Mercedes continues to extend its electric range called “EQ”. After the EQA, EQB, EQC, EQV and EQS, here is the EQE. This family sedan becomes in a way the electric counterpart of the venerable E-Class. Its dynamic performance and its comfort make it a formidable competitor on this market, but also – perhaps – the first competitor of… the EQS.
We left the Mercedes EQS test with very mixed feelings. A formidable roadster, the car also proved to be insufficiently luxurious to claim to represent the S-Class in electric mode and its dynamic performance disappointed us. Just below in the range comes the EQE. This 4.95 m long sedan. certainly gives 25 centimeters to the EQS, but remains despite this a roomy car and equipped witha technological arsenal that has little to envy to its big sister.
Finally, it is only in the rear seats that the most demanding will not find their account, even counting on the list of options, sincefor example, it is not possible to install massaging or even ventilated seatson this row.
The tailgate is gone
But before returning to the car, let’s see what it offers us to see from the outside. Difficult, then, not to see a “mini” EQS as the lines are close, with large front and rear overhangs. The profile also seems almost identical, except for the first detail that the EQE did not retain the tailgate inaugurated on the EQS to prefer a classic trunk. The wheelbase is also shorter, but only 9 centimeters, which minimizes the space lost in the passenger compartment, with only six centimeters “lost” between the front and rear seatbacks. The volume preserved in the cabin is necessarily lost elsewhere, and it is the trunk that suffers the most. With only 430 liters of volume (against 610 all seats in place in the EQS), it is no more welcoming than that of a good compact.
Last detail, the small + attached to the 350 on the trunk is disturbing to say the least since this version is no longer available in the catalog. The difference with the “normal” 350 version? A different battery cell supplier, implying an equally different software management of this one and a few electric kilometers of autonomy possible despite an identical useful capacity of 89 kWh. If you are aiming for this car, know that for the rest, there is no difference between the two versions of 350.
From best to kitsch
To go inside, all you have to do is handle the flush handles which automatically pull out as you approach the vehicle (with the Keyless function selected from the options). On the other hand, no assistance in opening or closing the doors. Once inside, we are again on almost familiar ground since the impression of boarding a small EQS is obvious. Admittedly, our model does not have the hyperscreen, but the whole remains very close, structured around the MBUX, a large central 12.8-inch OLED touch screen arranged in landscape mode.
Under the eyes of the driver, a 12.3-inch LED screen takes care of the instrumentation. Its display is customizable and both can be controlled from small touch zones located on either spoke of the steering wheel. Finally, depending on the options checked when ordering, a large head-up display with customizable content will also take place in the driver’s line of sight.
The heated, ventilated and massaging upholstery of our test model is obviously very comfortable, even if it is not immediately easy to find the right driving position in the multiple possible adjustment paths. On the passenger side, nothing to complain about. At night, ambient lighting capable of both the best and the worst surrounds the occupants, who can therefore choose between a solid color and luminous variations. One is entitled to wonder if all this could not end up being more distracting for the driver (and therefore dangerous) than anything else.
In the same vein, if you like kitsch you will appreciate the ambient sounds that the EQE can broadcast through its speakers during different manipulations, as well as during variations in speed. In Sport mode, we are on the verge of taking ourselves for Captain Kirk at the controls of the USS Enterprise. The only real use of this is to correlate the acceleration to a variation in noise, as with a combustion engine, and therefore to avoid possible nausea for passengers who are a little sensitive to this absence.
In terms of materials, the interior is paradoxically less plastic than in the EQS and if the boat-style wood veneer of our test model was not necessarily to our taste, the range of finishes available makes it easy to choose another atmosphere to the command. On the other hand, some assemblies seemed to us really perfectible. For example, certain parts of the furniture on the dashboard or the central armrest unit seem very/too easy to tear off and can move easily if pressure is exerted on them.
