeping assist is offered and Active Steering Assist centering is reviewed as smooth and confident, which Euro NCAP's near-perfect assisted-driving result backs up. NHTSA lists lane departure warning as optional rather than standard.

DISTRONIC stop-and-go adaptive cruise, with route-based speed adaptation and Active Speed Limit Assist, is among the most refined highway assists available. It is held back by being a paid option on the volume trim.

There is no hands-free mode. Drive Pilot (Level 3) was limited to the S-Class and EQS Sedan in the US, and the EQE SUV's systems require hands on the wheel; Active Lane Change Assist is as far as it goes.

LED headlights with Adaptive Highbeam Assist are standard and DIGITAL LIGHT is optional. IIHS has not rated this model's headlights, so performance is inferred from related Mercedes models.

The sloping rear roofline and thick D-pillars limit the view over the shoulder and out the back. The surround-view camera, which many 2024 builds have, makes up for much of it.

There are two outboard LATCH positions with covered anchors and a reasonably wide rear door opening. The rear bench is narrower than a conventional mid-size SUV's, so three seats across is unlikely, and IIHS has no LATCH rating for it.

Every US configuration of the 2024 EQE SUV is a two-row, five-seat SUV, and no third row is offered.

Front headroom of 39.5 in is mid-pack for the class. The body is unchanged across the 2023–2025 model years.

Front legroom of 40.6 in is short on paper against rivals that quote 41–42 in, although reviewers do not describe the front row as cramped.

Rear headroom of 39.4 in is generous, helped by the more upright rear roofline compared with the EQE sedan.

Rear legroom of 40.6 in is a highlight of the long-wheelbase EV platform, and KBB says it beats the BMW iX and Audi Q8 e-tron.

There is no third row. Buyers who need seven seats have to move to the EQS SUV, or to the gas GLE or GLS.

KBB and TrueDelta give only 14 cu ft behind the rear seats, which is small for a mid-size SUV, and there is no front trunk. KBB says the iX and Q8 e-tron hold more.

Maximum cargo of 55 cu ft sits at the bottom of the mid-size SUV range and well behind the BMW iX.

A floating center console leaves an open tray beneath it, and the door bins and covered console bin are adequate. There is no frunk, no 120V outlet and no vehicle-to-load power, and the cargo area is shallow.

KBB calls the seats profoundly comfortable, the front seats adjust widely, and multicontour massage seats are available. The extra rear-seat padding and headrest pillows added for 2025 are not on the 2024.

The ride is composed, and the optional AIRMATIC air suspension is excellent. KBB says the standard steel-spring setup on the 350 4MATIC falls short of typical Mercedes ride comfort, and Top Gear notes the taller SUV body can feel unsettled at times.

With a near-silent electric drivetrain and well-suppressed wind and road noise, the cabin is serene. Within its own range, only the EQS SUV is clearly quieter.

Heated front and rear seats, a heated steering wheel, a heat pump and remote pre-conditioning are all available, and the base trim includes heated seats. Ventilated multicontour massage seats and four-zone climate come only on the upper trims (four-zone on Pinnacle).

The 2024 EQE SUV lineup opens with the rear-drive EQE 350+, which now carries the new 96 kWh pack, at $79,050 including destination. That is well above the top of the SUV band.

The dual-motor EQE 350 4MATIC (90.6 kWh) is the volume configuration. For 2024 it is priced the same as the 350+, since AWD is a no-cost option. The 500 4MATIC dropped to $87,050 from $90,650 in 2023.

There are no oil changes, but Mercedes dealer service rates (tires, brake fluid, cabin filters, 12V battery) and exposure to out-of-warranty electronics in year 5 still put this above the SUV band ceiling.

Luxury EVs have depreciated steeply. The 2024 EQE SUV had already lost about 53% of its MSRP in two years, and the ~$12,750 sticker cut on the 2026 model pressures used values further. The 4MATIC volume trim projects near the low end of KBB's range.

This is the standard Mercedes-Benz USA new-vehicle limited warranty. It matches BMW, Audi and Lexus and falls short of Genesis.

On an EV the coverage that matters is the high-voltage battery, and 10 yr / 155,000 mi is well above the 8 yr / 100,000 mi industry norm.

First owners get two years of unlimited 30-minute Electrify America DC fast-charging sessions through Mercedes me Charge, plus roadside assistance for the warranty term. There is no multi-year complimentary scheduled-maintenance plan, which leaves it mid-pack against luxury EV rivals.

$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 $10,100 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $59,902 in total.

