2025 Mercedes-Benz EQE SUV

The volume 2025 EQE 350 4MATIC SUV's dual motors make 288 hp combined; the lineup climbs to 402 hp (EQE 500 4MATIC) and 617 hp in the Mercedes-AMG EQE SUV with Dynamic Plus boost. 2025 still uses the 350/500 naming; the 315 hp EQE 320 replaced the 350 only for 2026.

The 350 4MATIC's two motors deliver 564 lb-ft combined, available instantly. That is a very high figure for the segment.

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

Power delivery is near-silent and immediate, with excellent NVH isolation. Reviewers praise how effortless it feels, though the 350's power is unremarkable for the class. The MY2024 front-motor disconnect and retuned brake blending carry into 2025.

Each motor drives through a single speed, so there are no shifts and no hunting. Steering-wheel paddles select regen levels, including adaptive and one-pedal modes. Reviewers have noted that the blend between regen and friction braking was imperfect on early cars.

Rated to tow 3,500 lbs with the optional trailer hitch. That is modest for a mid-size luxury SUV, where gas rivals often 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 it. Torque split is fully variable between the motors, and the front motor can decouple. DYNAMIC SELECT includes an Offroad mode, but there is no low range.

A pavement-oriented luxury EV with roughly 7 in of ground clearance and no skid plates, lockers or low range. The optional AIRMATIC air suspension can lift the body somewhat, and there is an Offroad drive mode, but nothing makes it trail-ready.

An EV-only nameplate 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 2025 EQE 350 4MATIC SUV at 81 MPGe combined (42 kWh/100 mi), which is low for a modern EV. The RWD 350+ reaches 93 MPGe.

EPA city rating for the volume 4MATIC trim. Regeneration keeps city above highway, but the figure sits near the bottom of the EV field.

EPA highway rating for the volume 4MATIC trim. Slippery aerodynamics and the front-motor disconnect help at cruising speed, but it still trails efficient rivals.

EPA range is 253 mi for the volume 350 4MATIC from its 90.6 kWh pack, short of the 300-mile mark buyers in this class expect. Only the RWD 350+, with its 96.0 kWh pack, clears 300 mi.

The 400-volt EVA2 platform caps DC fast charging at 170 kW peak. That is adequate, but behind 800-volt rivals that accept 235–350 kW.

Mercedes quotes about 32 minutes from 10 to 80% on a suitable DC fast charger. That is mid-pack, well behind sub-20-minute 800-volt EVs.

EPA's annual energy cost at 15,000 mi/yr is $950. That is cheap against a gas GLE but toward the expensive end for EVs, because the 4MATIC uses 42 kWh/100 mi.

It burns no gasoline, and overnight Level 2 home charging covers daily use cheaply. Deductions: the onboard AC charger is 9.6 kW (10.75 h for a full charge at 240V), consumption per mile is high, and the 2025 car keeps a CCS1 inlet, so Tesla Superchargers need an adapter. Unlike the 2026 model, the 2025 does not come with one.

NHTSA has never crash-tested the EQE SUV: the 2025 Mercedes-Benz results from the NCAP API list only Sprinter/eSprinter vans. 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 Top Safety Pick award for 2025. Euro NCAP's 5-star result and Mercedes' strong structural record point to good crash protection, but no US crash data exists, so 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, Active Lane Keeping Assist, rear cross-traffic alert and auto high beams. Full-speed DISTRONIC adaptive cruise, Active Steering Assist and Active Blind Spot Assist sit in an optional $1,250 Driver Assistance Package, which is a demerit for a luxury EV near $80k.

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

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

Active Lane Keeping Assist is standard. Active Steering Assist lane centering is optional and is widely reviewed as smooth and confident, and Euro NCAP's near-perfect assisted-driving result backs that up.

DISTRONIC stop-and-go adaptive cruise with route-based speed adaptation and Active Speed Limit Assist is among the most refined highway-assist systems available. It is held back because it is a paid option rather than standard.

No hands-free mode is offered. Drive Pilot (Level 3) is 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 the furthest it goes.