Dynamic and comfortable
At the wheel, the grip is really fast, even if the different driving modes and electric management will require a solid grip when handing over the keys for those who are not a little used to them. As on the other vehicles in its EQ range, Mercedes uses a recovery variation system via paddles located behind the steering wheel. It’s not only fun, but also very effective since you can constantly vary the intensity according to modes ranging from freewheeling to “one pedal” driving. In addition, the D AUTO mode is able to adjust the regeneration according to the terrain and the presence or not of vehicles in traffic.
Coupled with driving assistance and level 2 autonomous driving, the set offered by Mercedes is, in our opinion, one – if not the – best of current automobile production. Note that among the ADAS, Mercedes has added automatic lane change on expressways and that the EQE is compatible with level 3 autonomous driving. This already works in Germany on the motorway and should arrive in France once the brand will have digitized the entire motorway network.
For the moment, European rules require this technology to be limited to 60 km/h, but this should quickly evolve towards 130 km/h. Similarly, the Digital Light pack makes it possible to use the matrix capabilities of LED lighting to project information onto the road, warn vulnerable users of danger or quite simply improve the driver’s night vision.
As we suggested at the beginning of this test, the EQE is much more dynamic than the EQS. Also armed with four-wheel steering (optional) which favors maneuvering in town or dynamism on the road, the car, which is a little shorter, lighter and equipped with a wheelbase less generous than the EQS, remains very healthy even in difficult conditions. tight and strong turns. Note that in town, the turning circle of the EQE is 60 centimeters larger than that of the EQS, whose rear wheels can turn more.
Admittedly, the roads of our test, between Alsace, Germany and Switzerland, were dry during our tests, but the behavior of the car is relatively lively, being all the same a big baby. The controlled suspension adapts to the desires of the driver, between comfort, softness and a little more firmness. On the highway, the preferred terrain of the EQE, the car is imperial.
In Germany, we were also able to check the engine flange that Mercedes announces for 210 km/h when clocked at 216 km/h. Reaching this speed is done without apparent effort – thanks to the 565 Nm of torque and 292 horsepower of the electric motor, the 0 to 100 km/h is announced in 6.4 seconds – but it is necessary to anticipate the braking distances, the car being all the same of respectable mass: 2385 kg minimum.
Electric Serenity
On the electrical management side, the EQE has a useful 89 kWh battery (96 kWh for the AMG 53 version) supposed to give it up to 640 km of autonomy in the combined cycle and 712 km in the urban cycle. During our tests conducted on all types of roads (including high-speed motorways), our average consumption was around 20 kWh/100 km, which seems reasonable given the use of different comfort equipment, such as air conditioning and ventilated seats. This honorable score is the result both of elaborate aerodynamics (Cx of 0.23) and intelligent energy management and regeneration efficiency.
By playing with freewheeling and regenerative braking, going down a pass means you never have to use the accelerator and recover a lot of range. It’s even a virtuous game that the driver can indulge in while driving: seeing the range figure increase significantly while driving remains a rewarding moment for the user of an electric vehicle.
As for recharging, the EQE can swallow 11 kW in series on the AC network and up to 22 kW via the optional charger, which then makes it possible not to feel naked on the secondary road network where this type of power is legion. On fast chargers, the EQE can receive up to 170 kW peak. At this rate, it takes just over 30 minutes to go from 10 to 80% charge. Recall that Mercedes operates a 400 volt network in the car.
Furthermore, still with regard to electrical life, Mercedes has set up clear pricing for meCharge card users : regardless of the terminal used, the rate remains the same, it being attached to a subscription formula ranging from free to 17.90 euros per month. The price per kWh or per minute of charging at the terminal obviously varies accordingly. In any case, this allows you to avoid unpleasant surprises during payment. Note also that the route planner (Electric Intelligence) has also progressed, being much more reliable.
The best, but…
If we could exclude the price factor from the equation, it would be quite tempting to say that the EQE offered by Mercedes is today one of the best electric road cars on the market. Comfortable, fast, with good management of its electricity resources, it carries its passengers with complete peace of mind. Gone are the days when you spent your driving time monitoring your range! Only here, at €75,000 for the basic version (EQE 300 Electric Art) and more than 106,000 euros for our optioned configurationit is difficult to ignore this variable.