Consumer Reports has no model-year reliability verdict for the EQE SUV (insufficient survey data). Its prediction for the closely related EQE line is 'less reliable than other new cars', based on the weak Mercedes-Benz brand score. No model-specific J.D. Power result offsets that, so the 2024 volume EQE 350 4MATIC sits below the peer median.

Mercedes-Benz has sat in the lower half of both CR brand rankings and J.D. Power VDS for years. It improved in the 2024 VDS, but it still trails the industry average and sits well behind Lexus.

Two NHTSA campaigns cover the 2024 non-AMG EQE SUV. The serious one is a BMS software fault that can shut down the HV battery and cut drive power. The other is an AVAS reversing-sound compliance fix. A third AVAS recall covers only the AMG. All are software fixes, so this is typical recall activity for a young EV platform, with one recall that is severe in kind.

MY2024 is a change year: 4MATIC models gained a front-motor disconnect unit, and the packs grew to 96.0 kWh (350+/500) and 90.6 kWh (350 4MATIC). The EVA2 drive units show no hardware failure pattern, but they have little high-mileage history, and the BMS shutdown recall shows the battery software was still being refined.

The cabin shares the EQE sedan's premium layout: available Nappa leather, open-pore wood trims, ambient lighting and the optional MBUX Hyperscreen. Reviewers call it luxurious, with minor notes on lower-zone plastics.

US-market EQE SUVs are built in Tuscaloosa, Alabama. Reviewers report tight panel gaps and a quiet, solid structure. Owner complaints center on software and electrical glitches rather than rattles or misalignment.

Mercedes-Benz has one of the densest luxury dealer networks in the US, with roughly 380 franchised dealers. Service satisfaction is mid-pack among luxury brands, and EV technician expertise varies from store to store.

Mercedes parts and labor rates are among the highest in the market. EV-specific components (HV battery modules, inverters, Hyperscreen hardware) are dealer-only and costly, and aftermarket support for this young EV is thin.

The volume 350 4MATIC has a 12.8-inch portrait OLED center screen. The 56-inch Hyperscreen, with a 17.7-inch center OLED, is optional on the 350 and standard on the 500 for 2024.

Second-generation MBUX responds quickly and has Zero Layer shortcuts, and 2024 adds a 5G modem. Climate and vehicle functions sit in touch menus, though, and Consumer Reports singles out distracting controls.

Wireless Apple CarPlay and Android Auto are included in MBUX smartphone integration on every trim.

'Hey Mercedes' natural-language voice control is among the best in the industry. MBUX navigation with Electric Intelligence is standard, and augmented-reality guidance comes with Exclusive.

A Burmester 3D surround system with Dolby Atmos is standard on every trim, which is a strong baseline for the class.

A configurable 12.3-inch digital driver display with several layouts is standard.

MBUX and many vehicle systems update over the air, and features have been added remotely, but the update cadence is irregular.

The Mercedes me app covers remote lock, pre-entry climate, charge scheduling, vehicle locate and Send2Car. Some services move to a paid subscription after the trial period.

There are USB-C ports in both rows and wireless phone charging, but no 120V household outlet and no vehicle-to-load power.

KEYLESS-GO, push-button start and a power liftgate are standard, and hands-free liftgate access is available. Phone-as-key support is limited compared with BMW.

PARKTRONIC with Active Parking Assist (automated parallel and perpendicular parking) and a 360-degree camera are standard.

A head-up display is offered only on the top Pinnacle trim, so the volume Premium and Exclusive trims do without one.

With 40.6 in of rear legroom, 39.4 in of rear headroom and large rear doors, rear-facing child seats fit easily. The 14 cu ft behind the rear seats leaves little room for a stroller plus groceries, and there is no third row.

It has five Euro NCAP stars and standard Active Brake Assist, but no NHTSA or IIHS ratings. The front center airbag only arrived for 2025, and on Premium trims the full ADAS suite (DISTRONIC, Active Steering Assist) is a $1,250 Driver Assistance Package.

The quiet cabin, comfortable seats, roomy rear row and available heated rear seats suit long family trips. The 265-mile range and 14 cu ft of luggage space with every seat in use are the limits.

Power delivery at low speed is silent and smooth. Paddle-selectable regen includes an adaptive D Auto mode and one-pedal driving, and the 2024 brake retune fixes the vague pedal of the first cars. Touch-based steering-wheel controls are a minor daily irritation.

At 85 MPGe and about $900 a year in electricity, it is far cheaper per mile than a gas luxury SUV, though it trails the most efficient EVs. Standard 20-inch luxury tires add to running costs.