LED headlights with auto high beams 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 available surround-view camera 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 fitting three seats across is unlikely, and IIHS has not given a LATCH rating.

The EQE SUV is a two-row, five-passenger SUV in every US configuration. There is no third-row option, unlike the gas GLE.

Mercedes quotes 39.5 in of front headroom, which is mid-pack for a mid-size luxury SUV. The body carries over unchanged from 2023 through 2027.

Front legroom is 40.6 in, short of the 41–42 in many rivals publish, although reviewers do not report the front row feeling cramped.

Second-row headroom is a generous 39.4 in. The upright rear roofline helps compared with the sedan version.

Rear legroom of 40.6 in is a highlight of the long-wheelbase EV platform. KBB says it is about 1.5 in more than the BMW iX and Audi Q8 e-tron.

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

Mercedes lists only 14 cu ft behind the rear seats, which is small for a mid-size SUV, and there is no front trunk. KBB notes that the BMW iX and Audi offer more space behind the second row.

With the rear seats folded, maximum cargo is 55 cu ft, at the bottom of the mid-size SUV band and well behind the BMW iX.

A floating center console leaves an open storage tray beneath it, and the door bins and covered console bin are adequate. There is no frunk, no household outlet and no V2L, and the cargo floor is shallow.

Reviewers praise the supportive, highly adjustable front seats, and multicontour massage seats are available. For 2025.5 production Mercedes added more rear-seat padding, and the rear bench gets a generous 40.6 in of legroom.

KBB calls the ride balanced and comfortable, and the optional AIRMATIC air suspension is the best setup. On the standard steel springs of the 350 4MATIC, the weight of the battery shows over sharp impacts.

The electric powertrain is near-silent and wind and road noise are well suppressed, so the cabin is described as serene. Only the EQS SUV is clearly quieter.

Heated front seats, dual-zone climate, a heat pump and remote pre-conditioning are standard. Heated rear seats, a heated steering wheel, ventilated and massaging multicontour seats, and four-zone climate are available on the upper trims or in packages.

The 2025 EQE SUV opens at $77,900 before destination for the EQE 350+ RWD. That is above the top of the SUV band, before the large 2026 price reset to the 320+ lineup.

The dual-motor EQE 350 4MATIC is the volume configuration. For 2025 it was listed at the same $77,900 base as the 350+, and the 500 4MATIC and AMG are much lower-volume.

Even without oil changes, Mercedes dealer service pricing (tires, brake fluid, filters, 12V battery) and costly out-of-warranty electronics put this above the SUV band ceiling.

Luxury EVs have depreciated steeply, and the 2025 EQE SUV took a further hit when Mercedes cut the 2026 sticker by ~$12,750. KBB's residuals cluster in the mid-30s percent of MSRP.

The standard Mercedes-Benz USA new-vehicle limited warranty is in line with BMW, Audi and Lexus, and short of Genesis.

For an EV the high-voltage battery coverage is the coverage that matters most. At 10 yr / 155k mi it is among the most generous in the market, well above the 8 yr / 100k mi norm.

Owners get 2 years of unlimited 30-minute Electrify America sessions via Mercedes me Charge, a choice of home wallbox or public-charging credit, and roadside assistance for the warranty term. There is no long free scheduled-maintenance plan, so it sits mid-pack against luxury EV rivals.

$79,050 volume-trim price minus its estimated resale value after 5 years (36% retained, or about $28,458) leaves about $50,592 in depreciation. Add the projected $10,100 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $60,692 in total.

Consumer Reports expects the 2025 EQE SUV (volume EQE 350 4MATIC / 350+) to be less reliable than the average new car, a prediction built on the weak Mercedes-Benz brand score plus limited model data. No model-specific J.D. Power result offsets it, so this sits below the peer median.

Mercedes-Benz has ranked in the lower part of both Consumer Reports' brand reliability tables and J.D. Power's VDS for several years. In the 2025 VDS it sat among the ten worst brands, well behind Lexus at the top of the luxury pack.

