The collaboration between Mercedes-Benz and its AMG subsidiary works well. The former prioritises developing the platform’s fundamental models for broad appeal, whereas the latter is tasked with maximising performance for discerning users seeking a more intense visceral experience.



Tossing a little but extremely conductive virtual spanner into that symbiotic groove is the 2024 Mercedes-AMG EQE SUV, though. The AMG version, which is based on the Mercedes-Benz EQE SUV, delivers more than simply performance. In addition to making the otherwise magnificent Mercedes-AMG GLE-class, its internal-combustion analogue, feel a little out of date in a world of laser-guided missiles, it makes the standard-issue MB EQE EVs appear a little lacking.

The intrepid AMG engineers have fresh and different opportunities to explore thanks to the plug-and-play componentry and infinitely modifiable software that are unique to electric vehicles. The AMG EQE offers access to tremendous torque at any speed, an electronically limited peak speed of 149 mph, and an honed balance of handling and comfort—all without making many of the sacrifices necessary for ICE vehicle development to reach the same performance goals. We’re not suggesting it’s simple, though. The signature husky exhaust note and a certain intimidating aura that AMG used to establish its rogue-in-a-tailored-suit identity don’t easily transition to this electric SUV.

The AMG EQE SUV increases power.

The AMG EQE SUV starts off with a power boost, as is only natural. At each axle, a pair of electric motors made specifically for AMG provide 617 horsepower and 701 pound-feet of torque. Over the dual-motor configuration that drives the Mercedes-Benz EQE500 SUV, that represents a boost of 215 horsepower and 68 pound-feet. The 90.6-kWh lithium-ion battery in the regular Benz has the same capacity. (The single-motor 350+ and dual-motor EQE350 4Matic are further versions of the base EQE that are offered.) According to Mercedes, the AMG EQE can add 100 miles in 15 minutes using a DC fast-charger at a rate of up to 170 kilowatts. The built-in charger can only handle 9.6 kilowatts of a/c home and public charging.

There is a user-selected launch mode, as is customary for AMG. Race Start is a feature that may be used whether or not you purchase the optional AMG Dynamic Plus package, but if you do, you’ll receive an additional boost function. When the Dynamic Plus boost mode is activated, the output is briefly increased to the maximum 677 horsepower and 738 pound-feet of torque. The former performs the familiar launch with all systems ready for a crisp, neck-snapping escape. The vehicle accelerates with the same authority but with just enough additional force to add your preferred internal organ to the list of physiological-based acceleration clichés.

Based on our C/D testing, we believe that AMG’s claimed 3.4-second sprint to 60 mph in this situation is actually two to three tenths slower. It joins forces with the BMW iX M60, another EV SUV extrovert, and leaves the Audi SQ8 e-tron in the dust—at least on paper. It can compete with both the Audi RS E-Tron GT and its EQE53 sedan brother.

The strengthened EQE SUV uses some AMG-specific cooling magic to resist the heat produced by multiple stand-on-it launches because heat is the buzzkill in this situation. Although it seems like the name of a competitive-grade kayak paddle, the rear motor has a “water lance,” which is actually a hollow shaft in the motor’s rotor where coolant circulates. Other AMG-specific components used to disperse heat include certain ribs on the stator and an inverter with a “needle-shaped pin-fin structure” made of high-performance ceramics. To increase efficiency, a transmission-oil heat exchanger controls thermal activity to cool components under stress and warm them during cold starts.

Range of AMG EQE SUVs

The AMG EQE SUV’s range figures are still being finalised by the company. The vehicle we drove, however, had an indicated range of 225 miles with a 90 percent battery charge at the beginning of our trip; after travelling 72 miles in a variety of conditions, including stop-and-go traffic on the Pacific Coast Highway and some time spent on the interstate, the range was still an indicated 152 miles with a 60 percent battery charge. A full charge would theoretically allow for 240 miles of travel, but the battery would be practically discharged.

In fact, the onboard software estimated a residual range of 100–153 miles, partially based on the way the first 72 miles were driven. (We drove the EQE almost exclusively in Sport+ mode and exposed it to multiple full-tilt launches, foot-to-the-floor merges, and numerous passing manoeuvres on the highway.)

The range would probably increase proportionally to starting with a fully charged battery and driving gently. For comparison, C/D calculates that the Mercedes-Benz EQE500 SUV, which has fewer potent motors but a larger battery, has a range of about 269 miles.

The navigation system incorporates Active Range Monitoring software that will intervene and prioritise nearby charging stations if it judges that a preset route would bring you dangerously close to completely draining the battery.