A standard 360-degree camera and Active Parking Assist help, but the standard turning circle is a wide 40.4 ft and the sloping rear glass limits the view out. Optional rear-axle steering cuts the circle sharply.

The 3,500-lb tow rating suits a small utility trailer, but range falls sharply under load and cargo space is modest. It is not a work vehicle.

The cabin is built for luxury, with light upholstery choices, gloss trim and large screens. It has no fleet or hard-use history, and its predicted reliability is below average.

Cargo-floor tie-downs, a hitch and roof rails are available, but there is no frunk, no 120V outlet and no vehicle-to-load power.

On the highway it is quiet and comfortable, and DISTRONIC with Active Steering Assist is available. A 265-mile range and a 170-kW peak needing about 32 minutes for 10–80% are mid-pack, and KBB notes that rivals go farther.

4MATIC AWD and an Offroad drive mode handle gravel and snowy trailheads, and the 3,500-lb tow rating covers small toys. A minimum ground clearance of 6.4 in and road-biased tires keep it on easy terrain, and there is no V2L for camping.

The 40/20/40 split rear seat plus available roof rails and hitch add flexibility. At 14 cu ft behind the rear seats and 55 cu ft maximum, though, it is small for the class, and there is no frunk.

It is composed and secure with good body control, especially on AIRMATIC, but the weight of more than 2.5 tonnes blunts its agility. The optional rear-axle steering sharpens turn-in noticeably.

Steering is accurate and sensibly weighted but filters out nearly all road feel, which is typical of the EVA2 platform.

The 2024 retune gives a more natural pedal and fixes the biggest complaint about the 2023 launch model. Consumer Reports still calls the brakes mushy, so the pedal is no benchmark.

Tip-in is smooth and linear, the front-motor disconnect new for 2024 engages imperceptibly, and the regen modes are well calibrated. Consumer Reports measured an effortless, nearly silent 5.9 s to 60 mph.

The motors are near-silent under load and send no vibration through the controls. Optional EV soundscapes are available for drivers who want them.

Without rear steering the volume 350 4MATIC turns a wide 40.4 ft. The optional 10° rear-axle steering, standard on the 500, brings that down to about 34.4 ft.

Seat and wheel adjustment is wide and the driving position commanding. It loses points for the haptic steering-wheel controls, functions buried in menus and sloped rear glass that limits rear sightlines.

The 350 4MATIC is refined and pleasant but forgettable. Edmunds calls it 'not all that inspiring to drive', and the engaging version is the AMG.

For 2024 every EQE SUV gets 20-in wheels, a powered charge-port door, the EQ sound experience, a heat pump, the 12.8-in OLED central display, navigation, heated seats and a full safety suite. The 500 4MATIC adds the Hyperscreen as standard. At ~$79k, though, air suspension, rear-axle steering and the Driver Assistance package still cost extra.

$79,050 buys a 90.6–96 kWh mid-size luxury EV with middling range and dynamics, priced against the BMW iX and above the Lyriq and Genesis GV70 Electrified. The 500 4MATIC's $3,600 price cut and the strong 2024 lease cash help the buyer, but sticker value is only fair.

The lineup spans four powertrains (350+ RWD, 350 4MATIC, 500 4MATIC, AMG EQE), and each non-AMG model comes in Premium, Exclusive and Pinnacle form. RWD vs AWD is a no-cost choice, but everything starts near $79k.

US demand for the EQE SUV was soft through 2024. Volume relied heavily on subsidized leases and trailed the Model Y, Lyriq and iX by a wide margin, and Mercedes later paused US EQE/EQS production in 2025, citing low demand.

Mercedes-Benz is among the most aspirational luxury badges in the US. The EQ sub-brand's jellybean styling and weak EV residuals dilute that halo somewhat for this model.

Throughout the 2024 model year, leases carried the $7,500 federal commercial clean-vehicle credit as lease cash, often stacked with loyalty and dealer discounts on a slow seller. That is real buyer benefit, paid for in resale value.

2024 is only the second model year of a generation introduced for MY2023, and it is a change year: front-motor disconnect, a larger 96 kWh pack on the 350+/500, retuned brakes and a powered charge door. It is current platform tech, though a repriced 320+ lineup arrived for 2026.

Reviewers praise its quiet, comfortable ride and cabin, and criticise its uninspiring handling, brake feel, fiddly controls and range that trails rivals. It has no 10Best, NACTOY or comparison-test wins.