Two NHTSA campaigns cover the 2025 non-AMG EQE SUV. The serious one is a battery-management software fault that can shut down the HV battery and cause sudden loss of drive power (fixed by a software update). The other is an AVAS reversing-sound compliance fix. A second AVAS recall covers only the AMG variant. Every fix is software-only, so this is typical-to-above-average recall activity for a young EV platform, with one recall that is severe in kind.

The 2025 car uses the EVA2 platform's PSM motors with the 96 kWh pack (350+) or 90.6 kWh pack (350 4MATIC), updated for MY2024 and carried into 2025. No hardware failure pattern has emerged, but the platform is only a few years old with little high-mileage data, and the BMS shutdown recall shows the battery software is still being refined.

The cabin shares the EQE sedan's premium layout: available Nappa leather, open-pore wood or metal trims, ambient lighting and the optional MBUX Hyperscreen. Reviewers rate it luxurious, though some lower-zone plastics fall short of the price.

The US EQE SUV is built at Mercedes' Tuscaloosa, Alabama plant, and reviewers report tight panel gaps and a quiet, solid structure. Owner complaints center on software and electrical glitches rather than rattles or misalignment, which keeps this score below the materials score.

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

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

A 12.8-inch portrait OLED touchscreen is standard. The MBUX Hyperscreen is optional: a 56-inch glass panel housing a 12.3-inch cluster, a 17.7-inch center OLED and a 12.3-inch passenger display.

Second-generation MBUX has quick, rich graphics, a strong voice assistant and Zero Layer shortcuts. Climate and many vehicle functions are buried in touch menus, though, and the steering-wheel touch controls frustrate.

Wireless Apple CarPlay and Android Auto are standard on every 2025 EQE SUV trim.

The 'Hey Mercedes' natural-language assistant is among the industry's best. Navigation with Electric Intelligence plans charging stops and preconditions the battery, and augmented-reality guidance is available.

A 15-speaker Burmester 3D surround system with Dolby Atmos is standard, which is a strong baseline for the class. Reviewers rate Burmester alongside rivals' Bowers & Wilkins and Bang & Olufsen systems.

A configurable 12.3-inch digital driver display is standard, with several layouts and a navigation view.

MBUX and many vehicle-system ECUs update over the air, and Mercedes has added features remotely. Paid feature unlocks have been offered via OTA in some markets, but the cadence is irregular.

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

Both rows get USB-C ports, and wireless charging is standard. There is no 120V household outlet and no vehicle-to-load capability.

KEYLESS-GO proximity entry, push-button start and a power liftgate are standard, and hands-free liftgate access is available. Phone-as-key (Digital Vehicle Key) support is limited compared with BMW.

KBB lists PARKTRONIC with Active Parking Assist and a 360-degree camera system as standard on the EQE SUV, a strong suite for the class.

A head-up display is offered but only on upper trims, either as part of the Exclusive/Pinnacle content or with the augmented-reality package, so it is not on the base Premium trim.

The 40.6 in of rear legroom and 39.4 in of rear headroom make rear-facing seats easy, and the rear doors are large. However, 14 cu ft of cargo behind the rear seats leaves little room for a stroller plus groceries, and there is no third row.

The EQE SUV earned five Euro NCAP stars, and a front center airbag is new and standard for 2025. It has no NHTSA or IIHS ratings, and the fuller ADAS suite (DISTRONIC, Active Steering Assist, Active Blind Spot Assist) is a $1,250 Driver Assistance Package.

The cabin is quiet, with comfortable seats, a spacious rear row, heated rear seats and rear-zone climate available. The roughly 253-mile range of the 350 4MATIC and 14 cu ft of luggage space with all seats in use limit family trips.

Low-speed power delivery is silent and smooth. Paddle-selectable regen includes an adaptive mode (D Auto) and one-pedal driving, the ride is comfortable and the cabin quiet. Touch-based steering-wheel controls are a minor daily annoyance.

At 81 MPGe and an estimated $950 a year in electricity, the 350 4MATIC is far cheaper per mile than a gas luxury SUV, though it trails more efficient EVs. Large luxury tires raise consumable costs.

