2023 Mercedes-AMG EQE 53 4Matic review

AMG has released its version of how the EQE sedan should be and the 53 is a mix of space, pace, luxury and grace.

Mercedes has done a lot of EQ vehicles since the first, the EQC, but none of them quite compares with this, the AMG EQE 53 4Matic.

We admired the AMG EQS 53 sedan but this feels better balanced in almost all ways, and is not quite such a strain on the pocketbook.

The first experience of the EQE 53 sedan we had was at Hampton Downs on a “Drive the Range” day. It was crazy quick, sounding off in its Sport+ mode, and braking with verve using the regen paddles.

So the thought of driving it in a more regular way seemed just as intriguing, and so it turned out to be, with a couple of riders.

Like the EQS this is a big machine to helm, at 4946mm, especially noticeable when parking. But it’s not as enormous as the Mercedes-AMG EQS 53 sedan, and nor is the price quite so exotic ($195k versus $311k).

The EQE wheelbase is 3119mm which means cabin space is generous, good for five adults, without bickering in the back.

And there’s decent room in the boot, 430L. Alongside the electric lid closure button are a pair of seat back releases, smart, like so many of this car’s features.

If there’s one other rider, the handling can seem a touch clinical.

But then there’s 2.5 tonnes to muster here, and the four-wheel steer certainly does have a beneficial effect. Moreover, there’s something else about this that just about cancels out any drawbacks and that’s its turn of speed.

Can this AMG go? Think Master Blaster.

Wind avoiding

As a start point the 53 has a rather more alluring look to it than some of the elevated EQ vehicles we’ve driven.

Like most EVs there’s no great overhang up front, and from the driver’s seat you’re hard pressed to see anything much of the bonnet. Beware of those severely raked A pillars though; entire cars can hide behind them.

But the low riding look on the complex 21-inch aero alloys and the smart flush-fit door handles that protrude as the proximity key nears are nice starts.

So too the blackened roof and the wee boot end spoiler. It all looks pretty slick through the air, which it is with a Cd of 0.22.

The upshot of the swoopy roof is that the rear screen is pokey. Still that’s what a good reversing camera and rear view mirrors are for, and in something this quick there’s unlikely to be anything following you for long.

Grunt galore

The AMG 53 features a dual-motor powertrain, the pair together outputting a wholesome 460kW and 950Nm, which bizarrely can be upped further to 505kW and 1000Nm by the addition of the Dynamic Plus Package.

That supposedly takes the sprint time from 3.5sec to 3.3sec, and increases top speed from 220 to 240km/h. It also adds a Race Start mode to the Dynamic Select set-up which already features Eco, Comfort, Sport and Sport+.

We’d suggest not spending the $7400 for the Dynamic Plus Package and here’s why. First off, this is already vastly quicker than similarly priced competition like the e-tron GT (non RS) and Taycan 4 and 4S.

Moreover, we found that it convincingly outran the 3.5sec claimed 0-100 on its very first attempt, posting a 3.35sec run.

The next two were both under 3.2sec (3.17, 3.14). You’re looking at supercar levels of acceleration here (for a lot less outlay) as reflected in its 80-120 overtaking time of just under 2sec.

When we last tested the AMG E 63 its 0-100 sprint time was 3.44sec. Guess that’s another reason why AMG isn’t contemplating an EQE 63 at this point in time.

Use regen levers instead

There’s one area where it isn’t quite as accomplished as you might hope and that’s in arresting the momentum of the 2.5 tonnes of motors and battery pack that comprise the EQE 53.

Initially we couldn’t break 38m for the 100-0 test but finally managed a pair of 36m stoppies, while the best effort was a 35.86m 100-0 distance.

In general use, however, you won’t be using the brakes all that much for the four-level regeneration system does the braking for you in highly efficient fashion.

You can leave the system on Intelligent recuperation if you so choose but we much preferred doing the regen manually using the paddles. Strong recuperation is like single-pedal driving, plenty enough for setting corner speed if normal (mild) recuperation doesn’t do the job.

And there’s zero regen for coasting too. All but this setting help to recoup losses and rejuice the 90kWh battery pack.

It sure does take some time to do so using an emergency charger – around 20 per cent added overnight – and because our car was a tester it sure wasn’t going to finish at 100 per cent with a range of 500km.

The range distance is an NEDC figures so 430km is more likely to be representative of real world driving scenarios. On screen the EQE states a full battery range of 370min-430max km.

We had a fun drive up north in this, and consumed precisely one-quarter of the range available in 110km.

After a long weekend and a bit of trolling around we made it back to town with 38 per cent of charge remaining.

AMG suggests mean energy use in the 22kWh/100km region which we occasionally did see (cruise control, motorway) but for the most part and long term the figure was around 28kWh/100km, spiking into the 30s at times if we switched things up to Sport mode.

For the vast majority of the time we left things in Comfort mode, as you do, still offering fabulous performance while the Airmatic suspension delivers a mix of tidy handling and wafting progress over a mix of roads.

Sport energises performance and body control palably without impacting that much on ride comfort.

Clever thinking

This car is choka with smart ideas. For example, HVAC stuff is separate but still part of the digital screen and the fan and temp settings are alongside each other.

Distance from the cars in front while on adaptive cruise you can change from four cars to one car, simple. And seat heater controls aren’t within the touchscreen but are up on the doors for ease of use. Down the side of the seat is just lumbar support.

On the wheel one button is for drive mode selection, and the other you can change handling, ride, ESP and motor strength while in Comfort or any of the other modes.

When in stronger engine modes the sound changes from no whirring to a synthesised electric noise but it’s hard to beat the sounds of silence in an EV, especially with the Burmester sound system on board.

Not quite as sexy as an e-tron GT or unusual as a Taycan 4/4S but this outruns both and makes for a talented GT.

There are plenty of admirable features onboard this space ship too. And if it’s all too much, there are single- and dual-motor close relatives, kicking off from $132k.

This article first appeared in the December/January issue of NZ Autocar Magazine.