A standard 360° camera and Active Parking Assist help, but the standard turning circle is a wide 40.4 ft and the sloping rear glass limits visibility. Optional 10° rear-axle steering cuts the circle to 34.4 ft.

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

The cabin is luxury-focused, with light upholstery options, glossy trim and large screens. It has no fleet or hard-use record and is not suited to work abuse.

It has cargo-floor tie-downs and an available hitch and roof rails, but no frunk, no 120V outlets and no vehicle-to-load power.

It is quiet and comfortable on the highway, and DISTRONIC with Active Steering Assist is available. The 253-mile range (350 4MATIC) and a 170-kW peak that takes about 32 minutes from 10 to 80% are mid-pack, so long trips need more stops than in the best rivals.

4MATIC AWD and an Offroad drive mode handle gravel and snowy trailheads, and it can tow 3,500 lb for a small camper or toys. 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 and available roof rails and hitch add flexibility, but 14 cu ft behind the rear seats and 55 cu ft maximum are small for the class, and there is no frunk.

It is composed and secure, with good body control, especially on AIRMATIC, but its roughly 5,600-lb mass blunts its agility. Optional rear-axle steering adds agility.

The steering is accurate and well weighted but filters out nearly all road feel, which is typical of the EVA2 platform.

Stopping power is adequate for the weight. The MY2024 brake retune improved pedal feel over the vague, grabby blend of early cars, and that carries into 2025, though the pedal is still not a class benchmark.

Tip-in is smooth and linear, the front-motor disconnect engages imperceptibly and regen transitions are well calibrated. The 288 hp of the 350 4MATIC is merely adequate.

The motors are near-silent under load with no vibration through the controls. Optional EV soundscapes are there for those who want them.

Without rear steering, the volume 350 4MATIC turns a wide 40.4 ft (12.3 m). The optional 10° rear-axle steering, standard on the 500, cuts that to 34.4 ft (10.5 m).

The power seat and wheel adjust widely and the seating position is commanding. The haptic steering-wheel controls, menu-buried functions and the sloped rear glass limiting rear sightlines cost points.

In 350 4MATIC form it is refined and pleasant but forgettable. The engaging variant is the AMG EQE SUV.

The EQE 350 4MATIC comes standard with the 12.8-in OLED central display plus 12.3-in cluster, navigation, heated seats, power liftgate, a heat pump and a full safety suite. At ~$79k, though, the Hyperscreen, Driver Assistance package, air suspension and rear-axle steering are extra-cost, where rivals like the Lyriq and GV70/GV80 bundle more.

At $77,900–$79,050 for a 90.6–96 kWh mid-size EV with modest range and middling dynamics, the 2025 is priced against the BMW iX and above the Lyriq and Model Y without matching their range or tech per dollar. Mercedes itself acknowledged this by cutting the 2026 sticker by ~$12,750.

There are four powertrains (350+ RWD, 350 4MATIC, 500 4MATIC, AMG EQE), and the non-AMG ones come in Premium/Exclusive/Pinnacle packages, so the 2025 ladder is broad. RWD and AWD choices and a performance model are all covered, though everything starts near $78k.

US demand was weak through 2025: dealers leaned on heavy lease subsidies, and Mercedes paused US EQE/EQS production in September 2025 citing low demand. Its volume is far behind the Model Y, Lyriq and iX.

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

Through 2025 the EQE SUV carried deep lease cash, including the $7,500 federal leased-EV credit pass-through until it expired on 2025-09-30, plus dealer discounts often in the five figures on a slow seller, along with the home-charging offer. That is strong buyer benefit, at the cost of resale.

The current generation launched for MY2023, so 2025 is a mid-cycle carry-over year. The 2024 updates (front-motor disconnect, 96 kWh pack, retuned brakes) carried over, and a reworked, repriced 320+ lineup followed for 2026, so a 2025 buyer gets the soon-to-be-superseded spec.

Reviewers praise its quietness, ride and cabin, but flag dull handling, brake feel, fiddly controls and range that trails newer rivals. It has no 10Best, NACTOY or comparison-test wins, and Consumer Reports rates predicted reliability below average.